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THE IMPACT OF
Covid-19 ON GLOBAL
SHIPPING
DIY 5034
PORT
BUSINESS
The rapid spread of coronavirus has had a major impact on
global shipping markets, with the slump in demand for goods
from China having a ripple effect on everything from
container ships to oil tankers.
The coronavirus outbreak has
now tightened its grip on the
entire world, with USA as its
current epicentre. As of the
7th April it has now infected
almost 1,433,000 people and
claimed nearly 82,000 lives.
Supply and demand shocks
The coronavirus epidemic involves both supply and demand
shocks. Business disruptions have lowered production,
creating shocks to supply. And consumers’ and businesses’
reluctance to spend has lowered demand.
On the supply side, there is a direct reduction in the supply
of labor from unwell workers, from caregivers who have to
take care of kids because of school closures, and sadly, from
increased mortality. But an even larger effect on economic
activity occurs because of efforts to contain the spread of
the disease through lockdowns and quarantines, which lead to
a drop in capacity utilization. In addition, firms that rely
on supply chains may be unable to get the parts they need,
whether domestically or internationally. For example, China
is an important supplier of intermediate goods to the rest of
the world, particularly in electronics, automobiles, and
machinery and equipment. The disruption there is already
having knock-on effects to downstream firms. Together, these
disruptions contribute to a rise in business costs and
constitute a negative productivity shock, reducing economic
activity.
2020 FORECAST - INTERNATIONAL TOURIST ARRIVALS, WORLD (% CHANGE)
Based on the latest developments (quarantine
measures, travel bans & border closures in most of
Europe, which represents 50% of international tourism, and
in many countries of the Americas, Africa and the Middle
East), the evolutions in Asia and the Pacific and the
patterns of previous crises (2003 SARS and 2009
global economic crisis), UNWTO estimates international
tourist arrivals could decline by 20% to 30% in 2020.
This would translate into a loss of 300 to 450 US$
billion in international tourism receipts (exports) –
almost one third of the US$ 1.5 trillion generated globally
in the worst-case scenario.
2020 FORECAST - INTERNATIONAL TOURIST ARRIVALS, WORLD (% CHANGE)
2020 FORECAST - INTERNATIONAL TOURIST ARRIVALS, WORLD (% CHANGE)
European ports show different degrees of vulnerability to the
effects of the Coronavirus. Among the European container
ports, Rotterdam (no. 1 in Europe) and Hamburg (no. 3) handle
the highest number of containers in relation to China.
Moreover, China represent about 30% of Hamburg’s container
throughput and about one fourth of Rotterdam’s volume (see
graph). These figures do not include intra-European
transhipment flows linked to the mainline services from/to
China. Europe’s second largest container port, Antwerp, is
less exposed to China: 12% of total TEUs handled in 2019.
Valencia (no. 5 in Europe in 2019) and Bremerhaven (no. 7)
show similar relative dependencies on China.
The coronavirus is likely to have a moderate to strong
negative impact on China-Europe container trade in 2020.
However, the potential impact on European ports will vary
greatly. If the Coronavirus crisis would result in an 8%
decline of Chinese container volumes in European ports in
2020, then Hamburg would lose a growth potential in 2020 of
2.3 percentage points and Rotterdam about 2 percentage
points. Other ports are less exposed with a 0.8 to 1
percentage point loss in growth potential. Obviously, the
adverse effects will be much larger if we assume a dramatic
scenario leading to an annual decline in Chinese container
volumes of 25%. In such a case, Hamburg’s TEU growth in
2020 could be curtailed by 7.1 percentage points, while
Rotterdam would be looking at a drop of 6.1 percentage
points. For the other ports the figures range between 2.5
and 3.1 percentage points. These are just scenarios. In the
coming weeks/months we will be able to measure and analyse
the real port-related effects of the virus in China and
affected regions in other parts of the world.
By Theo Notteboom
It is early days to estimate the ramifications of #covid-19
on ports. Still, past crises reveal interesting facts. The
graph shows the impact of past crises on cargo concentration
in the Hamburg-Le Havre port range in Europe.
The orange line gives the combined market share (basis=TEU)
of the three largest ports in the range, Rotterdam, Antwerp &
Hamburg. The blue line depicts the Herfindahl-Hirschman Index
(HHI) for the range. HHI is a concentration measure: the
higher the index the more cargo is concentrated in only a few
large ports. An important finding: almost every time a crisis
emerges, cargo concentration levels decrease. This suggests
that larger ports are hit the hardest during a crisis, at
least in terms of market share, given their high exposure to
global shocks. This effect might somewhat be counterbalanced
by carriers’ decisions to consolidate cargo in hubs in times
of crisis. The Coronacrisis will likely generate a similar
effect in the short to medium term. Blanked sailings on the
east-west trade lanes have a strong impact on the TEU volume
in hub ports.
Dry Bulk Shipping: Seasonality, Higher Fuel Costs, And
Coronavirus Disruption Behind Poor Start To New Decade
The start of the new year has, as is often the case for dry
bulk shipping, been marked by falling freight rates. The
seasonal slump, typical in January after a strong Q4, has been
exacerbated by the additional cost of fuel resulting from the
IMO 2020 sulphur cap.
The steep drop in average Capesize earnings that began in
early December continued into the new year. The Baltic
Capesize Index fell into negative territory for the first time
on 31 January, and average earnings stood at USD 2,660 per day
on 7 February. In fact, by this
date, only Supramax ships were
earning above USD 5,000 a day,
with average earnings for that
sector standing at USD 5,400 per
day. Panamax and Handysize
earnings had fallen to USD 3,535
per day and USD 3,502 per day,
respectively.
For example, on the major Tubarao, Brazil to Qingdao, China
iron ore trade, average Capesize earnings stood at USD 6,341
per day in January. This is down 71.6% from the December 2019
average and 60.8% lower than the January 2019 average. On the
other hand, the dollar per tonne spot rate – the all-
inclusive rate for shippers to pay – has seen much more
stability but it is also abundantly clear that higher fuel
costs are not, in most cases, being passed on from
operators/owners to the shippers. The January 2020 average
for the same Tubarao to Qingdao route has fallen just 8.3%
since December 2019 and is almost 4% higher than the average
in January 2019. Furthermore, a scrubber-installed Capesize
ship sailing the same Brazil to China route and able to
continue sailing on the cheaper high-sulphur fuel oil,
averaged USD 17,541 per day in January 2020. That is USD
11,000 per day more than a non-scrubber fitted ship (Source:
Clarksons).
Already, we’ve seen a 16-day
positive run in the Baltic Dry
Index, starting around
February 20. Even as the stock
markets and oil prices have
been collapsing around us, the
dry cargo freight market has
been staging a small recovery
from a very low base. But
nonetheless, it’s been moving
in the opposite direction for
everybody else. It may well be
that dry cargo gets the least
and the lowest impact from all
of these. I don’t expect LNG
to see any huge impact from
this. Most LNG is sold on
multi-year, multi-decade
contracts, and there’s a
guaranteed demand for it from
energy use for burning the gas
to make electricity.
Port Measures on COVID-19
 Crew embarkation/disembarkation operations during the transit
Or uninterrupted passages through the Turkish Straits of the
vessels that have visited the ports of the prohibited countries
within the last 14 days or having a crew member or a passenger
that joined the vessel from these countries, with an exception
for illness and death,
 Vessels that have visited the ports of the prohibited
countries within the last 14 days or having a crew member or a
passenger that attended on the vessel from these countries
shall apply 14 days of quarantine and shall anchor outside the
port area. The permission to berth shall be granted after the
completion of the necessary inspections on the vessel, cargo
and crew at the end of the 14-days quarantine period. It is
important to note that the 14 days quarantine period is not a
definite time period and it can be shortened or extended
depending on the status of the port and the vessel.
Port Measures on COVID-19
 An amendment foreseen in the Port State
Control percentage that is to be maintained in the
Turkish Republic controlled ports and a new rate of 15%
is to be applied for 3 months from the date of the
Circular (17.03.2020)
 For vessels that called China, Italy, South Korea,
Japan, Iraq and Iran and other prohibited countries in
the last 14 days, no disembarkation is allowed at Turkish
Ports for the crew. Having said that supply of provision,
bunker and technical equipment are allowed to those
vessel that called the prohibited countries.
