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The foreign ministers of Greece, Cyprus, Egypt, France and the United Arab Emirates denounced the “ongoing Turkish illegal activities” in Cyprus’ exclusive economic zone (EEZ) and its territorial waters, during a teleconference on Monday to discuss the latest developments in the Eastern Mediterranean, as well as a number of regional crises that threaten peace and stability in this region.

In their joint declaration issued after the teleconference, the ministers said these activities represent “a clear violation of international law” as reflected in the United Nations Convention on the Law of the Sea.

Turkey is currently in its sixth attempt in less than a year to conduct drilling operations in Cyprus’ maritime zones.

The five ministers also condemned the escalation of Turkey’s violations of the Greek national airspace, including over flights of inhabited areas and territorial waters.

The ministers also discussed and condemned “the instrumentalization” of migrants by Turkey in an attempt to illegally cross Greek land borders as well as “its continued support for illegal crossings” of Greek sea boundaries.

Concerning Libya, they reiterated that the two memorandums of understanding signed in November 2019 between Ankara and UN-recognized National Accord Government Fayez Al Sarraj are respectively in contravention of international law and the UN arms embargo in Libya.



MIAMIMay 12, 2020 /PRNewswire/ — Tritan Software, the #1 Provider of Health & Safety technology platforms in the maritime industry,  announced today the launch of SeaConsult, a new telehealth solution that will be provided at no cost to all clients during the COVID-19 pandemic period. SeaConsult will allow onboard staff to securely conduct virtual cabin visits with onboard crew and guests for all suspected cases directly via a laptop or mobile device.  The ability to perform contactless visits and checks via telehealth, in accordance with the Center for Disease Control and Prevention (CDC) and World Health Organization (WHO) recommendations, will help prevent the transmission of communicable diseases onboard while ensuring the safety of crew and passengers. SeaConsult will also provide the ability for staff onboard to seek consult directly with shoreside specialists when additional medical assistance is needed.

More than 95% of the cruise industry has already adopted Tritan’s SeaCare® Health Platform; SeaConsult will be directly integrated into this existing system, allowing for immediate deployment across an entire industry. “As the leader in the industry, we believe it is our obligation to assist our clients and our communities during this challenging period,” stated Andrew L. Carricarte, President and CEO of Tritan Software. “This latest advancement brings a much-needed and immediate capability to an entire industry. We have been collaborating extensively and working tirelessly with them and various regulatory authorities to ensure that the safety of all crew and passengers is paramount.” Tritan will be leveraging its patented technology, SeaSync®, to ensure that the virtual telehealth tool will operate effectively within the industry’s limited connectivity environment at sea.

Tritan Software has also recently announced a new version which will provide additional innovative tools in compliance with the latest regulatory standards, along with numerous COVID-19-focused enhancements to assist with operational management. SeaCare®, a GDPR- and HIPAA-compliant platform, currently provides a comprehensive suite of modules for every aspect of maritime care and health management. This includes numerous public health and communicable disease management tools such as automated close-contact tracing, quarantine management, epicurve trending, outbreak prevention notifications and the integration of critical compliance requirements to the numerous global authorities such as the CDC, U.S. Coast Guard, ECDC, Health Canada, Chinese Ministry of Health, Anvisa and various others entities.

About Tritan Software

Tritan Software is the maritime industry’s #1 provider of health and safety management platforms. Tritan Software has over 95% adoption amongst all cruise lines with a rapidly growing presence within the commercial segments of the industry. Our products – the SeaCare® Health Platform, the SeaEvent® Management Platform and the SeaSafe® Management Platform – combine patented synchronization technology and highly specialized functionality to deliver an unmatched value proposition resulting in optimal operational outcomes. Tritan Software has clients operating in every ocean of the world, sailing to over 1,000+ ports with over four million events being managed within its software platforms annually.

SOURCE Tritan Software


The US Department of Transportation’s Maritime Administration (MARAD) has issued a new warning of vessel attacks in the Southern Gulf of Mexico.

MSCI Advisory 2020-008 states that the U.S. government is aware of at least 20 fishing vessels and 35 oil platforms and offshore supply vessels that have been targeted by pirates and armed robbers since January 2018 in the Bay of Campeche area of the southern Gulf of Mexico. Significant underreporting of attacks in this area is suspected.

