maritime coronavirus

Australia has extended its travel ban on foreign nationals travelling from mainland China to 22 February, with it continuing to impose a 14-day quarantine on vessels departing the country bound for Australian ports.

The Australian federal government is regularly reviewing the situation and may further extend the restrictions beyond 22 February.

The restrictions are causing scheduling issues for Australian energy and mineral shipments, which has been compounded by bad weather and cyclones on the east and west coasts of Australia over the past two weeks.

maritime coronavirus

Vessels must declare if any of the crew has a fever, breathlessness or flu-like symptoms. If there is any sickness on vessels from mainland China within the quarantine period, then the quarantine will be restarted for a further 14 days.

Source: Argus Media

maritime coronavirus


maritime coronavirus

Shipping volumes out of China are plummeting as the impact of the coronavirus outbreak takes a deeper toll on industrial production, and ocean carriers are bracing for financial blows from the diminished output.

“Substantially less cargo is being moved between China and the rest of the world” said Lars Jensen, head of Denmark-based maritime research group Sea-Intelligence. “Last week we had an additional 30 sailings canceled, with 23 across the Pacific and the rest to Europe.”

Mr. Jensen said the canceled trips, which have topped 50 since late January, will delay or reduce shipments into the U.S., where retailers may see a slowdown in their traditional restocking of inventories for the spring.

Five European and Asian container ship operators told the Journal they are preparing profit warnings for the first half or the full year.

Asking not to be named, senior executives at five European and Asian container ship operators told the Journal that their companies are preparing profit warnings for the first half or the full year.

Ocean cargo carriers had been hoping for a rebound in business with the easing of the trade showdown between the U.S. and China.

“If this continues you will see a sea of red this year. It’s really bad,” said the chief financial officer of a large Asian box-ship company, asking not to be named.

A Shanghai broker said at least one container ship that can move more than 20,000 containers left Shanghai for Northern Europe with only 2,000 full containers.

“It will pick up more at ports on its way, but loading data show it will reach Europe around 35% full,” this broker said. “That’s unprecedented, and a lot of money is being lost because it doesn’t even cover the fuel cost.”

Sea-Intelligence said in a report this week that more than 350,000 containers have been removed from global trade since the outbreak of the virus led China to impose large travel restrictions at the end of the country’s Lunar New Year holiday break.

maritime coronavirus

Companies exporting goods into China are also facing problems because only a fraction of workers are back at work to handle goods arriving at ports. That has backed up cargo at terminals and warehouses at big gateways including Shanghai, Tianjin and Ningbo.

“It [congestion] is due to inbound shipments that have either not been cleared by customs brokers or for which delivery and pick-up services could not be arranged,” said Resilience360, which monitors risks across supply chains and is owned by Deutsche Post DHL.

A broker in Singapore said there is an “acute shortage” of power plugs for refrigerated containers that move fresh produce in Ningbo because there are no workers at terminals. He said some cargo has been diverted from several mainland ports to Hong Kong, which some carriers and shippers are now using as an alternative entry point for goods that are then trucked into China.

A group representing U.S. agriculture exporters warned its members this week to ensure that ocean carriers can store their goods on arrival in China, particularly items like meat, vegetables and fruit that require refrigeration. American exporters are seeing cargo backed up even at U.S. hubs because of the congestion in China’s distribution networks.

Brokers said crude and natural gas shipments are down by nearly half across China’s main ports. Daily freight rates for big crude tankers have fallen to between $10,000 and $40,000, from up to $80,000 at the start of the year.

Norway-based BW Energy, which operates the world’s biggest fleet of gas carriers that move products like propane, this week cut its projected valuation for an initial public offering at the Oslo Exchange from $$700 million to $500 million.

“The offering period has coincided with significant volatility in the global financial markets due to the outbreak of the coronavirus in China, which has also triggered a material downward movement in the oil price,” the company said.

The China Association of the National Shipbuilding Industry said more than 200 deliveries of ships under repairs or retrofitting could be pushed back. China is the world’s biggest shipbuilder, with more than 960 vessels set to be delivered this year, according to data provider VesselsValue.

