Ten weeks after the USS Theodore Roosevelt arrived in Guam during what would become the U.S. Navy’s worst outbreak of COVID-19, the carrier has returned to active duty.

According to the U.S. Navy, the carrier departed Naval Base Guam and entered the Philippine Sea manned and ready to continue her scheduled deployment to the U.S. 7th Fleet area of operations.

“Returning to our mission in the Indo-Pacific after completing carrier qualifications is a significant milestone in Theodore Roosevelt’s conditions-based recovery plan,” said Capt. Carlos Sardiello, Theodore Roosevelt‘s commanding officer. “Our mission was to recover the ship and recover the crew. We did not give up the ship and now our focus is on combat readiness, safety, and wellness of the crew.”

In March, the carrier suffered an outbreak of the virus that would generate worldwide attention. After a scheduled call at Danang in early March, the carrier returned to Guam were more than 4,000 of its approximately 5,000 crewmembers would be moved into quarantine and isolation on shore. All of the crew was tested for the virus with approximately 1,100 reported positive. One sailor died from the virus.

In a highly controversial action, the carrier’s captain was relieved of his command after letters he sent to superior officers criticizing the Navy’s handling of the outbreak of the virus were published in the media. The resulting controversy also resulted in Acting Navy Secretary Thomas Modly resigning after a recording of his speech to the crew of the Theodore Roosevelt was made public.

USS Theodore Roosevelt flies a replica of Capt. Perry’s “Don’t Give Up the Ship” flag, June 3, 2020 – US Navy photo by Naval Air Crewman (Helicopter) 1st Class Will Bennett

After successfully recovering the ship and the crew, the carrier in recent weeks had proceeded through a series of exercises and tests to requalify the air wing via carrier qualification. According to the Navy, the Roosevelt then recovered the remainder of the crew from Guam.

Underway, the carrier is now operating under a newly implemented COVID-19 standard operating procedure that established guidelines, responsibilities, and procedures for the prevention and mitigation of COVID-19. The crew has modified numerous procedures, including how they transit through the ship, expanded meal hours, and created new social distancing procedures for almost every at-sea evolution.

“The crew humbly prepared to go back to sea, they had a job to do, and they did it without hesitation,” said Sardiello. “We have returned Theodore Roosevelt to sea as a symbol of hope and inspiration.”

When the Theodore Roosevelt departed from Naval Base Guam, the sailors manned the rails as a gesture of gratitude and thanks honoring the people of Guam, the service members, and civilians who supported the recovery of the crew during the COVID-19 pandemic.

The Theodore Roosevelt, the U.S.’s fourth Nimitz-class aircraft carrier, departed San Diego on January 17 for a scheduled Indo-Pacific deployment.

Source: https://www.maritime-executive.com/

HONOLULU — The U.S. Coast Guard, in partnership with U.S. Embassy Koror and with the support of the Department of the Interior, provided further aids-to-navigation infrastructure improvements in the waters of Koror, Palau in late May and early June.

“The exceptional work of the U.S. Coast Guard here in Palau is both long-standing and greatly appreciated. Together with the Government of Palau, the U.S is committed to a free and open Indo Pacific. The assistance provided by USCGC Sequoia – despite the challenges posed by the COVID-19 pandemic – in servicing and updating the navigation aids in Palau’s waters is an important contribution to our shared commitment to safe and peaceful navigation in the region.” said John Hennessey- Niland, U.S. Ambassador to Palau.

Over the last few weeks, The crew of the U.S. Coast Guard Cutter Sequoia (WLB 215) has established ten new floating aids to navigation known as buoys and established or substantially rehabilitated 43 fixed aids to navigation in Palau’s main shipping channel. This work took place in Toachel Mlengui – the West Passage, Malakal Harbor, where the commercial port is located, and Malakal Pass.

In order to safely conduct these operations in a COVID environment, the Coast Guard and Embassy worked closely with the government of Palau to meet stringent quarantine requirements. Prior to sailing from Guam, the crew of Sequoia sequestered themselves aboard the ship for 14 days before entering Palauan waters. Each of the 50 crew also tested negative for the illness. All precautions were coordinated with and ultimately approved by Palau’s Emergency Operations Committee.

The navigation aids exist at various points along the coast and navigable waterways as markers and guides to enable mariners to determine at all times their exact position with relation to land and to hidden dangers. Palau is a collection of volcanic islands with uplifted reef structures of coral and limestone at sea level. Palau also receives up to 160 inches of rain per year, which can impede visibility. The aids enable maritime commerce by helping mitigate these navigation challenges.