These attacks have involved the discharge of firearms, crew injuries, hostage taking, and theft. At least five of these attacks occurred in April 2020, details of which are provided in the Office of Naval Intelligence’s 30 April 2020 Worldwide Threat to Shipping (WTS) report, available at

The advisory goes on to warn that the pirates/robbers targeting offshore infrastructure and vessels in this area typically operate in small groups of between 5 and 15 individuals aboard several boats. They usually employ small fiberglass hulled craft, similar in appearance to local artisanal fishing boats, equipped with multiple high-powered outboard motors that enable fast travel to the oil fields located between five and ninety-five nautical miles offshore. They typically carry out their raids under the cover of darkness so that their approach is masked and so that they can use platform lights to navigate towards their target. The attackers are reportedly armed with an assortment of weapons including assault rifles, shotguns, pistols, machetes, knives and tools. They are known to use violence to ensure compliance and prevent resistance.

United States Guidance

MARAD advises to remain vigilant and to ensure familiarity with and adherence to their approved Vessel Security Plan when operating in this area. The Department of State’s Mexico Travel Advisory (available at should also be thoroughly reviewed prior to operating in this area. In addition, all suspicious activities and events involving U.S. flagged vessels must be reported to the U.S. Coast Guard National Response Center at 800-424-8802 in accordance with 33 CFR 101.305.


Suspicious activity and attacks in this region should be reported to the Mexican Navy’s Third Naval Region Campeche at +52 981 812 0881 or Incident reports should be submitted in writing to the Regional Mexican Navy command within 24 hours in the Spanish language.

Further Information

Read North’s guidance on maritime security here.

Members can access maritime security information and alerts on MyGlobeView here.



” The reports focuses on the Autonomous Ships manufacturers, to study the capacity, production, value, market share market size and development plans in future. This report analyses key emerging trends and their impact on present and future development. ”

Final Report will add the analysis of the impact of COVID-19 on this industry

Global “ Autonomous Ships Market “ Report 2020-2024 is a comprehensive, professional report provides a detailed overview of major drivers, restraints, challenges, opportunities, current market trends and strategies impacting the global market. The report provides with CAGR value changeability during the forecast period for the market. The report covered key aspects like the existing market conditions, the pace of growth and CAGR in the forecast period.

“Request a Sample Copy to Understand the Impact of COVID-19 on Autonomous Ships market”

About Autonomous Ships Market: With the slowdown in world economic growth, the Autonomous Ships industry has also suffered a certain impact but still maintained a relatively optimistic growth, the past four years, Autonomous Ships market size to maintain the average annual growth rate of from million USD in 2014 to million USD in 2019 Analysts believe that in the next few years, Autonomous Ships market size will be further expanded, we expect that by 2024, The market size of the Autonomous Ships will reach million USD.This Report covers the manufacturers’ data, including: shipment, price, revenue, gross profit, interview record, business distribution, etc., these data help the consumer know about the competitors better. This report also covers all the regions and countries of the world, which shows a regional development status, including market size, volume, and value, as well as price data.Besides, the report also covers segment data, including: type segment, industry segment, channel segment, etc. cover different segment market sizes, both volume, and value. It also covers different industries’ client’s information, which is very important for the manufacturers.

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Autonomous Ships Market Report Covers following Major Key Players:

  • Kongsberg
  • Rolls-Royce
  • ASV
  • NYK Line
  • Mitsui O.S.K. Lines
  • HNA Group

Autonomous Ships Market Segmentation by Product Type:

  • Maritime Autonomous Ships
  • Small Autonomous Ships

Industry Segmentation:

  • Commercial & Scientific
  • Military & Security

Autonomous Ships Market report also covers all the regions and countries of the world, which shows a regional development status. Regional Segmentation:

  • North America (U.S., Canada, Mexico)
  • Europe (Germany, U.K., France, Italy, Russia, Spain, etc.)
  • Asia-Pacific (China, India, Japan, Southeast Asia, etc.)
  • South America (Brazil, Argentina, etc.)
  • Middle East & Africa (Saudi Arabia, South Africa, etc.)

