Category: Nieuws

In recent months we have assisted in a number of cases involving the carriage of Palm Kernel Shells (PKS). PKS is a natural by-product of palm oil processing and does not yet appear in the IMSBC code and are therefore carried under section 1.3 of the code. The cargo has self-heating properties but submissions to the IMO for inclusion as a Group B cargo have not yet been approved.

In recent cases the moisture content was usually reported in the range of 20% to 25% but in practice was much higher. This meant a higher risk of self-heating and gas emissions which in turn meant greater risks for the vessel and crew during the voyage. We recommend that members always request the cargo information well in advance of the vessels arrival including the Shippers Declaration to allow the member to check the contents and perform additional testing if necessary. The shippers often refuse to provide this information on the basis that the cargo is non-hazardous but we recommend that members insist that this information be provided to allow the vessel to check the characteristics of the cargo.

The BIMCO has published a number of recommendations in respect of the carriage of PKS which can be accessed via: https://www.bimco.org/news/cargo/20170207_palm_kernel_shells and include the following safety measures:

• Request cargo information in accordance with section 1.3 of the IMSBC Code.
• Monitor the cargo surface temperature at the time of loading. The cargo should be accepted for loading only if the temperature does not exceed 55°C and the moisture content does not exceed 11%.
• Measure and record methane, oxygen and carbon monoxide levels during the voyage with a gas meter operating on either infrared or thermal conductivity. Catalytic sensors do not operate correctly below ~10% oxygen.
• Ventilate cargo spaces immediately if methane levels exceed 1% by volume of 20% LEL.
• Ventilation is the most important prevention measure. If the emissions from the cargo increase expert assistance should be sought.
• Ban smoking, welding and use of naked flames on deck while the cargo is on board.
• Do not permit personnel to enter the cargo holds and spaces adjacent to the cargo holds unless a proper risk assessment has been carried out and a permit for entry into an enclosed space has been issued.
• Apply water and/or CO2 in the event of a fire in the hold, as both are considered as suitable extinguishing media for the cargo. Keep in mind that that the accumulation of gas may pose a fire hazard.

In the event of any specific questions we invite our Members to contact NNPC through claims@nnpc.nl.

In recent months we have seen an increase in shortage claims in respect of discharging dry bulk cargo, particularly powdery or granulated cargo and grains, most notably in North African ports and European ports (such as UK and Spain).

The shortage claims that we have seen are in most cases founded on a discrepancy between shore scale measurements and draft survey figures and in particular where the difference is substantial (usually above 0.5-1% which is generally regarded as allowed trade margin). In such cases the question arises which weighing method will take precedence over the other. Although there is no legal hierarchy, we note that in certain jurisdictions (such as for example Morocco or Algeria) Courts tend to rely mainly on results obtained by shore weighbridge scales in the discharge port, rather than draft survey figures, as shore weighbridge scales are thought to be more reliable (certainly when weigh bridge slips and calibration certificates are presented).

In order to minimize exposure to shortage claims we recommend our members to take follow precautionary steps when carrying bulk cargoes:

• Conduct a draft survey at both load and discharge port and to provide a copy thereof to shippers and receivers. The draft surveys should preferably be done in the presence of shippers/receivers and the Master should issue a formal LOP protesting against any difference in weight recorded by shore weighing scales.
• Perform a hatch sealing and prepare a hatch sealing and opening report. It is recommended that photographs are taken of the holds before, during and after loading and discharging. In this respect members should note that a Crew Instruction Manual is available which is available on the NNPC website through following link.
• During discharge any spillage during the cargo operations must be reported and protested against by way of a formal LOP issued by the master.
• Incorporate a clause in the C/P explicitly placing the responsibility for loading and discharging operations on Shippers/Receivers. The C/P should also specify that the loaded and discharged weight will be determined by a fully and finally binding ship’s draft survey. The cargo interests should be invited and are ideally to jointly attend the draft survey.
• Ensure that the Inter-Club New York Produce Exchange Agreement is incorporated in the C/P so that liability shortage claims can be apportioned 50/50 between owners and charterers.
• When a letter of protest alleging cargo shortage is presented for signature to the Vessel, the Master may consider signing such letter of protest provided that his signature is accompanied by a remark that “all holds are empty and the full B/L quantity has been discharged”.
• If certain ports are known for recurring shortage claims (possibly with the same receivers) members may consider appointing an independent surveyor to conduct hatch unsealing and/or assist with performing draft surveys.