Port Measures on COVID-19
 In order to achieve minimum contact with the Agency
personnel, the documents and certificates produced by the
Agency for entry to and departure from ports and shipyards
shall be archived by the Agent, in place of Harbour
Masters, and will be presented upon request for inspection
and investigation.
 Notifications of all national and foreign flagged
vessels returning from an international voyage shall be
made through the Port Single Window System 48 hours prior
to entering the port area (instead of 24 hours)
Vessel Measures on COVID-19
Vessels are the primary factors for maintenance of the
maritime transport. In addition to the hygienic measures to
be taken on the vessels, the Circulars' published by the
Ministry of Transport and Infrastructure, General
Directorate of Maritime Affairs states what kind of
measures will be taken for Turkish and Foreign Flagged
Vessels and what kind of changes will be made in practice.
Certain amendments were made in relation to the preliminary
surveys of the Vessels:
 Pre-survey inspections to the Turkish Flagged vessels to
be performed in two-months and four-months periods (instead
of monthly and quarterly periods)
 The extension of the vessel's pre-survey period up to 6
months in case of the vessel visits the ports of prohibited
countries within 14 days or having a crew member or a
passenger that joined the vessel from these countries,
Vessel Measures on COVID-19
 24 hour time limit to issue notifications from the
Port Single Window System to be increased to 48 hours
prior to the entry of the vessel to the port in relation
to daily activities of the vessel for the previous 14
days, the lists of the seafarers, the lists including the
profile of the passengers, the lists of the cargo
including the profile on the type and origin of the cargo
 To intensify free and clean pratique procedures
 Any extension request for certification and survey for
ships and companies will be granted up to 3 months after
the review of General Directorate of Maritime.
Port Staff and Seafarer Measures on COVID-19
The term seafarer describes all officers, assistant
officers, trainees, assistants and auxiliary service
personnel working on the vessel. On the other hand, port
staff describes those who have been assigned for the
administrative affairs, especially for loading, unloading
and information processing of the vessels operating
domestically and/or overseas.
These persons are in the high risk group of exposing
themselves to Covid-19 and it is much more likely for them
to infect the others. That is why, some administrative and
legal regulations are also brought for these persons as
summarized below:
 Supply of respiratory mask, disinfectant gels, safety
glasses, protective overalls, nitrile gloves to the
seafarers and port staff for their personal cleaning and
hygiene,
Port Staff and Seafarer Measures on COVID-19
 Informing the seafarers and the port staff on the outbreak
of the Covid-19; how to protect themselves from being
contaminated and the measures to be taken to prevent the
outbreak and/or its increase
 The master and/or the health officer on board shall measure
the daily fever of each personnel and shall keep this data on
the relevant list every single day
 The seafarers are expected to take the below actions to
prevent the outbreak of Covid-19:
1. Not to work onboard a vessel while having symptoms of fever or
respiratory disease
2. To keep 180cm distance when interacting with sick persons and
to wear protective respirator before interacting with any
other person, to minimize as much possible any contact with
others,
3. To wash hands as frequently as possible, if not possible, to
use a hand disinfectant containing 60%-95% alcohol
4. Covering mouth and nose in case of sneezing and coughing
5. Avoid touching eyes, nose and mouth,
Port Staff and Seafarer Measures on COVID-19
 Number of the seafarers and port staff shall be minimized
as much as possible to minimize the risk of spread,
 After the expiry of the 14 days of quarantine period for
the vessel, a further14 days period of quarantine might be
ordered on the seafarers of these vessels after the
necessary health checks (Not mandatory but can be decided
according to the results of the health check)
 Mandatory health checks shall be made for Turkish
seafarers signing off the vessel. If the seafarer has
symptoms of Covid-19, he shall be hospitalized in accordance
with Covid-19 Guide. Seafarer not having any symptoms of
Covid-19 shall, before being permitted to leave the vessel,
sign the "Information, Consent and Home Monitoring Form on
Covid-19".
 The seafarers that signed the consent form will be
monitored by the City Health Directorate during the 14 days
quarantine period.
Port Staff and Seafarer Measures on COVID-19
 For the port staff abroad, if an imminent return is not
possible, an extension shall be granted to their work permits
for 3 months. If an imminent return is possible, a quarantine
period of 14 days after the entry to the country under the
monitoring of the City Health Directorate is mandatory and
these 14 days can be considered as an administrative leave
for the corresponding working days.
 The port staff in the country that are over the age of 60,
pregnant women, breast-feeding, disabled and other members of
the disadvantaged groups determined by the Ministry of Health
to be deemed in administrative leave (those with immune
problems, cancer patients, chronic respiratory patients,
obesity and diabetes, cardiovascular diseases, organ
transplants, chronic patients)
 Besides the abovementioned regulations, Turkish Strait
pilots requires all personnel and crew to put on masks before
the pilot's embarking on the vessel. The deck officers are
also required to put on masks when transiting through the
Istanbul Straits.
Prohibited Countries
As of 24 March 2020, the list the prohibited countries is
as follows:
People's Republic Of China, Iran, Iraq, Italy, South Korea,
Germany, France, Spain, Norway, Denmark, Belgium, Austria,
Sweden, the Netherlands, United Kingdom, Switzerland,
Egypt, Ireland, United Arab Emirates, Azerbaijan, Saudi
Arabia, Greece, Bulgaria, Kuwait, Bangladesh, Mongolia,
TRNC, Ukraine, Kosovo, Morocco, Lebanon, Jordan,
Kazakhstan, Uzbekistan, Oman, Slovenia, Moldova, Djibouti,
Equator, Canada, India, Hungary, Guatemala, Kenya Poland.
Sudan, Chad, Philippines, Latvia, Taiwan, Peru, Sri Lanka,
Niger, Tunisia, Algeria, Ivory Coast, Finland, Angola,
Czech Republic, Dominican, Cameroon, Montenegro, Colombia,
North Macedonia, Mauritania, Nepal, Portugal, Panama.
Mersin Limanı'nda koronavirüs indirimi,
Mersin Uluslararası Limanı’nda koronavirüs salgını
ile mücadele kapsamında liman genelinde alınan tedbirlere
ek olarak, ‘transit konteyner ardiye’ ve transit araç
fuzuli işgaliye ücretlerine yüzde 20 ile yüzde 50 arasında
indirim yapıldı.
 Albania: Durres: Please note that cargo ships
can be operated normally. For all the vessels
that come to port the crew is not allowed to
go out to shore and no embarking or
disembarking of crew is possible.
 Algeria:all the Ports Authorities have
prohibited the loading and the discharging
operations between 01:00 hours and 07:00
hours in some ports and from 19:00 hours
to 07:00 hours in other ports.
 Argentina: 22 March: The Argentine Pilotage
Chamber has advised that, from 0000 hours
on 24 March, all vessels proceeding from
Brazil and Chile must comply with a 14-day
corresponding quarantine period as
established by the National Government
along with Sanitary Authorities.
 Australia:International crew members joining
a commercial vessel voyage are subject to a
14 day self-isolation period.
 Bahamas: Freeport Container Port (FCP) All
shipboard personnel to, as far as practicable,
maintain a personal space of at least two (2)
metres away from the pilot
 One-person only to escort the Pilot to the
bridge
 Pilots will not board incoming vessels arriving
within the last fourteen (14) days from our
government-listed high-risk countries.
 Bangladesh: Chittagong: ”Ship’s Master and
his Crew members are free from Coronavirus“
at the time of giving declaration of arrival of
the vessel .
 Canada:Drydock and repair facilities are
working on reduced manning / split shifts to
enable social distancing. Most remain open,
but delays in repair and construction work are
expected.
 China:
 Tianjin and Xiamen Health Declaration Form is
required before vessel’s berthing.
 Dalian the Customs officers will attend on board the
vessel and take temperature of each crew.
 Vessels with crew from Wuhan or Hubei Province on
board would be monitored especially, in Putian and
Quanzhou of Fujian Province the vessel may not be
allowed to take berth. In Ningbo the vessel probably
has to be isolated for 14 days before taking berth.