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Key Highlights of the Autonomous Ships Market: 

  • Conceptual analysis of the Autonomous Ships Market Growth, products, application wise segmented study.
  • Clear study and pin-point analysis for changing competitive dynamics
  • Analysis of major regional segmentation on the basis of how the market is predicted to grow
  • The report provides a detailed analysis of current and future Autonomous Ships Market trends to identify the investment opportunities
  • Key market trends across the business segments, Regions and Countries
  • Autonomous Ships Market Dynamics such as Drivers, Restraints, Opportunities, and other trends

Reasons to Purchase Autonomous Ships Market Report:

  • Present and forecast Autonomous Ships Market evaluation across various regions for well-established and emerging market participants.
  • Various aspects of the market are explained with the help of SWOT analysis (strengths, weaknesses, opportunities and threats analysis).
  • Dominant market players, their company profile, product portfolio, production and consumption statistics are covered.
  • Regions reflecting tremendous growth and development opportunities are described in this study.

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Major Highlights of TOC:

Section 1 Autonomous Ships Product Definition

Section 2 Global Autonomous Ships Market Manufacturer Share and Market Overview
2.1 Global Manufacturer Autonomous Ships Shipments
2.2 Global Manufacturer Autonomous Ships Business Revenue
2.3 Global Autonomous Ships Market Overview

Section 3 Manufacturer Autonomous Ships Business Introduction
Section 4 Global Autonomous Ships Market Segmentation (Region Level)
4.1 North America Country
4.2 South America Country
4.3 Asia Country
4.3.4 Korea Autonomous Ships Market Size and Price Analysis 2014-2019
4.4 Europe Country
4.5 Other Country and Region

Section 5 Global Autonomous Ships Market Segmentation (Product Type Level)

5.1 Global Autonomous Ships Market Segmentation (Product Type Level) Market Size 2014-2019
5.2 Different Autonomous Ships Product Type Price 2014-2019
5.3 Global Autonomous Ships Market Segmentation (Product Type Level) Analysis

Section 6 Global Autonomous Ships Market Segmentation (Industry Level)
6.1 Global Autonomous Ships Market Segmentation (Industry Level) Market Size 2014-2019
6.2 Different Industry Price 2014-2019
6.3 Global Autonomous Ships Market Segmentation (Industry Level) Analysis

Section 7 Global Autonomous Ships Market Segmentation (Channel Level)
7.1 Global Autonomous Ships Market Segmentation (Channel Level) Sales Volume and Share 2014-2019
7.2 Global Autonomous Ships Market Segmentation (Channel Level) Analysis

Section 8 Autonomous Ships Market Forecast 2020-2024
8.1 Autonomous Ships Segmentation Market Forecast (Region Level)
8.2 Autonomous Ships Segmentation Market Forecast (Product Type Level)
8.3 Autonomous Ships Segmentation Market Forecast (Industry Level)
8.4 Autonomous Ships Segmentation Market Forecast (Channel Level)

Section 9 Autonomous Ships Segmentation Product Type

Section 10 Autonomous Ships Segmentation Industry

Section 11 Autonomous Ships Cost of Production Analysis

11.1 Raw Material Cost Analysis
11.2 Technology Cost Analysis
11.3 Labour Cost Analysis
11.4 Cost Overview

Section 12 Conclusion

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Finally, this report covers the market landscape and its growth prospects over the coming years, the Report also brief deals with the product life cycle, comparing it to the relevant products from across industries that had already been commercialized details the potential for various applications, discussing about recent product innovations and gives an overview on potential regional market shares.

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Only a few months ago, we were reflecting on the many ways in which the blue economy could contribute to the European Green Deal.

For example, we were envisaging that, for decarbonisation and clean energy, we would produce a long-term strategy on the sustainable management of maritime resources and space.

For sustainable food systems, we were planning new strategic guidelines for sustainable aquaculture, a strategy on algae and new marketing standards for fish. We were articulating precise ideas on what to do on circularity, pollution and research.

We were, of course, ready to reshape the next financial exercise accordingly and let our blue economy take a sprint towards a more sustainable future. All of this still holds true, but now of course we have to deal with a fresh layer of complexity.

In the early stages of the COVID-19 crisis, we managed to put forward immediate measures for the fisheries and aquaculture sectors – something I’m rather proud of; that is now in the hands of national governments.