“I am proud of the work that the crew of Sequoia has conducted in Palau,” said Lt. Cmdr. Ryan Adams, Commanding Officer, cutter Sequoia. “Their grit, resilience, and determination enabled us to accomplish this challenging mission safely and efficiently and deliver an excellent product to the Republic of Palau. Our Palauan partners were on the scene nearly every day to observe our work and assist. We deeply value this partnership with Palau and are very happy with the outcome – enhanced maritime safety in Palau.”

This work follows improvements made in May 2019, in support of maritime safety and security development. The crew set four buoys marking the main waterway in the Port of Koror officials from Palau’s Ministry of Transportation aboard to observe and participate in the operations. The effort is part of a longer-term effort to assess and improve Palau’s maritime navigation system.

“As a team, we continue to make progress with the improvement of waterways infrastructure in and around Palau,” said Rear Adm. Kevin Lunday, Commander, U.S. Coast Guard 14th District. “This could not be accomplished without the funding provided by the U.S. Department of the Interior’s Office of Insular Affairs, and our longstanding relationships with U.S. Embassy Koror and the Republic of Palau. Strengthening the Palauan maritime transportation system to ensure safe navigation is vital to improving regional maritime governance and ensuring a free and open Indo-Pacific.”

Commercial, military, and private vessels utilize the Port of Koror, a deep-water port that is essential to maritime commerce and U.S. defense readiness. The Republic of Palau consists of 340 islands, with a population of more than 22,500 people. Infrastructure improvement is but one of many areas of collaboration that the U.S. and Palau enjoy under the Compact of Free Association relationship. The Sequoia is a 225-foot seagoing buoy tender homeported in Guam.

“We at the Department of the Interior are proud of this collaboration with the U.S. Coast Guard and the U.S. Embassy on this important maritime navigation safety project that strengthens and protects commerce and economic security for the Republic of Palau,” said Doug Domenech, U.S. Department of the Interior Assistant Secretary, Insular and International Affairs. “Such projects stand as a testament to the unique and special relationship that the United States shares with the people of Palau through the Compact of Free Association.”

Source: https://www.dvidshub.net/

Two Walk to Work vessels have switched projects in what is a first for their owner.

Acta Marine’s Acta Centaurus has been working on the Borssele I,II wind farm, supporting Van Oord during the inter-array cable campaign since the end of 2019. It will now work on the Borssele III and IV Offshore Wind Farm project for MHI Vestas Offshore Wind (MHI Vestas).

Here, Acta Centaurus will assist MHI Vestas with the commissioning of their 77 V164 9.5 megawatt turbines through Q1-2021.

Consequently, Acta Marine’s Acta Orion has taken over the scope of Acta Centaurus to provide Van Oord with the Walk to Work services it needs.

Through careful planning and coordination, the vessels were able to change out seamlessly whilst making ActaCentaurus available for MHI Vestas’ commissioning work.

Substantial support

Acta Marine said its CTV’s have supported the Borssele OWF projects by assisting with the UXO campaign prior to construction. Starting this year, the company has been supporting the inter-array cabling with crew transfers.

The company’s DP Multicat workboats have assisted with cable trench dredging and the installation of export cables.

This year, Acta Marine’s Walk to Work vessels started assisting both the inter-array cable campaigns as well as supporting the turbine commissioning.

By Rebecca Jeffrey

Navy disaster relief vessels and other large ships will no longer rely on old fashioned plumb lines and charts measuring in fathoms to enter some of Tonga’s waters, as they have done since the 1800s.

A partnership between Land Information New Zealand (LINZ), the Ministry of Foreign Affairs and Trade, and Pacific governments is coming to fruition with the publication of new electronic navigational charts for the Kingdom of Tonga.

The new charts, created using hydrographic surveys of the undersea world around Tonga, will be vital if large ships are to navigate the reefs and hidden rocks safely. They also ensure compliance with international maritime regulations.

Ms Kelela Tonga, Director of the Marine and Ports Division at Tonga’s Ministry of Infrastructure, says the charts are of great importance for the safety of navigation of all vessels.

“The production of these charts is a milestone for the future of safe shipping within Tongan waters,” she said.

As well as opening up economic benefits for Tonga, the new ENCs will greatly assist New Zealand’s Pacific aid efforts. For the Royal New Zealand Navy (which surveyed Nuku’alofa in 2015 for the project), the ability to assist Pacific Island neighbours in a natural disaster requires significant pre-planning and an up to date knowledge of harbour approaches, port facilities and other potential landing sites.