If and when presented with a letter of protest alleging cargo shortages we advise members to contact NNPC via claims@nnpc.nl.

Now that Japan has begun discharging treated radioactive water into the ocean, South Korea has taken action to ensure that this wastewater does not enter Korean waterways. This is because not all radioactive materials can be filtered out of the water. This has consequences for vessels using these shipping lanes!

Because of South Korea’s new measures, vessels that have taken on ballast water in the ports of Japan’s six east coast prefectures (Aomori, Iwate, Fukushima, Miyagi, Ibaragi and Chiba) must comply with additional rules.

Reporting Japanese ballast water
For example, all vessels that have taken on ballast water in any of these areas must submit the ballast water reporting form 24 hours before calling at a Korean port. Falsifying this data can lead to detentions and fines for failing to comply with the Ballast Water Management Act.

Different rules also apply to vessels that want to discharge ballast water in Korean ports and vessels that do not want to do so.

Discharging ballast water
Vessels wishing to discharge ballast water in Korean waters after taking it on in one of Japan’s six eastern prefectures must first exchange it outside Korean waters. Officers from the regional Maritime Affairs and Fisheries office will come on board to check that the ballast water has indeed been exchanged. To do this, they will take 1 liter of ballast water and test it for radioactivity. This test takes about 1 hour. Only if the results show no radioactivity may the exchanged ballast water be discharged in the usual manner.

Refraining from discharging
Vessels that wish to refrain from discharging ballast water in Korean ports must prove that no ballast water has been discharged by mailing the relevant documents to the regional Maritime Affairs and Fisheries office at least 1 hour in advance. The following documents are required for this purpose:

1. The Ballast Water Record Book
2. Logbook
3. BWMS operational data
4. Ballast water tank capacity (photos)

The office will review these documents and verify ‘non-discharge’ before the vessel departs. An on-board inspection may also take place. You may only depart if it has been verified that no ballast water has been discharged.

Need help?
For further assistance, please contact NNPC, we will be happy to advise and assist you.

Following what seems to be a military coup which took place on 30-08-23, military leaders seem to have overthrown the central African nation of Gabon ruling government shortly after the incumbent president was re-elected.

Local correspondents report that the situation in Gabon is currently relatively stable, with country borders currently closed and a curfew being implemented as from 30-08-2023 19:00hrs.

Correspondents report that roads are closed and operations in ports are seemingly halted. However vessels scheduled to arrive imminently at Libreville and Owendo port appear to be able to berth. However Members are strongly advised to contact their local agents prior to scheduling calls at any port in Gabon and request daily updates in order to assess operational and safety risks involved.

For any queries relating to this matter, members are invited to contact the NNPC via claims@nnpc.nl.

In recent months an increased number of notifications has been received with respect to scrap metal cargoes catching fire during the voyage. This increase has been specifically noted for the cargo loaded in the ports of East Coast USA and notably in the port of Ghent (Belgium).

When loading scrap metal members must ensure that they are aware of the cargo specifications when asked to carry scrap metal. ‘SCRAP METAL’ is a bulk cargo shipping name (BCSN) found in the IMSBC Code. It is a Group C cargo but it must not contain fine metal turnings known as ‘swarf’. It is important to understand that if this scrap metal does contain “swarf”, then it would likely fall under the schedule ‘FERROUS METAL BORINGS, SHAVINGS, TURNINGS or CUTTINGS UN 2793’, which is a Group B cargo of IMSBC Code.

As per the IMSBC Code, scrap metal should be kept as dry as practicable before loading and not loaded in the rain. When loaded in wet condition this may accelerate the oxidization process which in turn can lead to fire. If the cargo contain swarf, turnings, or other contaminants such as timber or rags, this may lead to fire. Also when cargo is being sprayed on by water during loading ( to minimize dust) this may increase the risk of fire.