“The Chinese players are facing significant challenges in fulfilling their contracts because they are not able to operate at full capacity after the Lunar New Year holiday,” the shipbuilding group said.

maritime coronavirus
Source: Wall Street Journal


The Wind Assisted Ship Propulsion (WASP) project, funded by the Interreg North Sea Europe programme, part of the European Regional Development Fund (ERDF) to the tune of EUR 3.4 million has been officially approved and launched.

The project brings together universities, wind-assist technology providers with ship owners to research, trial and validate the operational performance of a selection of wind propulsion solutions thus enabling wind propulsion technology market penetration and contributing to a greener North Sea transport system through harvesting the regions’ abundant wind potential.

This aligns with the wider programmes’ objective of promoting the development and adoption of products, services and processes to accelerate the greening of the North Sea Region.

“We’re delighted to be able to commence the WASP project and we are thrilled or looking forward to being able to test the wind propulsion systems on different types of vessels, routes and sea conditions throughout the project duration thanks to Interreg’s support and the efforts of all the project partners,” Danitsja van Heusden-van Winden, Netherlands Maritime Technology Foundation and WASP project lead beneficiary, said.

The project shipping partners include Scandlines Gedser-Rostock, Boeckmans Ship Management and Van Dam Shipping along with two additional partners to be added shortly.

Wind propulsion, shipping logistics and innovation experts will be monitoring and evaluating operations and developing pathways and applications to tackle the regulatory and business-related issues that are often major barriers to the uptake of new technologies.

“The transition to decarbonised shipping is the greatest maritime challenge of our time and demand for low carbon solutions is growing. Direct wind propulsion along with secondary renewables: wind-sourced ammonia, hydrogen and other fuels and batteries, are all pieces in this decarbonisation puzzle,” according to the Nord University.

The high potential for wind energy in North Sea region and innovative, automated wind propulsion technologies such as rotors sails, suction wings and rigid sails can directly harvest this resource and contribute at a time of rising fuel prices, market instability, emission reduction directives, carbon pricing, a tightening regulatory and policy environment. All are making wind solutions more commercially attractive for the future.

“Wind propulsion solutions are a very important technology segment for the decarbonisation of shipping. The propulsive energy provided is substantial and this is delivered directly to the ship with no need for new infrastructure,” Gavin Allwright, Secretary General of the International Windship Association, added.

“That secures a significant portion of ship owners fuel requirement at zero cost, creating an element of certainty in a volatile and increasingly insecure market in the future.”

These wind propulsion systems can be installed on existing vessels saving 5-20% of fuel and emissions and possibly up to 30% as retrofits or incorporated into optimised new builds with potentially higher savings.




Japan’s Mitsui O.S.K. Lines, Ltd. (MOL) has added a new dimension to its virtual reality (VR)-based marine safety education program, allowing trainees to virtually capture the sensations of “falling”, having a “hand being caught between something”, and experiencing “an incinerator explosion incident.”

The new content involves all the trainees’ senses by introducing new equipment that replicates the touching and sensing they would experience during an onboard accident, taking the training to a new level of realism.


In particular, says MOL “trainees may feel an electric shock (at an extremely low current) administered by the controller, as well as hear and see the situation and feel vibration through the VR goggles. This is intended to connect the training to instinctive learning by recreating the experience of an actual accident.”

The program uses VR goggles and VR technology created by Tsumiki Seisaku Co., Ltd.

With the VR tool, trainees can experience onboard operations, with computer graphic simulations of moving around on the ship, in conjunction with their own movements, allowing them to pinpoint dangerous areas and situation.

If a crew works without recognizing a danger, there is a higher likelihood of an accident or problem, says MOL. The VR-based content enables them to think about issues that require extra care and helps them plan their next moves during onboard operations.



22nd October 2019

1. The primary regulations impacting the inventory of hazardous materials are as follows:
a) The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships, not yet in force, and
b) The European Regulation No. 1257/2013 on Ship Recycling (EU SRR), having already
entered into force in December 2016, regulates the safe and environmentally sound
recycling of EU flagged vessels but also expanding to cover non-EU flagged vessels of
their last voyage from EU waters.