However, most of the other blue economy sectors – transport, ports, tourism to name but a few – are being hit hard by the mandatory lockdown.

To reopen, they will instantly have to adapt to new regulations imposing physical distancing, protection devices and more. All of that while trying to recover from huge financial losses.

I feel they too will need our help. As I write, my services are collecting intelligence on the true impact of the crisis, sector by sector, so that we can devise appropriate measures.

But could the ‘new normal’ not be more than just face masks and distance? Rather than resurrecting an old, malfunctioning economic model, could we not give birth to a new, more sustainable way?

We need to transition to a low-carbon maritime economy by 2050 in any case. We are talking biofuel and liquefied natural gas for shipping, electrification and new manufacturing capacities for port infrastructure, extremely high-tech offshore renewable energies, mixes of ecosystem-based, hybrid, and traditional engineering solutions for coastal protection… I could go on.

As you might recall, in the past the Commission has had the foresight of advocating an integrated maritime policy-– in 2007 and 2012 – and promoting a sustainable Blue Economy – in 2012 and 2017.

At this crucial juncture, it may be time for another leap: to that of a sustainable blue recovery. A sustainable blue recovery would be based on the responsible use of natural resources, on circular economy concepts and on social inclusion.

It would reconcile economic recovery with social and environmental recovery. Above all, it would secure jobs.

If it’s true that the blue economy’s context today is permeated by dynamic, innovative industries which, in both traditional and emerging sectors, offer high revenues and high-quality jobs to a variety of professionals, then we can safely say that a sustainable blue economy would be even more of a driver for jobs and social inclusion in coastal areas.

From sustainable fisheries down to wind energy, we have some excellent examples of areas where investing in sustainability has paid dividends. We need to extend the concept and ensure that we only finance sustainable undertakings.

“The more I think about it, the more convinced I am that a blue economy, based on a truly sustainable recovery, would bring profits and jobs”

Such a major shift will need to be coordinated at EU level; economic activities happen across borders and sustainability challenges are common to all. Offshore renewable energy, for example, could be a key source of power for the continent, but its upscaling requires considerable strategic planning and renewed management of the marine space.

Or think of innovation – many SMEs and start-ups develop innovative technologies and services, but need our financial assistance to achieve market entry. And most importantly, for tourism to follow a real path to sustainability we will need European interventions of unprecedented size and scale.

The more I think about it, the more convinced I am that a blue economy, based on a truly sustainable recovery, would bring profits and jobs.

It may even attract new sectors with high economic potential (making the blue economy resilient to climate change may, for example, well become a sector in its own right, and generate new economic opportunities and jobs).

Such an economy would also confirm the EU’s role as a setter of standards and a leader in sustainable oceans policy. Plus, it would contribute significantly to the European Green Deal’s objectives.

The mandate assigned to Environment, Oceans and Fisheries Commissioner Virginijus Sinkevicius explicitly requests a new blue economy approach, so I have asked my services to work on a Commission initiative that sets the basis for it with these key elements, and along the lines expressed in the recent SEARICA declaration.

It is a personal view, but I cannot help but wonder: this crisis has forced us to reboot. Shouldn’t we think long and hard how we want to restart?

About the author

Bernhard Friess is acting head of the European Commission’s DG for Maritime Affairs and Fisheries (MARE)


The COVID-19 outbreak is affecting the lives and work of people in the EU and all across the globe. At this time, it is extremely important that those authorities responsible for ensuring the safe transportation of goods and people on board a vessel are fully aware of the preventive measures adopted by each EU Member State and EFTA country. For this reason, EMSA has created a single point of reference which lists the information per country as supplied by them. The accuracy of the information is therefore dependent on the information provided by the EU Member State and EFTA country concerned.

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Maritime Coronavirus Contingency Plan IN WORD FORMAT ONLY EURO 600

Where exactly the virus that causes COVID-19 came from is still something of a mystery.

Experts believe that it jumped from an animal to people in the market in Wuhan, China where
the outbreak began. Now that the virus has spread to humans, however, scientists are racing
to identify all the other ways that people can—and cannot—catch it.

Shipping industry is already affected by the outbreak of the novel Coronavirus which has
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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.



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