 Substitution of crew is limited. Shanghai, Xiamen,
Ningbo, Tianjin, Dalian forbidden by the port
Authorities. Qingdao and Guangzhou forbidden in
principle, unless under some special circumstances.
 The loading/discharging operation slow down
due to lack of stevedores.
 As vessels are restricted to call at Wuhan
port, transhipment of cargo by inland river
feeder vessels in and out the ports in the
Yangtze River is affected.
 Egypt:All agents have been instructed to
notify the health authorities if there is any
intention to sign on or sign off of any crew in
the ports of Alexandria, Dekheila or Abu Qir
in relation to any crew from the following
countries:
 China,Taiwan,Japan,Malaysia,Vietnam,South
Korea,Singapore,Iran,Italy,Kuwait,Bahrain,Ger
many,France,Switzerland,Spain,
 Greece:Crew changes are allowed only for EU
and Schengen nationalities. Third countries
crew changes under prohibition up to and
including 18 April.
 Prohibition of garbage disposal during ship’s
stay alongside installations.
 Provisions/Equipment/Supplies not allowed
during ship’s stay alongside installations
 Italy:23 March: All Italian ports are open for
container ships and commercial vessel for the
traffic of goods, whilst an international
suspension of cruise ship traffic and a national
suspension (or drastic reduction) of passenger
traffic for Sardinia and Sicily Islands are
operative.
 Terminals, stevedores and logistic activities are
operating under strict rules and safety conditions
to safeguard all operators, stevedores and crew
members from potential exposure.
 Morocco, Malta: 20 March: Passenger traffic is
suspended to /from Italy, Spain and France.
 Netherlands: Employees of the Port of
Rotterdam Authority are working from home
as much as possible and can be reached by
email. Operational services continue and the
Harbour Coordination Centre remains
accessible 24/7.
 All events, receptions and non-essential
training courses have been postponed or
cancelled.
 Panama:All vessels are required to report the
health conditions on board through the
Panama Maritime Single Window System
(VUMPA). In case of non-compliance and/or
providing false information, the vessel will be
subject to penalties and/or transit
restrictions.
 Philippines: No Filipinos are allowed to
embark in any cruise ship going to China.
 Garbage collection, especially for food waste
and animal products, is prohibited.
 Delivery of ship supplies are allowed only for
confirmed orders. No solicitation will be
allowed on board the vessel.
 Provisions shall be handled through ship’s
provision crane only.
 Saudi Arabia: Masters of all vessels to provide
IMO health declaration duly signed and
stamped 72 hours prior to the vessel’s
arrival, along with port required pre-arrival
information including last 10 port of vessel
call details and crew list.
 South Africa: Essential goods will be
prioritised over non-essential goods;
 Each vessel will be required to provide a
mandatory import evacuation plan prior to
berthing;
 Cape Town Multi-Purpose Terminal will
handle containers on a single berth;
 Durban Point will operate on a single berth
for both containers and essential breakbulk
goods;
 East London will not handle containers.
 Turkey:
 All husbandry services have been suspended at
the Tupras Terminals at Tutunciftlik and Aliaga
until further notice, due to the outbreak of
Covid-19.
 Due to congestion at sanitary inspection in the
Izmit region, customs control will not performed
between the hours of 00:01 to 08:00 local time.
Depending on terminal programmes, vessels can
drop anchor at the Izmit anchorage area or berth
at terminals upon arrival. However, if they arrive
between 00:01 LT and 08:00, they will have to
wait until 08:00 for customs control.
 all crew changes and attendance of
technicians/visitors in the Turkish Straits have
been suspended until further notice. Only stores
spares can be delivered without any contact
between vessel and agency boats.
 All vessels calling at Derince Safi Terminal must
be disinfected. The tariff for this compulsory
disinfection will be as follows, charged to each
vessel until further instructions:
 0-5,000 GT: USD 500
5,001-10,000 GT: USD 700
10,001-15,000 GT: USD 1,000
15,001 GT and above: USD 1,500
THANK YOU FOR KIND
ATTENTION

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Covid 19 impact on global shipping

  • 1. THE IMPACT OF Covid-19 ON GLOBAL SHIPPING DIY 5034 PORT BUSINESS
  • 2. The rapid spread of coronavirus has had a major impact on global shipping markets, with the slump in demand for goods from China having a ripple effect on everything from container ships to oil tankers.
  • 3. The coronavirus outbreak has now tightened its grip on the entire world, with USA as its current epicentre. As of the 7th April it has now infected almost 1,433,000 people and claimed nearly 82,000 lives.
  • 4.
  • 5.
  • 6.
  • 7.
  • 8. Supply and demand shocks The coronavirus epidemic involves both supply and demand shocks. Business disruptions have lowered production, creating shocks to supply. And consumers’ and businesses’ reluctance to spend has lowered demand. On the supply side, there is a direct reduction in the supply of labor from unwell workers, from caregivers who have to take care of kids because of school closures, and sadly, from increased mortality. But an even larger effect on economic activity occurs because of efforts to contain the spread of the disease through lockdowns and quarantines, which lead to a drop in capacity utilization. In addition, firms that rely on supply chains may be unable to get the parts they need, whether domestically or internationally. For example, China is an important supplier of intermediate goods to the rest of the world, particularly in electronics, automobiles, and machinery and equipment. The disruption there is already having knock-on effects to downstream firms. Together, these disruptions contribute to a rise in business costs and constitute a negative productivity shock, reducing economic activity.
  • 9. 2020 FORECAST - INTERNATIONAL TOURIST ARRIVALS, WORLD (% CHANGE)
  • 10. Based on the latest developments (quarantine measures, travel bans & border closures in most of Europe, which represents 50% of international tourism, and in many countries of the Americas, Africa and the Middle East), the evolutions in Asia and the Pacific and the patterns of previous crises (2003 SARS and 2009 global economic crisis), UNWTO estimates international tourist arrivals could decline by 20% to 30% in 2020. This would translate into a loss of 300 to 450 US$ billion in international tourism receipts (exports) – almost one third of the US$ 1.5 trillion generated globally in the worst-case scenario. 2020 FORECAST - INTERNATIONAL TOURIST ARRIVALS, WORLD (% CHANGE)
  • 11. 2020 FORECAST - INTERNATIONAL TOURIST ARRIVALS, WORLD (% CHANGE)
  • 12.
  • 13. European ports show different degrees of vulnerability to the effects of the Coronavirus. Among the European container ports, Rotterdam (no. 1 in Europe) and Hamburg (no. 3) handle the highest number of containers in relation to China. Moreover, China represent about 30% of Hamburg’s container throughput and about one fourth of Rotterdam’s volume (see graph). These figures do not include intra-European transhipment flows linked to the mainline services from/to China. Europe’s second largest container port, Antwerp, is less exposed to China: 12% of total TEUs handled in 2019. Valencia (no. 5 in Europe in 2019) and Bremerhaven (no. 7) show similar relative dependencies on China.
  • 14. The coronavirus is likely to have a moderate to strong negative impact on China-Europe container trade in 2020. However, the potential impact on European ports will vary greatly. If the Coronavirus crisis would result in an 8% decline of Chinese container volumes in European ports in 2020, then Hamburg would lose a growth potential in 2020 of 2.3 percentage points and Rotterdam about 2 percentage points. Other ports are less exposed with a 0.8 to 1 percentage point loss in growth potential. Obviously, the adverse effects will be much larger if we assume a dramatic scenario leading to an annual decline in Chinese container volumes of 25%. In such a case, Hamburg’s TEU growth in 2020 could be curtailed by 7.1 percentage points, while Rotterdam would be looking at a drop of 6.1 percentage points. For the other ports the figures range between 2.5 and 3.1 percentage points. These are just scenarios. In the coming weeks/months we will be able to measure and analyse the real port-related effects of the virus in China and affected regions in other parts of the world.
  • 15.