2. The Hong Kong International Convention covers the design, construction, operation and
preparation of ships, to facilitate sustainable ship recycling without compromising safety and
operational efficiency. EU SRR closely follows the text of HKC and is designed to facilitate
early adoption of the Convention.

3. The Hong Kong International Convention for the Safe and Environmentally Sound
Recycling of Ships.

4. The Hong Kong Convention was adopted in May 2009. After the entry into force of the
Convention, the development and maintenance of an Inventory of Hazardous Materials (IHM),
which identifies the amount and location of hazardous materials onboard a ship, will be
required for all ships over 500 GT. Furthermore, ships shall only be recycled at ship recycling
facilities authorized in accordance with the Convention.

5. Essential to the implementation scheme of the Hong Kong Convention and the EU SRR is
the development and maintenance of a document referred to as the Inventory IHM, listing the
type and amount of hazardous materials and their location on board. An IHM must be thorough
and ship specific and updated throughout the life of a vessel to support an effective plan to
discard hazardous materials.

6. Upon entry into force of the Hong Kong Convention all vessels to which this circular applies
should be certified in accordance with the requirements of the Convention. This Administration
recommends the early preparation of the IHM in order to smoothly implement the requirements
of the Convention after its entry into force.
IHM should be completed taking into account the relevant IMO guidelines and it should be
verified by a Recognized Organization to this Administration.

7. The EU Regulation No 1257/2013 on Ship Recycling (EU SRR)

8. EU adopted Regulation (EU) No. 1257/2013 which brings into force an early implementation
of the requirements of the Hong Kong Convention for the development and maintaining IHM,
including requirements for foreign or non-EU flagged ships.
The EU SRR will affect the owners of non-EU-flagged vessels calling at EU ports or
anchorage earlier than the Hong Kong Convention.

9. This requires a foreign or non-EU-flagged vessels of 500 GT and more, including
submersibles, floating crafts, floating platforms, self-elevating platforms, Floating storage units
(FSUs), and Floating Production Storage and Offloading Units (FPSOs), including a vessel
stripped of equipment or being towed, calling at EU ports or anchorages, to have onboard
a verified IHM, that identifies at least the hazardous materials required by the EU
Regulation, and a Statement of Compliance at the earliest by 31 December 2020.

10. It is important to note that, currently, any non-EU flagged vessel having a last voyage that
either starts from an EU port, or transits through an EU port, is subject to EU Waste Shipment
Regulation (and not the EU SRR). Therefore owners are advised to contact relevant EU port
authorities well in advance of the last voyage their vessel for further information.

11. Ship owners/ Ship operators/Managers and masters are required to take note of the above.
It is strongly recommended that owners and operators of existing vessels with IHMs start
planning to comply with EU SRR well ahead of December 2020 in order to avoid delays.

Revision History: Rev 1; Paragraphs 2,3,4,6,7,8,9 and 10 have been revised.

  ST. VINCENT AND THE GRENADINES CIRCULAR N° GEN 024 - Rev.1 (15.3 KiB, 63 hits)



Leading classification society ClassNK has released its annual report on Port State Control. The report aims to assist ship operators and management companies in maintaining compliant operations by providing information about ships detained by PSC as well as deficiencies that were found on board from many port states in 2018.

In line with the International Safety Management (ISM) Code, PSC inspections ensure that vessels departing the port meet international standards and have proved to be highly effective in eliminating substandard ships that are in operation. They oversee not only the hardware of a ship, but also the software by examining the maintenance and operation methods being used.

To help its customers improve safety management systems and overall fleet quality, ClassNK has included a breakdown of deficiencies which shows that fire safety-related deficiencies continue to be the most frequent detainable deficiencies item. ISM, lifesaving appliances and safety of navigation also remain major items where many detainable deficiencies are found.

The ClassNK report also provides detailed analyses on PSC detentions by flag state, port state, ship type, ship size, and ship’s age as well as a summary of major amendments made to international conventions such as the SOLAS Convention. These amendments have further widened the scope of PSC inspections, a trend that will undoubtedly continue as the rules applied to ships increase and diversify.