“Transporting humanitarian aid, personnel and equipment from New Zealand across the expanse of the South West Pacific to the Islands is the easy part,” said Maritime Component Commander, Commodore Mat Williams.

“It is often the last few miles that pose the greatest challenges. To deliver assistance from the sea to those in need means we need complete trust in all the navigational tools at our disposal.

He said getting disaster relief to the right people, at the right time is a key role of the New Zealand Navy in the Pacific.

“If the worst was to happen, the new ENCs now give us increased confidence in accessing other locations around Tonga for the delivery and distribution of aid.”

In 2019, New Zealand’s High Commissioner to Tonga Her Excellency Ms Tiffany Babington delivered thirty thousand gigabytes of data from the survey work to the Tongan government. The data featured never-before seen images of the sea floor, previously uncharted rocks and reefs along with a number of interesting geological features including a small underwater volcano.

New Zealand, through LINZ, is responsible for the production and maintenance of nautical charts for the Kingdom of Tonga, Niue, Tokelau, Cook Islands and Samoa through the Pacific Regional Navigation Initiative (PRNI), which helps these nations to meet their international maritime obligations.

The Port of Los Angeles, North America’s leading container seaport, has adopted a $1.5 billion budget for Fiscal Year 2020/21.

The port said the budget was based on expectations of slower cargo volumes in the near term and a continued slowdown in the worldwide economy, due to market uncertainties related to the COVID-19 pandemic and the lingering impacts from the 2019 trade war.

“Given the unprecedented issues facing the world today and the immediate impact they have had on the economy, we are taking a decidedly conservative approach to formulating this year’s Harbor Department’s budget,” said Jaime Lee, President of the Los Angeles Harbor Commission.

“To best manage through these uncertain times, we focused this year’s revenues and expenditures on the port’s most urgent priorities—keeping the supply chain moving and investing in port infrastructure that will assure our competitiveness over the long term,” said Marla Bleavins, the Port’s Deputy Executive Director of Finance and Administration, and Chief Financial Officer.

With cargo volumes projected to be relatively soft through the first six months of FY 2020/21, the approved budget forecasts that cargo volumes will decrease by approximately 15.6% over the previous fiscal year’s adopted budget to slightly over 7.9 million TEUs.

The budget also projects a corresponding year-over-year decrease of 7.9% in operating revenues, with projected receipts totaling $460.1 million. Operating expenses are forecast at $277.8 million.

The $163.6 million assigned for port capital improvement projects for FY 2020/21 includes funding for key terminal upgrades, such as $38.1 million in improvements at the Everport Container Terminal and another $4.8 million designated for the Pasha Terminal.

Among key LA Waterfront public access projects in the approved budget are the San Pedro Public Market at $42.3 million and $9.7 million for related projects at the Wilmington Waterfront Promenade. Security-related projects are funded at $7.8 million, which include development of a Port Cyber Resilience Center and an upgraded Port Police Radio System.

The Port of Los Angeles remains open with all terminals operational during the COVID-19 pandemic.

ABB partners with Vigor to pave the way for Washington State Ferries’ shift towards zero-emission fleet

The new ‘Olympic Class’ ferries, which will have the capacity to carry 144 cars and 1,500 passengers each, herald a new era for the Washington State transport operator in the shift toward technologies that enable significant reductions in greenhouse gas emissions and fuel use.

Upon delivery in 2024, the initial vessel of the series will be the first newbuild in Washington State Ferry’s fleet to feature hybrid-electric propulsion and a high capacity energy storage system. The new vessels will be able to fully operate on battery power and will have the capability to revert to hybrid mode, if required.

“This landmark project supports Washington State’s goal for 2050 to reduce emissions by 57.5 percent below the emissions level in 2019, utilizing a hybrid and electric propulsion solution that is space-efficient, easy to install and flexible in operation,” said Jay Hebert, Vice President – Marine Fabrication, Vigor. “Vigor is delighted to partner with ABB in this remarkable work prompted by the commitment of Washington Governor Jay Inslee, the state legislature and Washington State Ferries to replace aging ferries with clean technology in alignment with the state’s commitment to environmental stewardship.”

Leveraging ABB’s Onboard DC Grid™ power distribution system and proven drive technology, the new ferry design will optimize energy use, whether drawing on main engine power, battery power or a combination of the two. The battery power can also extend zero-emissions capability along the supply chain by using renewables and hydroelectric power.