  • 16. By Theo Notteboom It is early days to estimate the ramifications of #covid-19 on ports. Still, past crises reveal interesting facts. The graph shows the impact of past crises on cargo concentration in the Hamburg-Le Havre port range in Europe. The orange line gives the combined market share (basis=TEU) of the three largest ports in the range, Rotterdam, Antwerp & Hamburg. The blue line depicts the Herfindahl-Hirschman Index (HHI) for the range. HHI is a concentration measure: the higher the index the more cargo is concentrated in only a few large ports. An important finding: almost every time a crisis emerges, cargo concentration levels decrease. This suggests that larger ports are hit the hardest during a crisis, at least in terms of market share, given their high exposure to global shocks. This effect might somewhat be counterbalanced by carriers’ decisions to consolidate cargo in hubs in times of crisis. The Coronacrisis will likely generate a similar effect in the short to medium term. Blanked sailings on the east-west trade lanes have a strong impact on the TEU volume in hub ports.
  • 17.
  • 18. Dry Bulk Shipping: Seasonality, Higher Fuel Costs, And Coronavirus Disruption Behind Poor Start To New Decade The start of the new year has, as is often the case for dry bulk shipping, been marked by falling freight rates. The seasonal slump, typical in January after a strong Q4, has been exacerbated by the additional cost of fuel resulting from the IMO 2020 sulphur cap. The steep drop in average Capesize earnings that began in early December continued into the new year. The Baltic Capesize Index fell into negative territory for the first time on 31 January, and average earnings stood at USD 2,660 per day on 7 February. In fact, by this date, only Supramax ships were earning above USD 5,000 a day, with average earnings for that sector standing at USD 5,400 per day. Panamax and Handysize earnings had fallen to USD 3,535 per day and USD 3,502 per day, respectively.
  • 19.
  • 20. For example, on the major Tubarao, Brazil to Qingdao, China iron ore trade, average Capesize earnings stood at USD 6,341 per day in January. This is down 71.6% from the December 2019 average and 60.8% lower than the January 2019 average. On the other hand, the dollar per tonne spot rate – the all- inclusive rate for shippers to pay – has seen much more stability but it is also abundantly clear that higher fuel costs are not, in most cases, being passed on from operators/owners to the shippers. The January 2020 average for the same Tubarao to Qingdao route has fallen just 8.3% since December 2019 and is almost 4% higher than the average in January 2019. Furthermore, a scrubber-installed Capesize ship sailing the same Brazil to China route and able to continue sailing on the cheaper high-sulphur fuel oil, averaged USD 17,541 per day in January 2020. That is USD 11,000 per day more than a non-scrubber fitted ship (Source: Clarksons).
  • 21. Already, we’ve seen a 16-day positive run in the Baltic Dry Index, starting around February 20. Even as the stock markets and oil prices have been collapsing around us, the dry cargo freight market has been staging a small recovery from a very low base. But nonetheless, it’s been moving in the opposite direction for everybody else. It may well be that dry cargo gets the least and the lowest impact from all of these. I don’t expect LNG to see any huge impact from this. Most LNG is sold on multi-year, multi-decade contracts, and there’s a guaranteed demand for it from energy use for burning the gas to make electricity.
  • 22.
  • 23. Port Measures on COVID-19  Crew embarkation/disembarkation operations during the transit Or uninterrupted passages through the Turkish Straits of the vessels that have visited the ports of the prohibited countries within the last 14 days or having a crew member or a passenger that joined the vessel from these countries, with an exception for illness and death,  Vessels that have visited the ports of the prohibited countries within the last 14 days or having a crew member or a passenger that attended on the vessel from these countries shall apply 14 days of quarantine and shall anchor outside the port area. The permission to berth shall be granted after the completion of the necessary inspections on the vessel, cargo and crew at the end of the 14-days quarantine period. It is important to note that the 14 days quarantine period is not a definite time period and it can be shortened or extended depending on the status of the port and the vessel.
  • 24. Port Measures on COVID-19  An amendment foreseen in the Port State Control percentage that is to be maintained in the Turkish Republic controlled ports and a new rate of 15% is to be applied for 3 months from the date of the Circular (17.03.2020)  For vessels that called China, Italy, South Korea, Japan, Iraq and Iran and other prohibited countries in the last 14 days, no disembarkation is allowed at Turkish Ports for the crew. Having said that supply of provision, bunker and technical equipment are allowed to those vessel that called the prohibited countries.
  • 25. Port Measures on COVID-19  In order to achieve minimum contact with the Agency personnel, the documents and certificates produced by the Agency for entry to and departure from ports and shipyards shall be archived by the Agent, in place of Harbour Masters, and will be presented upon request for inspection and investigation.  Notifications of all national and foreign flagged vessels returning from an international voyage shall be made through the Port Single Window System 48 hours prior to entering the port area (instead of 24 hours)
  • 26. Vessel Measures on COVID-19 Vessels are the primary factors for maintenance of the maritime transport. In addition to the hygienic measures to be taken on the vessels, the Circulars' published by the Ministry of Transport and Infrastructure, General Directorate of Maritime Affairs states what kind of measures will be taken for Turkish and Foreign Flagged Vessels and what kind of changes will be made in practice. Certain amendments were made in relation to the preliminary surveys of the Vessels:  Pre-survey inspections to the Turkish Flagged vessels to be performed in two-months and four-months periods (instead of monthly and quarterly periods)  The extension of the vessel's pre-survey period up to 6 months in case of the vessel visits the ports of prohibited countries within 14 days or having a crew member or a passenger that joined the vessel from these countries,
  • 27. Vessel Measures on COVID-19  24 hour time limit to issue notifications from the Port Single Window System to be increased to 48 hours prior to the entry of the vessel to the port in relation to daily activities of the vessel for the previous 14 days, the lists of the seafarers, the lists including the profile of the passengers, the lists of the cargo including the profile on the type and origin of the cargo  To intensify free and clean pratique procedures  Any extension request for certification and survey for ships and companies will be granted up to 3 months after the review of General Directorate of Maritime.
  • 28. Port Staff and Seafarer Measures on COVID-19 The term seafarer describes all officers, assistant officers, trainees, assistants and auxiliary service personnel working on the vessel. On the other hand, port staff describes those who have been assigned for the administrative affairs, especially for loading, unloading and information processing of the vessels operating domestically and/or overseas. These persons are in the high risk group of exposing themselves to Covid-19 and it is much more likely for them to infect the others. That is why, some administrative and legal regulations are also brought for these persons as summarized below:  Supply of respiratory mask, disinfectant gels, safety glasses, protective overalls, nitrile gloves to the seafarers and port staff for their personal cleaning and hygiene,
  • 29. Port Staff and Seafarer Measures on COVID-19  Informing the seafarers and the port staff on the outbreak of the Covid-19; how to protect themselves from being contaminated and the measures to be taken to prevent the outbreak and/or its increase  The master and/or the health officer on board shall measure the daily fever of each personnel and shall keep this data on the relevant list every single day  The seafarers are expected to take the below actions to prevent the outbreak of Covid-19: 1. Not to work onboard a vessel while having symptoms of fever or respiratory disease 2. To keep 180cm distance when interacting with sick persons and to wear protective respirator before interacting with any other person, to minimize as much possible any contact with others, 3. To wash hands as frequently as possible, if not possible, to use a hand disinfectant containing 60%-95% alcohol 4. Covering mouth and nose in case of sneezing and coughing 5. Avoid touching eyes, nose and mouth,
  • 30. Port Staff and Seafarer Measures on COVID-19  Number of the seafarers and port staff shall be minimized as much as possible to minimize the risk of spread,  After the expiry of the 14 days of quarantine period for the vessel, a further14 days period of quarantine might be ordered on the seafarers of these vessels after the necessary health checks (Not mandatory but can be decided according to the results of the health check)  Mandatory health checks shall be made for Turkish seafarers signing off the vessel. If the seafarer has symptoms of Covid-19, he shall be hospitalized in accordance with Covid-19 Guide. Seafarer not having any symptoms of Covid-19 shall, before being permitted to leave the vessel, sign the "Information, Consent and Home Monitoring Form on Covid-19".  The seafarers that signed the consent form will be monitored by the City Health Directorate during the 14 days quarantine period.