Download ClassNK Port State Control Annual Report June 2019




Frequently asked questions (FAQ)

Q1: What are the risks related to the introduction of AGM?
Q2: Why does the maritime industry have a role in managing AGM risks?
Q3: Which ports are infested by AGM and at what time of the year
do the AGM females lay their eggs?
Q4: Which countries regulate and inspect arriving vessels for AGM?
Q5: What are the criteria for classifying a vessel as high risk of AGM?
Q6: What is required from a vessel that is classified as high risk of AGM?
Q7: Are the regulating countries performing AGM inspections all year round?
Q8: What happens if AGM egg masses are detected during port inspections?
Q9: What are the county specific requirements?
United States of America (US)
New Zealand
Q10: How can the crew reduce the vessel’s risk of AGM infestation?
Q11: Are there other relevant sources of AGM information?

The Asian Gypsy Moth (AGM) is a
destructive forest pest known to
spread via ocean-going vessels in
international trade. Vessels calling
at certain ports in the Asia Pacific
between May and September
should therefore be inspected
and “certified free of AGM” prior
to departure, this to minimise the potential for regulatory action when
arriving in a country where the pest is not native.


AGM is an exotic pest with established populations only in countries in the Asia Pacific, such
as Russia, China, Korea, and Japan. If introduced in countries where it does not exist naturally,
it has the potential to seriously affect the country’s agricultural and forest resources. Adult
moths frequently lay their egg masses on vessels and shipping containers, and since these
egg clusters often survive to hatch at ports of call around the world, exclusion efforts are
considered a priority by many local port authorities.
Preventing the introduction and spread of AGM is a shared responsibility that relies on
cumulative efforts at origin, en route and at arrival in port. However, it is the responsibility of
the ship operator to meet all port entry requirements related to AGM and managing the risk
at its origin to ensure that a vessel is free of AGM upon departure from ports in the infested
areas is recognised as the key measure.


General knowledge about the AGM and each country’s requirements on how to manage
AGM risks will minimise the potential for regulatory action and delays during port entries.
The purpose of this FAQ is therefore to provide answers to some of the AGM related
questions raised by Gard’s Members and clients, to summarises the requirements set forth by
each of the regulating countries and provide links to relevant government websites. The FAQ
also contains guidelines for how the crew can carry out systematic self-inspections onboard
the vessel while en route.


The United States has detected and eradicated many AGM infestations in the past and in an AGM pest alert from April 2016, their Department of Agriculture describes the risks as

follows: “Large infestations of AGM can completely defoliate trees, leaving them weak and
more susceptible to disease or attack by other insects. If defoliation is repeated for 2 or
more years, it can lead to the death of large sections of forests, orchards, and landscaping.
Any introduction and establishment of AGM in the United States would pose a major threat
to the environment and the urban, suburban, and rural landscapes.”


Attracted to lights, the AGM females often lay their eggs on a vessel’s superstructure.
Vessels and cargo, such as containers, are therefore known to be involved in the artificial
spread of the pest by carrying the egg masses from one port to another. AGM egg
masses tolerate extremes in temperature and moisture, and the larvae can, under the
right conditions, hatch from an egg masse up to a year after it was attached to a vessel’s
structure. After hatching, the larvae travel great distances with the wind to find food and
may colonise in a new country if left unaddressed. It is therefore vital that the maritime
industry and relevant port authorities collaborate on measures to minimise the risk of AGM
incursions and implement procedures and policies emphasising vessel inspections.


AGM is found in Asia Pacific and there are high density populations in ports in East Russia,
Northeast China, Korea, and Japan. These AGM infested areas are also referred to as the
regulated areas or the risk areas.
The AGM flight season, when females lay their eggs, extends from May to September,
primarily from July to September in East Russia and northern Japan, from June to
September in Korea and China, from mid-May to mid-September in the remaining parts of
Japan depending on the specific port location. The AGM flight season is also referred to as
the specified risk period or the high-risk period in each of the regulated areas.