“Moving towards a zero-emission future relies on technologies that meet the environmental and cost needs of today – and offer flexibility to integrate future energy sources in the years ahead,” said Juha Koskela, Managing Director, ABB Marine & Ports. “ABB is delighted to support this milestone project demonstrating the way that electric, digital and connected solutions can deliver shipping’s zero-emission future.”

Washington State Ferries is the largest ferry system in the U.S. By 2040, the Washington Ferry System plan is to replace 13 existing diesel ferries with hybrid-electric newbuilds and to convert six other ferries to plug-in hybrid, with recharging capacity installed at many ferry terminals. All hybrid vessels will be capable of charging at the terminal, and some of the vessels will be capable of operating in fully electric mode on shorter routes. With the addition of newer-built, clean energy ferries to the fleet, fuel consumption is projected at 9.5 million gallons in 2040, compared to 19 million gallons in 2018, with CO2 emissions expected to fall below 2050 reduction targets by 2034.

Figures from trade association Interferry indicate that ferries transport 2.1 billion passengers and 250 million vehicles worldwide every year. As numbers increase, the sector is under pressure to meet International Maritime Organization’s (IMO) targets to reduce annual emissions by 30 percent by 2025.

Source: https://www.allaboutshipping.co.uk/

Zero Emission Services B.V. (ZES) is introducing a new energy system for making inland shipping more sustainable. This will be realized with emission-free navigation infrastructure that is accessible to everyone. Clean, climate-neutral and ready to compete with fossil fuels. ZES offers a complete range of products and services, based on interchangeable battery containers charged with renewable power, charging stations, technical support and an innovative payment concept for ship owners. The company was founded by ING, energy and technical service provider ENGIE, maritime technology company Wärtsilä and the Port of Rotterdam Authority. The Dutch Ministry of Infrastructure and Water Management supports this first step in the transition to emission-free inland shipping. The HEINEKEN beer company has entered into an agreement with ZES, who will be providing emission-free beer transports from the brewery in Zoeterwoude to Moerdijk for ten years – a vital vote of end customer confidence.

The Paris Climate Agreement calls for a more sustainable transport sector. Today, the Dutch transport sector is collectively responsible for 21% of all carbon dioxide (CO₂) emissions in the Netherlands. Within the transport sector, inland navigation makes up 5% of carbon dioxide emissions. The Green Deal Zeevaart, Binnenvaart en Havens (Maritime, Inland Shipping and Ports) includes agreements that aim to make inland shipping more sustainable. With a transformation from diesel-powered inland shipping to fully electrically powered transport, the inland shipping sector is taking an important step towards realizing climate agreement goals. In addition, electric barges will no longer emit nitrogen oxide.

Cora van Nieuwenhuizen, Minister of Infrastructure and Water Management, states: “The Netherlands is frontrunner in sustainable transport by water. Well over 1/3 of all goods and 80% of bulk transportation takes place via inland waterways. Not only does this lessen truck transportation, which reduces traffic, inland vessels also emit significantly less CO₂. That advance is extended even further with these new emission-free ships.”

How does it work?

Willem Dedden, CEO of Zero Emission Services: “With ZES, we are introducing a systemic change in inland navigation, allowing barges to sail emission-free thanks to replaceable battery containers. These ‘ZESPacks’ are charged with sustainably generated power. A network of open access charging points will be set up for exchanging battery containers. Here, depleted ZESPacks are exchanged for full ones, so that ships can sail on quickly, with minimal waiting time. The energy containers are designed for multiple applications, so they can also be temporarily used on shore to stabilise the electricity grid or to meet momentary local demand for electricity. The system is future-proof because it is independent of the energy carrier. We will start out using batteries, but if hydrogen becomes cheaper in the future, hydrogen technology-equipped containers with will be able to supply power in the same way.

Low threshold through innovative financing

In order to make the transition to emission-free sailing easier for skippers, an innovative ‘pay per use’-based financing model has been developed. As a result, ZES only charges the cost of consumed renewable energy and a battery container rental fee, so that the skipper’s operating costs remain competitive. However, ships must be equipped with an electric propulsion line.

This systemic change involves a total cost of € 20 million for the first phase. Financial supported is provided by ING bank, ENGIE, Wärtsilä, the Port of Rotterdam Authority and the Dutch government. The government’s contribution is in the form of a grant from the Ministry of Infrastructure and Public Works and a grant from the Rijksdienst voor Ondernemend Nederland supporting the goal of making transport more sustainable.