  • 31. Port Staff and Seafarer Measures on COVID-19  For the port staff abroad, if an imminent return is not possible, an extension shall be granted to their work permits for 3 months. If an imminent return is possible, a quarantine period of 14 days after the entry to the country under the monitoring of the City Health Directorate is mandatory and these 14 days can be considered as an administrative leave for the corresponding working days.  The port staff in the country that are over the age of 60, pregnant women, breast-feeding, disabled and other members of the disadvantaged groups determined by the Ministry of Health to be deemed in administrative leave (those with immune problems, cancer patients, chronic respiratory patients, obesity and diabetes, cardiovascular diseases, organ transplants, chronic patients)  Besides the abovementioned regulations, Turkish Strait pilots requires all personnel and crew to put on masks before the pilot's embarking on the vessel. The deck officers are also required to put on masks when transiting through the Istanbul Straits.
  • 32. Prohibited Countries As of 24 March 2020, the list the prohibited countries is as follows: People's Republic Of China, Iran, Iraq, Italy, South Korea, Germany, France, Spain, Norway, Denmark, Belgium, Austria, Sweden, the Netherlands, United Kingdom, Switzerland, Egypt, Ireland, United Arab Emirates, Azerbaijan, Saudi Arabia, Greece, Bulgaria, Kuwait, Bangladesh, Mongolia, TRNC, Ukraine, Kosovo, Morocco, Lebanon, Jordan, Kazakhstan, Uzbekistan, Oman, Slovenia, Moldova, Djibouti, Equator, Canada, India, Hungary, Guatemala, Kenya Poland. Sudan, Chad, Philippines, Latvia, Taiwan, Peru, Sri Lanka, Niger, Tunisia, Algeria, Ivory Coast, Finland, Angola, Czech Republic, Dominican, Cameroon, Montenegro, Colombia, North Macedonia, Mauritania, Nepal, Portugal, Panama.
  • 33. Mersin Limanı'nda koronavirüs indirimi, Mersin Uluslararası Limanı’nda koronavirüs salgını ile mücadele kapsamında liman genelinde alınan tedbirlere ek olarak, ‘transit konteyner ardiye’ ve transit araç fuzuli işgaliye ücretlerine yüzde 20 ile yüzde 50 arasında indirim yapıldı.
  • 34.  Albania: Durres: Please note that cargo ships can be operated normally. For all the vessels that come to port the crew is not allowed to go out to shore and no embarking or disembarking of crew is possible.  Algeria:all the Ports Authorities have prohibited the loading and the discharging operations between 01:00 hours and 07:00 hours in some ports and from 19:00 hours to 07:00 hours in other ports.
  • 35.  Argentina: 22 March: The Argentine Pilotage Chamber has advised that, from 0000 hours on 24 March, all vessels proceeding from Brazil and Chile must comply with a 14-day corresponding quarantine period as established by the National Government along with Sanitary Authorities.  Australia:International crew members joining a commercial vessel voyage are subject to a 14 day self-isolation period.
  • 36.  Bahamas: Freeport Container Port (FCP) All shipboard personnel to, as far as practicable, maintain a personal space of at least two (2) metres away from the pilot  One-person only to escort the Pilot to the bridge  Pilots will not board incoming vessels arriving within the last fourteen (14) days from our government-listed high-risk countries.
  • 37.  Bangladesh: Chittagong: ”Ship’s Master and his Crew members are free from Coronavirus“ at the time of giving declaration of arrival of the vessel .  Canada:Drydock and repair facilities are working on reduced manning / split shifts to enable social distancing. Most remain open, but delays in repair and construction work are expected.
  • 38.  China:  Tianjin and Xiamen Health Declaration Form is required before vessel’s berthing.  Dalian the Customs officers will attend on board the vessel and take temperature of each crew.  Vessels with crew from Wuhan or Hubei Province on board would be monitored especially, in Putian and Quanzhou of Fujian Province the vessel may not be allowed to take berth. In Ningbo the vessel probably has to be isolated for 14 days before taking berth.  Substitution of crew is limited. Shanghai, Xiamen, Ningbo, Tianjin, Dalian forbidden by the port Authorities. Qingdao and Guangzhou forbidden in principle, unless under some special circumstances.
  • 39.  The loading/discharging operation slow down due to lack of stevedores.  As vessels are restricted to call at Wuhan port, transhipment of cargo by inland river feeder vessels in and out the ports in the Yangtze River is affected.
  • 40.  Egypt:All agents have been instructed to notify the health authorities if there is any intention to sign on or sign off of any crew in the ports of Alexandria, Dekheila or Abu Qir in relation to any crew from the following countries:  China,Taiwan,Japan,Malaysia,Vietnam,South Korea,Singapore,Iran,Italy,Kuwait,Bahrain,Ger many,France,Switzerland,Spain,
  • 41.  Greece:Crew changes are allowed only for EU and Schengen nationalities. Third countries crew changes under prohibition up to and including 18 April.  Prohibition of garbage disposal during ship’s stay alongside installations.  Provisions/Equipment/Supplies not allowed during ship’s stay alongside installations
  • 42.  Italy:23 March: All Italian ports are open for container ships and commercial vessel for the traffic of goods, whilst an international suspension of cruise ship traffic and a national suspension (or drastic reduction) of passenger traffic for Sardinia and Sicily Islands are operative.  Terminals, stevedores and logistic activities are operating under strict rules and safety conditions to safeguard all operators, stevedores and crew members from potential exposure.
  • 43.  Morocco, Malta: 20 March: Passenger traffic is suspended to /from Italy, Spain and France.  Netherlands: Employees of the Port of Rotterdam Authority are working from home as much as possible and can be reached by email. Operational services continue and the Harbour Coordination Centre remains accessible 24/7.  All events, receptions and non-essential training courses have been postponed or cancelled.
  • 44.  Panama:All vessels are required to report the health conditions on board through the Panama Maritime Single Window System (VUMPA). In case of non-compliance and/or providing false information, the vessel will be subject to penalties and/or transit restrictions.
  • 45.  Philippines: No Filipinos are allowed to embark in any cruise ship going to China.  Garbage collection, especially for food waste and animal products, is prohibited.  Delivery of ship supplies are allowed only for confirmed orders. No solicitation will be allowed on board the vessel.  Provisions shall be handled through ship’s provision crane only.
  • 46.  Saudi Arabia: Masters of all vessels to provide IMO health declaration duly signed and stamped 72 hours prior to the vessel’s arrival, along with port required pre-arrival information including last 10 port of vessel call details and crew list.
  • 47.  South Africa: Essential goods will be prioritised over non-essential goods;  Each vessel will be required to provide a mandatory import evacuation plan prior to berthing;  Cape Town Multi-Purpose Terminal will handle containers on a single berth;  Durban Point will operate on a single berth for both containers and essential breakbulk goods;  East London will not handle containers.
  • 48.  Turkey:  All husbandry services have been suspended at the Tupras Terminals at Tutunciftlik and Aliaga until further notice, due to the outbreak of Covid-19.  Due to congestion at sanitary inspection in the Izmit region, customs control will not performed between the hours of 00:01 to 08:00 local time. Depending on terminal programmes, vessels can drop anchor at the Izmit anchorage area or berth at terminals upon arrival. However, if they arrive between 00:01 LT and 08:00, they will have to wait until 08:00 for customs control.
  • 49.  all crew changes and attendance of technicians/visitors in the Turkish Straits have been suspended until further notice. Only stores spares can be delivered without any contact between vessel and agency boats.  All vessels calling at Derince Safi Terminal must be disinfected. The tariff for this compulsory disinfection will be as follows, charged to each vessel until further instructions:  0-5,000 GT: USD 500 5,001-10,000 GT: USD 700 10,001-15,000 GT: USD 1,000 15,001 GT and above: USD 1,500
  • 50. THANK YOU FOR KIND ATTENTION

Editor's Notes

  1. Koronavirüsün hızla yayılması, küresel nakliye pazarları üzerinde büyük bir etkiye sahipti, Çin'den gelen mallara olan talepteki düşüş, konteyner gemilerinden petrol tankerlerine kadar her şey üzerinde dalgalanma etkisi yarattı.
  2. Koronavirüs salgını, ABD'nin şu andaki merkez üssü olarak tüm dünyadaki tutuşunu sıkılaştırdı. 7 Nisan itibariyle şu an yaklaşık 1.300.000 kişiye bulaştı ve yaklaşık 70.000 can aldı.