We further recommend our members to be vigilant when loading scrap metal cargoes and instruct the master and crew to closely monitored for swarf or other contaminants and avoid loading in rain. Members should also ensure that the temperatures inside the cargo are checked regularly during loading and during the voyage. If the temperature before or during loading exceeds 55 °C the Master should alert their Principal as there may well be a danger of combustion. Temperature rising to 80 °C, during the voyage indicate a potential fire risk and the vessel should immediately proceed to the nearest port.

Members should furthermore consider the potential danger to their crew as there is a hazard of oxygen depletion in the cargo holds due to oxidation of cargo. When entering enclosed spaces, the crew should make sure to use the necessary safety equipment (incl. breathing apparatus )

It is recommended that members request Shippers to declare in writing that the scrap metal cargo does not include borings, shavings, turnings or cuttings that encourage self-heating. This declaration, together with a copy of the cargo specifications should be presented well before the load date so that members may still have time to scrutinize this.

Members are also recommended to ensure that charter parties allocate liabilities between the parties in a clear and unambiguous way and contain provisions which ensure that the cargo is properly documented and must be carried in accordance with IMSBC and that cargo documentation (including the Shippers’ declaration) is presented in a timely fashion.

In case members require assistance in respect of the carriage of these cargoes they are invited to contact NNPC via claims@nnpc.nl.

On 07 July 2023 the members of the International Maritime Organization (IMO) agreed to a new strategy to reduce greenhouse gas emissions. During the Marine Environment Protection Committee (MEPC 80) climate summit it was agreed that the maritime sector would aim for zero-emissions by around 2050.

The agreement is a milestone for the efforts to reduce the climate footprint of international maritime transport and calls upon the shipping sector. The goal of net zero emissions represents a major increase from the ambitions described in the earlier 2018 strategy, which aimed at reducing emissions from ships by 50% within the same period. The strategy includes indicative checkpoints to reduce emissions by 20% – 30% by 2030 and at least 70% – 80% by 2040. The strategy assumes a reduction of at least 5% – 10% – by 2030 through the implementation of technologies and the use of new fuels. The European Union will engage with the IMO to decide on clear and ambitious measures to be adopted by 2025 in order to reach these targets.

For a more detailed overview of the new strategy, we refer our Members to the press release available on the website of the IMO.

https://www.imo.org/en/MediaCentre/PressBriefings/pages/Revised-GHG-reduction-strategy-for-global-shipping-adopted-.aspx

The NNPC recently renewed her K&R insurance and that makes it a perfect time to point out this insurance, for which the basic coverage is free of charge for our members, once more. The K&R insurance covers all the “normal” events, like kidnapping, hijacking, extortion and cyber-attacks. In addition to these events it is also possible to insure loss of hire due to a hijacking. The policy in principle provides worldwide cover, although there are some exemptions, the so-called “Areas of Perceived Enhanced Risk” also known as the JWLA.

Since the JWLA is updated regularly, it is important to know when a certain update comes into force as the update will be included in the policy after seven days. Despite the fact that the updates will hardly be surprises, for example Russia, the Sea of Azov and parts of the Black sea last year and Sudan this year, we do encourage keeping an eye on these updates.

For many of the areas mentioned in the JWLA piracy is not a (considerable) risk and for these area it usually is enough to inform us about the fact that an insured vessel will cross such an area. There are some exceptions though, areas in which the Kidnap & Ransom risk is high, like the Gulf of Guinea and the Gulf of Aden/Indian Ocean. These areas are not included in the standard cover but can be included against additional terms and premium. You can contact our Underwriting department for further information. Finally, there are some areas that can not be included, these are:

• Area’s within 100 nautical miles of the Socotra archipelago;
• Area’s within 40 nautical miles of the north of Somalia;
• Area’s within 250 nautical miles of the East Coast of Somalia.

If there are any questions, please contact our Underwriting department.