Additional support comes from HEINEKEN, in the shape of a long-term transport agreement and an initial contribution to the development costs of a first ship operated by its carrier CCT. CCT will not charge any handling costs for the loading and unloading of the first ship.

Did you miss that? A step at a time towards carbon-neutral intralogistics

A strong team effort, in which all parties have contributed to making this systemic transition financially feasible and ensuring the lowest possible threshold for skippers, ship owners and forwarders to make the switch.

First order

HEINEKEN has been involved as a forwarder since the initial development of the system and is now the first end customer to sail with this new system. The first ship will be used to transport beer from the HEINEKEN brewery in Zoeterwoude via the inland shipping terminal Alpherium to the port of Moerdijk. HEINEKEN considers it important to contribute to the development of clean climate-neutral logistics with sustainably powered transport. The company aims to make its entire chain climate-neutral.

Ambition

ZES plans to use this concept to move the entire inland navigation and short sea sector toward emission-free sailing. The first loading point will be along the Zoeterwoude – Alpherium – Moerdijk corridor. Next, the focus will be on setting up an Amsterdam-Rotterdam-Antwerp corridor and making a connection to Nijmegen. In the first phase the emphasis will be on converted and newly built inland container ships. (HCN)

Source: https://www.pveurope.eu/

Every time one of the world’s 80,000 large merchant ships calls at a port, it brings foreign aquatic species on the submerged parts of the ship, also known as fouling. In a country like Australia alone, around 30,000 commercial port calls are carried out every year and if their hulls aren’t fairly clean organisms can move from one continent to another, transferring invasive species between marine environments and potentially harm local aquatic ecosystems. The organisms growing on the hull also increase drag and reduce fuel efficiency of the ship by as much as 35%, leading to higher fuel bills and more CO2 emissions.

To ensure that hull cleaning can be carried out in a safe and environmentally sustainable way in the future, a global standard is essential.

“The new in-water cleaning standard puts great emphasis on capturing what is removed from the ship, thereby ensuring that the marine environment is not negatively affected. We believe that a global standard will create much needed transparency along with economic and environmental benefits for shipowners, ports, port authorities and in-water cleaning companies,” says Aron Sørensen, BIMCO’s Head of Marine Environment.

He emphasises that it is imperative that the cleaning can be done “in-water”, as there is limited availability of dry docks for very large ships, for example carrying iron ore or crude oil. In addition, the cost to deviate to docks in Asia and unload the ship is extremely high and the added trip to drydock adds to GHG emissions, which can be avoided if cleaning is done in-situ.

For shipowners, the lack of a common set of global rules creates economic and administrative headaches. Countries like Australia and New Zealand, as well as regions such as Hawaii and California, have already implemented regulation on biofouling on ships arriving in their waters, or are in the process of doing so, as some of the first. But without a clear, international standard for cleaning, ports will have difficulty identifying which companies clean the ship hulls sufficiently and collect the debris that is washed off the ship to a satisfactory standard. And the same goes for shipowners.

“If you don’t have global standards, the shipowner can’t know if a supplier in one country – the in-water cleaning company – has done a good job. Furthermore, the port authorities lack a common method to evaluate in-water cleaning companies,” Sørensen says.

Lives at risk

There are additional benefits of a global standard:

• It will collect materials removed from the ship and thus reduce the pollution from heavy metals and paint flakes released into the ocean during underwater cleaning
• It will reduce the risk to divers cleaning the hulls
• It will maintain the performance of the anti-fouling systems (ie hull paint)

Multi-year path

BIMCO’s aim is to make a standard that is acknowledged by the International Maritime Organization (IMO), the UN-body that governs global shipping.

Sørensen heads a working group that consists of shipowners, paint manufacturers and hull cleaning companies. The group recently sent the first draft of the cleaning standard to a reference group that includes scientists and government regulators. The next step is practical tests of the standard done with a hull cleaning company and a shipowner, which is scheduled to take place during 2020.

“At the stage we are now, we need to engage with industry experts, governments, scientists and port authorities before we finalize the in-water cleaning standard,” Sørensen says.

An approval standard will address minimum requirements on approving in-water cleaners based on testing verified by accredited laboratories and certificates issued by internationally recognized classification societies. A certificate based on an approval will show that the equipment and the procedures of in-water cleaners of good quality.

The approval standard is still under development and ultimately, BIMCO would ask IMO for adoption of the standard. Such a process would take two to three years.