  3. Arz ve talep şokları Koronavirüs salgını hem arz hem de talep şoklarını içerir. İş kesintileri üretimi düşürdü ve tedarik şokları yarattı. Tüketicilerin ve işletmelerin harcama isteksizliği talebi düşürdü Arz tarafında, işsiz işçilerden, okul kapanışları nedeniyle çocuklara bakmak zorunda olan bakıcılardan ve maalesef artan ölüm oranı işgücü arzında doğrudan bir azalma vardır. Ancak ekonomik faaliyet üzerinde daha da büyük bir etki, hastalığın kapasite kullanımında bir düşüşe yol açan kilitlenmeler ve karantinalar yoluyla yayılmasını içeren çabalar nedeniyle ortaya çıkar.   Ayrıca, tedarik zincirlerine güvenen firmalar, ister yurt içinde ister uluslararası olsun, ihtiyaç duydukları parçaları alamıyor olabilir. Örneğin Çin, özellikle elektronik, otomobil ve makine ve ekipmanlarda, dünyanın geri kalanına önemli bir ara mal tedarikçisidir. Oradaki aksaklık, aşağı havza firmalarına devrilme etkisine sahiptir. Birlikte, bu kesintiler işletme maliyetlerinde bir artışa katkıda bulunur ve ekonomik etkinliği azaltarak olumsuz bir verimlilik şoku oluşturur.
  4. En son gelişmelere (uluslararası turizmin% 50'sini temsil eden Avrupa'nın çoğunda ve Amerika, Afrika ve Orta Doğu'nun birçok ülkesinde karantina önlemleri, seyahat yasakları ve sınır kapanışları) dayanarak, Asya ve Pasifik ve önceki kriz paternleri (2003 SARS ve 2009 küresel ekonomik kriz), UNWTO uluslararası turist varışlarının 2020'de% 20 ila% 30 düşebileceğini tahmin ediyor. Bu, uluslararası turizm gelirlerinde (ihracat) 300 ila 450 milyar ABD doları arasında bir zarara dönüşecektir - en kötü senaryoda dünya çapında üretilen 1,5 trilyon ABD dolarının neredeyse üçte biri.
  5. Avrupa limanları, Coronavirüs'ün etkilerine karşı farklı seviyelerde güvenlik açığı göstermektedir. Avrupa konteyner limanları arasında, Rotterdam (Avrupa'da 1 numara) ve Hamburg (3 numara) Çin ile ilgili olarak en fazla konteyneri ele almaktadır. Ayrıca Çin, Hamburg’un konteyner üretiminin yaklaşık% 30'unu ve Rotterdam’ın hacminin yaklaşık dörtte birini temsil ediyor (grafiğe bakın). Bu rakamlar, Çin'e / Çin'den gelen ana hat hizmetlerine bağlı Avrupa içi aktarma akışlarını içermemektedir. Avrupa'nın ikinci en büyük konteyner limanı Antwerp, Çin'e daha az maruz kalıyor: 2019'da ele alınan toplam TEU'ların% 12'si. Valencia (2019'da Avrupa'da 5 numara) ve Bremerhaven (7 numara) Çin'e benzer göreceli bağımlılıklar gösteriyor.
  6. Koronavirüsün 2020'de Çin-Avrupa konteyner ticareti üzerinde orta ila güçlü bir olumsuz etkisi olması muhtemeldir. Ancak, Avrupa limanları üzerindeki potansiyel etki büyük ölçüde değişecektir. Coronavirus krizi, 2020 yılında Avrupa limanlarında Çin konteyner hacminde% 8'lik bir düşüşe neden olacaksa, Hamburg 2020'de 2,3 puan ve Rotterdam'da yaklaşık 2 yüzde puanlık bir büyüme potansiyelini kaybedecektir. Diğer portlar büyüme potansiyelinde yüzde 0,8 ila 1 puanlık bir kayıpla daha az maruz kalmaktadır. Açıkçası, Çin konteyner hacimlerinde yıllık% 25 düşüşe neden olan dramatik bir senaryo varsa, olumsuz etkiler çok daha büyük olacaktır.  Böyle bir durumda, Hamburg’un 2020’deki TEU büyümesi yüzde 7,1 puan azalırken Rotterdam, yüzde 6,1 puan düşecek. Diğer portlar için rakamlar yüzde 2,5 ila 3,1 puan arasında değişmektedir. Bunlar sadece senaryo. Önümüzdeki haftalarda / aylarda virüsün Çin'deki ve dünyanın diğer bölgelerindeki etkilenen bölgelerdeki gerçek limanla ilgili etkilerini ölçüp analiz edebileceğiz
  7. # Covid-19'un limanlar üzerindeki etkilerini/yansımaları tahmin etmek için ilk günler. Yine de, geçmiş krizler ilginç gerçekleri ortaya çıkarır. Grafik, Avrupa'daki Hamburg-Le Havre liman serisinde geçmiş krizlerin kargo konsantrasyonu üzerindeki etkisini göstermektedir. Turuncu hat, Rotterdam, Antwerp ve Hamburg arasındaki en büyük üç limanın toplam pazar payını (temel = TEU) vermektedir. Mavi çizgi, menzil için Herfindahl-Hirschman Endeksini (HHI) göstermektedir. HHI bir konsantrasyon ölçümüdür: endeks ne kadar yüksek olursa, sadece birkaç büyük limanda daha fazla yük yoğunlaşır. Önemli bir bulgu: neredeyse her kriz ortaya çıktığında kargo konsantrasyon seviyeleri azalır. Bu durum, küresel darbelere yüksek maruz kalmaları göz önüne alındığında, daha büyük limanların, en azından pazar payı açısından, bir kriz sırasında en sert şekilde vurulduğunu göstermektedir. Bu etki, taşıyıcıların kriz dönemlerinde göbeklerdeki yükü birleştirme kararları ile bir şekilde dengelenebilir. Coronacrisis muhtemelen kısa ila orta vadede benzer bir etki yaratacaktır. Doğu-batı ticaret şeritlerindeki boş yelkenlerin hub limanlarındaki TEU hacmi üzerinde güçlü bir etkisi vardır.
  8. Yeni yılın başlangıcı, genellikle kuru dökme yük taşımacılığında olduğu gibi, düşen navlun oranları ile belirlendi. Güçlü bir Q4'ten sonra Ocak ayında görülen mevsimsel çöküş, IMO 2020 kükürt başlığından kaynaklanan ek yakıt maliyeti ile daha da kötüleşti. Aralık ayı başında başlayan ortalama Capesize kazançlarındaki dik düşüş yeni yıla kadar devam etti. Baltık Capesize Endeksi ilk kez 31 Ocak'ta negatif bölgeye düştü ve ortalama kazançlar 7 Şubat'ta günde 2.660 USD seviyesinde kaldı.   Aslında, bu tarihe kadar, sadece Supramax gemileri günde 5.000 USD'nin üzerinde kazanıyordu, bu sektör için ortalama kazanç günde 5.400 USD idi. Panamax ve Handysize kazançları günlük 3.535 USD ve günlük 3.502 USD'ye düşmüştür.
  9. Örneğin, büyük Tubarao, Brezilya'dan Qingdao'ya, Çin demir cevheri ticaretinde, ortalama Capesize kazançları Ocak ayında günlük 6.341 ABD doları olarak gerçekleşti. Bu, Aralık 2019 ortalamasından% 71,6 ve Ocak 2019 ortalamasından% 60,8 daha düşük. Öte yandan, ton nokta başına dolar - göndericilerin ödeyeceği her şey dahil oran - çok daha fazla istikrar gördü, ancak çoğu durumda daha yüksek yakıt maliyetlerinin operatörlerden / mal sahiplerine. Aynı Tubarao'dan Qingdao rotasına yönelik Ocak 2020 ortalaması, Aralık 2019'dan bu yana sadece% 8.3 düştü ve Ocak 2019'daki ortalamadan neredeyse% 4 daha yüksek. Ocak 2020'de günde ortalama 17,541 USD olan daha ucuz yüksek kükürtlü akaryakıtta yelken açmaya devam edin. Bu, yıkayıcı olmayan bir gemiden günde 11.000 USD daha fazladır (Kaynak: Clarksons).