Countries where this pest is not native and that are currently known to regulate and inspect
arriving vessels for AGM are: the United States, Canada, Chile, Australia and New Zealand
(the regulating countries) and question Q9 below provides an overview of their relevant
requirements. However, authorities in other countries are also likely to be alert to the risk of
this invasive and destructive pest.


In general, and since the AGM larvae can hatch from egg masses up to a year after they
were laid/attached to the vessel, a vessel which has called at a port in a regulated area
during the specified risk period of the current or previous calendar year is considered high
risk of AGM. However, there is no uniform international definition of the regulated areas or
specified risk periods and we refer to Q9 and the country specific requirements for further


The regulating countries generally require all arriving vessels to declare whether they have
traded to ports within the regulated areas in the current or previous specified risk period and
the need for an inspection will be determined based on an assessment of the vessel’s overall
AGM risk. Most regulating countries also require vessels to be certified free of AGM. Please
see Q9 for details about each country’s entry requirements.


Vessels entering a regulating country may be subject to inspection at any time of the year
to verify freedom from AGM. However, as the potential for larvae to hatch from egg masses
attached to a vessel in port, and spread, depends on the local climatic conditions at a
specific port, each of the regulating countries may specify certain periods of the year with
heightened surveillance and more systematic inspection for AGM. Please see Q9 for details
about each country’s inspection procedures.


Actions imposed on the vessel depend on each country’s regulation, taking into account
climatic conditions at the time of entry as well as the degree of AGM infestation, and the
stage of development of the egg masses detected.
In some cases the vessel may be allowed to berth before being cleaned and handled with
insecticide spraying whilst alongside. In other cases, if the vessel’s itinerary indicate that the
presence of AGM life stages are possible and large amounts of egg masses that appear fresh
and viable for hatching are detected, the risk may be considered too high and the vessel can
be ordered to leave the country’s territorial waters immediately. In extreme cases, vessels
may be refused entry for up to two years during the AGM risk periods in that country (e.g.


Below is a summary of available information from each of the countries known to regulate
and inspect arriving vessels for AGM. Each country’s definition of AGM regulated areas
and specified risk periods as well as entry requirements and inspection procedures are




The case for autonomous ships keeps getting stronger as evidence of its commercial viability gathers pace, says One Sea eco-system lead Paivi Haikkola, who is in Singapore to attend Sea Asia 2019.

The main advantage relates to cost savings especially in fuel consumption with electricity powering more of the propulsion, she explained. The greater use of electricity as opposed to fuel also plays a role in reduced emissions as the maritime industry looks toward the global sulphur cap of 0.5% for marine fuels coming into effect next year.

Another push for autonomous shipping comes from the safety dimension, with the sensors on board to provide greater situational awareness, she added.

One Sea works with marine technology firms, ports, safety organisations, class societies and related companies to “further anything to do with maritime,” Haikkola explained. Founded in 2016 and led by innovation accelerator DIMECC (Digital, Internet, Materials & Engineering Co-Creation), One Sea is backed by Business Finland but its activities have repercussions far beyond its borders.

Research funding agency Business Finland had earlier financed Advanced Autonomous Waterborne Applications (AAWA) research.

There has been steady progress since One Sea’s founding, with Finnish legislators having authorised the DIMECC-managed Jaakonmeri Test Area off Finland’s west coast as the world’s first zone open for testing autonomous maritime traffic. Other areas internationally are being explored for similar tests.

Autonomous vessels may account for up to 17% of global shipping by 2040 according to a recent World Maritime University study but some sectors are likely to embrace it sooner than others.

“Short sea shipping where vessels move back and forth on the same route, road ferry types,” are candidates for early adoption, Haikkola said. Geographic areas catering to such marine traffic include northern Europe and parts of Asia.


Danish shipping authorities have adopted a Remotely Piloted Aircraft System (RPAS), which uses drones to detect emissions levels from ships.