FACTS AND FIGURES

• There are more than 80,000 large merchant ships in the world
• A country like Australia, has around 30,000 commercial port calls every year
• A ship needs a hull cleaning around every two years – depending on where in the world it trades
• The standard addresses cleaning of the hull as well as niche areas, such as bow thrusters and propeller shafts
• Commercial diving is comparatively dangerous. In the UK, the fatality rate for commercial divers, according to figures published in 2010 by the Health and Safety Executive (HSE), ranges from 20 to 40 per 100,000. This risk factor is 12.3 to 24.7 times higher than that of the construction sector.

— Ends —

Source: https://www.bimco.org/news/environment-protection/20200526–first-global-standard-for-ship-hull-cleaning-essential-for-marine-ecosystems

The UN Secretary General has been urged by global industrial and shipping leaders to persuade his 193 member states to act urgently to avoid a “humanitarian crisis”, with over 200,000 tired, mentally-stretched seafarers currently stuck working on vessels across the globe and unable to be relieved of their duties.

In a joint letter to António Guterres, the leaders of the International Chamber of Shipping (ICS), International Trade Union Confederation (ITUC) and International Transport Workers’ Federation (ITF), urged the Secretary-General to ensure governments were adopting the 12-step set of protocols issued by the UN’s own maritime regulator, the International Maritime Organization.

The letter explains that “There are now over 200,000 seafarers onboard vessels worldwide who have completed their contractual tour of duty, but have been prevented from returning home. Many of these seafarers will be experiencing adverse effects on their mental health and reduced ability to safely perform their roles in the face of increasing fatigue.”

“Additionally, stringent restrictions imposed by many countries, including denial of shore leave and access to essential medical assistance, is contributing to fatigue and exhaustion. We are concerned about suicide and self-harm amongst this vulnerable population of workers.”

The letter highlights the responsibility of governments to adhere to the UN Guiding Principles on Business and Human Rights, in which states have a duty to protect human rights that are ‘built on the fundamental obligation of governments to protect rights-holders, which applies both under normal circumstances and at times of crisis.” 

There has been engagement from some national governments, taking positive steps such as by designating seafarers essential workers. This provides a blueprint for other nations on what steps can be taken to resolve this issue.

As thousands of seafarers face exhaustion at the helm of critical supply routes, the clock is ticking for governments.

The industry had previously agreed with workers’ representatives to two contract extensions beyond the usual regulated period for time onboard due to Covid-19, the leaders say this is “not a sustainable solution”.

“Time is running out. We ask action be taken immediately, ahead of 16 June 2020 – the final agreed deadline to implement crew changes for our seafarers.”

Stephen Cotton, General Secretary, International Transport Workers’ Federation said:

“There are 200,000 seafarers out there right now desperate to get home to their own beds, see their families and hug their kids. They’ve been stuck on these ships, keeping global trade running since this pandemic blew up. Enough is enough – they have earned their ticket home. Now governments must make that happen.”

“It’s time for governments to open their hearts, and open their borders, to the world’s seafarers. The alternative is exhausted crews and the shutting down of global trade. The world can’t afford that.”

Guy Platten, Secretary General of the International Chamber of Shipping said:

“We have addressed the letter to UN Secretary-General António Guterres to signal the seriousness of this situation. Seafarers have stepped up to keep countries supplied. We now need governments to recognise this commitment by facilitating crew change for these key workers.

“Since the onset of the crisis, the well-being and safety of our seafarers has been our number one priority. While progress has been made, and limited numbers of crew changes have occurred, there is a pressing need to increase the speed and scale at which national governments adopt the crew change protocols.

Every day that governments fail to adopt these protocols, and fail to enable crew changes, they neglect to recognise the sacrifice made by seafarers on behalf of their populations.”

The full letter to the UN Secretary General can be downloaded here

On Crew Change: As travel restrictions swept across global economies, trade continued thanks to 1.2 million seafarers onboard ships across the world. This commitment to keeping supplies of food, fuel and goods, including vital medical supplies, has enabled governments to focus on the COVID-19 pandemic in their countries. What stopped however, was the ability of nation states to allow crews to safely rotate on and off ships at ports and return home to their countries of origin.

Having identified crew change as the most significant threat facing supply chains at the onset of the crisis the shipping industry converged to produce a set of globally applicable protocols for national governments. Download here

ICS has produced two short films to recognise the 1.6 million workers  who are at sea and maintaining global supply chains. Watch here

Source: https://www.ics-shipping.org/news/press-releases/2020/05/22/un-must-persuade-governments-to-adopt-crew-change-protocols-or-risk-humanitarian-disaster-