  10. Zaten Baltık Kuru Endeksinde 20 Şubat'ta başlayarak 16 günlük olumlu bir seyir gördük. Borsalar ve petrol fiyatları etrafımızda çöküyor olsa da, kuru yük navlun piyasası, çok düşük bazda iyileşme görülmekte. Ancak yine de, herkes için ters yönde ilerliyor. Kuru yükün hepsinden en az ve en düşük etkiyi alması iyi olabilir. LNG'nin bundan büyük bir etki görmesini beklemiyorum. Çoğu LNG çok yıllı sözleşmelerde satılmaktadır ve elektrik üretmek için gazı yakmak için enerji kullanımından garantili bir talep vardır.
  11. Toplu taşıma sırasında mürettebatın biniş / iniş işlemleri Veya Türk Boğazları boyunca kesintisiz pasajlar yasak ülke limanlarını ziyaret eden gemiler son 14 gün içinde veya mürettebat üyesi veya yolcu olması bu ülkelerden gemiye katılanlar hariç, hastalık ve ölüm için Son 14 gün içinde yasaklı ülkelerin limanlarını ziyaret eden veya bir mürettebat üyesi veya bu ülkelerden gemiye katılan bir yolcu bulunan gemiler 14 günlük karantina uygulayacak ve liman alanının dışına demirleyecektir. Rıhtım izni, 14 günlük karantina süresinin sonunda gemi, yük ve mürettebat üzerinde gerekli incelemelerin tamamlanmasından sonra verilir. 14 günlük karantina süresinin belirli bir süre olmadığını ve limanın ve geminin durumuna bağlı olarak kısaltılabileceğini veya uzatılabileceğini belirtmek önemlidir.
  12. Türkiye Cumhuriyeti tarafından kontrol edilen limanlarda sürdürülecek olan Liman Devleti Kontrol yüzdesinde öngörülen ve Genelge tarihinden (17.03.2020) 3 ay sonra% 15 yeni bir oran uygulanacaktır. Son 14 gün içinde Çin, İtalya, Güney Kore, Japonya, Irak ve İran ve diğer yasak ülkeler olarak adlandırılan gemiler için, Türk Limanlarında mürettebat için gemiye binmeye izin verilmiyor. Yasak ülkeler olarak adlandırılan gemilere, tedarik, sığınak ve teknik ekipman tedarikine izin verildiğini söyledikten sonra.
  13. Agenta personeli ile asgari temas sağlamak için, Agenta tarafından limanlara ve tersanelere giriş ve kalkış için üretilen belge ve sertifikalar, Liman Kaptanları yerine Acente tarafından arşivlenecek ve inceleme talebi üzerine sunulacaktır. araştırma.
  14. Gemiler, deniz taşımacılığının sürdürülmesinde temel faktörlerdir. Gemiler üzerinde alınacak hijyenik önlemlere ek olarak, Ulaştırma ve Altyapı Bakanlığı tarafından yayımlanan Genelgeler, Denizcilik Genel Müdürlüğü, Türk ve Yabancı Bayraklı Gemiler için ne tür tedbirlerin alınacağını ve ne tür değişikliklerin olacağını belirtmektedir. pratikte yapılacaktır. Gemilerin ön sörveyleri ile ilgili bazı değişiklikler yapılmıştır: Türk Bayraklı gemilere iki aylık ve dört aylık periyotlarda yapılacak ön araştırma denetimleri (aylık ve üç aylık periyotlar yerine)  Geminin yasaklı ülkelerin limanlarını 14 gün içinde ziyaret etmesi veya gemiye bu ülkelerden katılan bir mürettebat üyesi veya yolcunun bulunması durumunda geminin ön inceleme süresinin 6 aya kadar uzatılması
  15. Geminin limana girişinden önceki 14 gün boyunca günlük faaliyetleriyle ilgili olarak, denizcilerin listeleri, yolcuların profilini içeren listeler, yükün türü ve kökeni hakkındaki profili içeren kargo listeleri   Serbest ve temiz pratique prosedürlerini yoğunlaştırmak   Gemiler ve şirketler için belgelendirme ve inceleme için herhangi bir uzatma talebi Denizcilik Genel Müdürlüğü'nün gözden geçirilmesinden sonra 3 aya kadar verilecektir.
  16. Denizci terimi, gemide çalışan tüm subayları, yardımcı subayları, kursiyerleri, asistanları ve yardımcı servis personelini tanımlar. Öte yandan liman personeli, özellikle yurt içinde ve / veya yurt dışında faaliyet gösteren gemilerin yüklenmesi, boşaltılması ve bilgi işlemesi için idari işlere atanmış olan kişileri açıklamaktadır. Bu kişiler kendilerini Covid-19'a maruz bırakma riski yüksek gruptadır ve başkalarına bulaşmaları daha olasıdır. Bu nedenle, aşağıda özetlendiği gibi bu kişiler için bazı idari ve yasal düzenlemeler de getirilmiştir:   Kişisel temizlik ve hijyen için denizcilere ve liman personeline solunum maskesi, dezenfektan jel, koruyucu gözlük, koruyucu tulum, nitril eldiven tedarik edilmesi
  17. Denizcilerin ve liman personelinin Covid-19'un patlak vermesi hakkında bilgilendirilmesi; kendilerini kontamine olmaktan nasıl koruyacak ve salgını ve / veya artmasını önlemek için alınacak önlemler   Kaptan ve / veya sağlık görevlisi, her bir personelin günlük ateşini ölçecek ve bu verileri her gün ilgili listede tutmalıdır.   Denizcilerin Covid-19'un patlak vermesini önlemek için aşağıdaki önlemleri almaları bekleniyor: Ateş veya solunum yolu hastalığı semptomları varken gemide çalışmamak Hasta kişilerle etkileşime girerken 180 cm mesafeyi korumak ve başka herhangi bir kişiyle etkileşime geçmeden önce koruyucu maske takmak, başkalarıyla teması mümkün olduğunca en aza indirmek, Ellerinizi mümkün olduğunca sık yıkamak, mümkün değilse,% 60-% 95 alkol içeren bir el dezenfektanı kullanmak Hapşırma ve öksürme durumunda ağız ve burnun kapatılması Göz, burun ve ağza dokunmaktan kaçının
  18. Denizci ve liman personeli sayısı yayılma riskini en aza indirgemek için mümkün olduğu kadar azaltılmalı, Geminin 14 günlük karantina süresinin sona ermesinden sonra, gerekli sağlık kontrollerinden sonra bu gemilerin denizcilerine 14 günlük bir karantina süresi daha sipariş edilebilir (Zorunlu değildir, ancak sağlık kontrolünün sonuçlarına göre karar verilebilir)   Gemiden çıkış yapan Türk denizcileri için zorunlu sağlık kontrolleri yapılacaktır. Denizcinin Covid-19 belirtileri varsa, Covid-19 Rehberine uygun olarak hastaneye kaldırılacaktır. Covid-19 belirtisi olmayan denizcinin gemiden ayrılmasına izin verilmeden önce "Covid-19 hakkında Bilgi, Onay ve Ev İzleme Formu" nu imzalaması gerekir.   Onay formunu imzalayan denizciler 14 günlük karantina döneminde İl Sağlık Müdürlüğü tarafından izlenecek.
  19. Yurtdışındaki liman personeli için, yakın bir geri dönüş mümkün değilse, çalışma izinlerine 3 ay süre uzatımı yapılacaktır. Yakın bir geri dönüş mümkün ise, İl Sağlık Müdürlüğü'nün gözetiminde ülkeye girişinden 14 gün sonra karantina süresi zorunludur ve bu 14 gün ilgili iş günleri için idari izin olarak kabul edilebilir.  Ülkede 60 yaşın üzerindeki liman personeli, hamile kadınlar, emzirme, engelliler ve Sağlık Bakanlığı tarafından idari izinde (bağışıklık problemleri olanlar, kanser hastaları, kronik solunum hastaları, obezite ve diyabet, kardiyovasküler hastalıklar, organ nakli, kronik hastalar)  Yukarıda belirtilen düzenlemelerin yanı sıra, Türk Boğazı pilotları, tüm personel ve mürettebatın, pilotun gemiye çıkmadan önce maskeleri takmasını şart koşmaktadır. Güverte görevlilerinin de İstanbul Boğazları'ndan geçerken maskeler takmaları gerekiyor.