The maritime emissions drone system, developed by the European Maritime Safety Agency (EMSA), is to be deployed along the Great Belt region where large tankers travel to and from the Baltic Sea. UAS Skeldar V-200 drones equipped with sulphur gas sensors, or “sniffers”, capable of detecting the sulphur emissions of individual vessels, will fly into ships’ exhaust plumes and transmit the resulting emissions data directly to the relevant authorities in Denmark. Where ships are found to have breached the EU’s maritime emissions regulations, the offence will be reported in THETIS-EU, EMSA’s port control information system.

The implementation of RPAS monitoring is expected to boost enforcement of the EU Sulphur Directive, which limits passenger vessels to fuels with a maximum sulphur content of 1.5 per cent. Since the Directive capped sulphur emissions from shipping, emissions around control regions have fallen by more than 50 per cent; with an average fuel compliance rate of 93 per cent. Enforcement of the Directive in Denmark is the duty of the Danish Environmental Protection Agency with the support of the Danish Maritime Authority, which shores up the agency’s work by conducting in-port ship inspections.

Along with the Fuel Sulphur Content sniffer system, the maritime emissions drone will be equipped with cameras capable of photographing vessels during daytime and at night; as well as an Automatic Identification System (AIS) receiver to enable the RPAS to identify and track offending ships. Authorities will be able to track the flight path of the drone in real time using EMSA’s RPAS data centre, which provides flight details, images, video and measurement data. EMSA has developed RPAS solutions to assist in maritime surveillance operations in a number of fields, including detection and prevention of illegal, unreported and unregulated fishing, drug trafficking and illegal immigration.



As the maritime sector is being targeted by highly motivated cyber criminals, the shipping industry should be on the highest alert for a cyber attack, Itai Sela, CEO of cyber security specialist Naval Dome, said. 

Speaking today at the Singapore Maritime Technology Conference (SMTC) 2019, organized by the Maritime and Port Authority of Singapore (MPA), Sela warned:

“Somebody, somewhere is targeting the maritime sector. The shipping industry should be on Red Alert.”

Sela’s warning follows widespread concern that the maritime industry remains vulnerable and is not doing enough to protect itself.

During a round table discussion in which several companies informed the Greek shipping community of the importance of cyber security, one analyst said that while the industry is “concerned about the cyber risk it struggles to understand where and how best to manage it”.

As stressed by Naval Dome CEO, the industry is not prepared for cyber attacks. Taking into account that shipping is a USD 4 trillion global industry transporting 80% of the world’s energy, commodities and goods, any activity that disrupts global trade would have far-reaching consequences.

“It is easy to understand why shipping is now in the cross-hair of the cyber-criminal or activist. But the maritime industry still believes it is enough to have a Level 1 solution to protect against a Level 4 threat,” Sela commented.

Referring to the global certification standard IEC 62443, which has been adopted by several certification bodies, Sela explained the four levels of security used for safeguarding against a cyber-attack.

“A Level 4 attack is extremely sophisticated and intended to cause the most amount of disruption for either political, social or financial gain. It is the Level 4 type attack criminals are using to penetrate the shipping industry,” Sela said, recalling an incident in which the navigational equipment aboard a fleet of 15 tankers was simultaneously hacked.


As explained, the easiest way for hackers to penetrate ship systems is to attack systems at the ship manager or original equipment manufacturer’s (OEM) head office.

“All a hacker has to do is infiltrate these systems and wait until some someone sends an infected email to someone onboard ship – the attack is delivered. It spreads. It’s autonomous.”

The current regulations consider improving interactions between the operator and machine as the optimum way of combating maritime cyber crime. However, Naval Dome believes the best solution is based on technology that removes the human element altogether.

In his presentation to the Singapore maritime community, Sela suggested that a ship can be used as a very effective weapon to “create chaos and destruction” at the port.

“A ship whose systems are under the control of the cyber-criminal could result in pollution, cause collisions or groundings, or be used as an incendiary device. The result could be catastrophic if a vessel is not secured to the highest level.”

Sela also said that a country like Singapore must have the ability to monitor all the ships that enter its waters in order to verify whether it’s infected or cyber clean.

“I strongly recommend that all port authorities have the ability to control the cyber threat that each and every vessel entering their waters brings with them. This will protect assets and avoid potential disaster,” he concluded.




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