  20. Arnavutluk: Durres: Kargo gemilerinin normal şekilde çalıştırılabileceğini lütfen unutmayın. Limana gelen tüm gemiler için mürettebatın kıyıya çıkmasına izin verilmez ve mürettebatın inişi veya inişi mümkün değildir. Cezayir: Tüm Liman Otoriteleri, bazı limanlarda 01:00 saat ile 07:00 saatleri arasında ve diğer limanlarda 19:00 - 07:00 saatleri arasında yükleme ve boşaltma işlemlerini yasakladı
  21. Arjantin: 22 Mart: Arjantin Kılavuzluk Odası, 24 Mart'ta 0000 saatten itibaren, Brezilya ve Şili'den gelen tüm gemilerin, Sağlık Otoriteleri ile birlikte Ulusal Hükümet tarafından belirlenen 14 günlük ilgili bir karantina süresine uyması gerektiğini tavsiye etti. Avustralya: Ticari bir gemi yolculuğuna katılan uluslararası mürettebat üyeleri, 14 günlük kendi kendine tecrit süresine tabidir.
  22. Bahamalar: Freeport Konteyner Limanı (FCP) Mümkün olduğunca, pilottan en az iki (2) metre uzakta bir kişisel alan muhafaza edecek tüm gemi personeli Sadece bir kişiyi Pilotu köprüye götürmek için Pilotlar, hükümet tarafından listelenen yüksek riskli ülkelerimizden son on dört (14) gün içinde gelen gemilere binmeyeceklerdir.
  23. Bangladeş: Chittagong: “Geminin Kaptanı ve Mürettebat üyeleri, geminin geliş beyanı verirken Coronavirus'dan muaf”. Kanada: Drydock ve onarım tesisleri sosyal mesafeyi azaltmak için daha az insani / bölünmüş vardiya üzerinde çalışıyor. Çoğu açık kalır, ancak onarım ve inşaat işlerinde gecikmeler beklenir.
  24. Çin: Geminin yanaşmasından önce Tianjin ve Xiamen Sağlık Beyan Formu gereklidir. Dalian Gümrük memurları gemiye katılacak ve her mürettebatın sıcaklığını alacaktır. Gemide Wuhan veya Hubei Eyaletinden mürettebatlı gemiler özellikle izlenecek, Fujian Eyaleti Putian ve Quanzhou'da geminin rıhtıma izin verilmeyebilir. Ningbo'da geminin, rıhtı almadan önce muhtemelen 14 gün izole edilmesi gerekiyor. Mürettebatın ikamesi sınırlıdır. Şanghay, Xiamen, Ningbo, Tianjin, Dalian liman yetkilileri tarafından yasaklandı. Qingdao ve Guangzhou, bazı özel koşullar altında prensipte yasaklanmıştır.
  25. Yükleme / boşaltma işlemi, strese bağlı olmaması nedeniyle yavaşlar. Wuhan limanında gemilerin aranması kısıtlandığından, Yangtze Nehri'ndeki limanların içindeki ve dışındaki iç nehir besleyici gemiler tarafından yük aktarımı etkilenir.
  26. Mısır: İskenderiye, Dekheila veya Abu Qir limanlarında aşağıdaki ülkelerden herhangi bir mürettebatla ilgili olarak herhangi bir mürettebatı imzalama veya imzalama niyeti varsa tüm acentelere sağlık yetkililerini bilgilendirmeleri talimatı verilmiştir: Çin, Tayvan, Japonya, Malezya, Vietnam, Güney Kore, Singapur, İran, İtalya, Kuveyt, Bahreyn, Almanya, Fransa, İsviçre, İspanya
  27. Yunanistan: Mürettebat değişikliklerine sadece AB ve Schengen uyrukları için izin verilmektedir. Üçüncü ülkeler, 18 Nisan'a kadar olan ve yasaklanan değişiklikler kapsamında mürettebatı değiştirdi. Tesislerin yanında geminin kalması sırasında çöplerin atılmasının yasaklanması. Tesislerin yanında geminin kaldığı süre boyunca izin verilmeyen hükümler / Ekipman / Malzemeler
  28. İtalya: 23 Mart: Tüm İtalyan limanları konteyner gemilerine ve malların trafiği için ticari gemilere açıkken, uluslararası yolcu gemisi trafiğinin askıya alınması ve Sardunya ve Sicilya Adaları için yolcu trafiğinin ulusal bir süspansiyonu (veya ciddi bir şekilde azaltılması) etkindir. Terminaller, stevedores ve lojistik faaliyetleri, tüm operatörleri, stevedores ve mürettebat üyelerini potansiyel maruziyetten korumak için katı kurallar ve güvenlik koşulları altında çalışmaktadır.
  29. Fas, Malta: 20 Mart: Yolcu trafiği İtalya, İspanya ve Fransa'ya / İspanya'dan askıya alındı. Hollanda: Rotterdam Limanı Otoritesi çalışanları mümkün olduğunca evden çalışıyor ve e-posta ile ulaşılıyor. Operasyonel hizmetler devam ediyor ve Liman Koordinasyon Merkezi 7/24 erişilebilir durumda. Tüm etkinlikler, resepsiyonlar ve zorunlu olmayan eğitim kursları ertelendi veya iptal edildi.
  30. Panama: Tüm gemilerin, gemideki sağlık koşullarını Panama Denizcilik Tek Pencere Sistemi (VUMPA) aracılığıyla raporlaması gerekmektedir. Uyumsuzluk ve / veya yanlış bilgi verilmesi durumunda, gemi cezalara ve / veya transit kısıtlamalarına tabi olacaktır.
  31. Filipinler: Hiçbir Filipinli Çin'e giden herhangi bir yolcu gemisine binemez. Özellikle yiyecek atıkları ve hayvansal ürünler için çöp toplanması yasaktır. Gemi malzemelerinin teslimine sadece teyit edilen siparişler için izin verilir. Gemide herhangi bir talebe izin verilmeyecektir. Hükümler sadece geminin tedarik vinci vasıtasıyla ele alınacaktır.
  32. Suudi Arabistan: Geminin varışından 72 saat önce IMO sağlık beyanını usulüne uygun olarak imzalamış ve mühürlenmiş tüm gemilerin kaptanlarının yanı sıra, son 10 liman araması detayı ve mürettebat listesi de dahil olmak üzere liman için varış öncesi bilgi gereklidir.
  33. Güney Afrika: Temel mallar, temel olmayan mallara göre önceliklendirilecektir; Her geminin yanaşmadan önce zorunlu bir ithalat tahliye planı sunması istenecektir; Cape Town Çok Amaçlı Terminal konteynırları tek bir iskelede taşıyacaktır; Durban Point hem konteynerler hem de temel yük taşı ürünleri için tek bir rıhtımda faaliyet gösterecek; Doğu Londra konteynırlarla uğraşmayacak.
  34. Türkiye: Covid-19'un patlak vermesi nedeniyle tüm haber hizmetleri Tutunciftlik ve Aliağa'daki Tüpraş Terminallerinde askıya alındı. İzmit bölgesindeki sıhhi denetimde tıkanıklık nedeniyle, yerel saatle 00: 00-08: 00 saatleri arasında gümrük kontrolü yapılmayacaktır. Terminal programlarına bağlı olarak, gemiler varışta İzmit ankraj alanına demir atabilir veya terminallerde rıhtım yapabilir. Ancak, 00:01 LT ile 08:00 arasında gelirlerse, gümrük kontrolü için 08: 00'a kadar beklemeleri gerekecek
  35. Türk Boğazlarındaki tüm mürettebat değişiklikleri ve teknisyenlerin / ziyaretçilerin katılımı, bir sonraki duyuruya kadar askıya alınmıştır. Gemi ve acenta tekneleri arasında herhangi bir temas olmadan sadece mağaza yedek parçaları teslim edilebilir. Derince Safi Terminali'ni çağıran tüm gemiler dezenfekte edilmelidir. Bu zorunlu dezenfeksiyon için tarife, aşağıdaki talimatlara kadar her bir gemiye tahsil edilecektir: 0-5.000 GT: 500 USD 5.001-10.000 GT: 700 USD 10.001-15.000 GT: 1.000 USD 15.001 GT ve üzeri: 1.500 USD