The logistics chain is 'turned upside down' by the coronavirus, but this is not the first time that cargo supply has been affected by a global crisis, so shipping companies, ports and logistics companies have been implementing measures to cope from day one the challenges of this particular crisis. What is atypical is the sanitary restrictions that limit human contact and interaction. This crisis is unprecedented in a cross-cutting manner across all industries, and the logistics chain workers have felt the direct and strong impact. Such is the case of the crews of sea cargo vessels, who are 'trapped' in their ships, with no possibilities to disembark and return to their countries of origin. As there is no single sanitary protocol established by a universal organization, it is the local authorities of the countries that determine the rules for the crew to disembark. It is there where a conflict occurs between government health authorities and corporate executives, where the only injured party is the crew member whose only desire is to return home.

Concerned about the world's crews 'caught on the high seas', Maritime World conversed exclusively with Niels Bruus, Head of Marine HR Maersk Line, who shared the measures and actions that the Danish company is taking to repatriate its crew members. «The commitment our crew members have shown to keeping the logistics chain active has been outstanding, to say the least, but we cannot expect this to continue. "We need to create a visible line for each of the crew members of when they can return to their loved ones, that is our top priority.", expresses the executive of the shipping company.

Sanitized and forgotten

For Bruus, the problem is already beginning to escape the capabilities that the shipping company has to protect the well-being of the workers on board and ensure their healthy return home. «Our health protocols include the cleaning of the ships and procedures to ensure social distancing between crew members. But the decision to keep them on board has already reached a critical point where we need immediate action due to the fatigue that being on board for so many months has caused in them., highlights the executive.

The problem is that there are countries that have ongoing protocols and others that do not, and the truth is that this has been the trend of the pandemic and the action protocols at all times. The situation is dynamic and changes day by day, with very different realities in each region of the globe. «Although the pandemic is under control in Europe, the situation is different in other areas of the world, developing every day and we are using every opportunity that is presented to us. We hope to share good news from Latin America soon"Says the Danish executive, who adds that"“We have been seeing that more and more countries and ports are opening up to the replacement of crew members, but more is still needed to normalize the situation and allow those people with extended contracts to return home.”.

Essential but rejected

Bruus reveals that one of the main problems regarding crew repatriation efforts has been the refusal by authorities - in countries all over the world - to provide medical assistance to sailors or authorize their repatriation papers due to the health conditions, both physical and mental, that they present. «We have had cases where a crew member suffered from anxiety combined with depression. Our medical team advised that he receive psychological treatment, but due to local Covid-19 restrictions in the port where the ship was located, a medical visit could not be arranged. Local authorities did not allow the crew member to disembark at any of the vessel's ports of call. Eventually, the ship was diverted to another country where, fortunately, the person was able to disembark and receive the necessary treatment., relates the Danish human resources executive.

«As the IMO states in its call this month, nations must treat seafarers as essential workers. Our colleagues at sea are ensuring that logistics chains stay running for the benefit of the global economy, international trade and jobs around the world. We really need to be there for them and also give them the support they need when they need it.", Maersk executive points out.

Support in the storm

There are approximately 400.000 crew members 'stranded' on the high seas. In June, around 100.000 were replaced, mainly in ports in countries where protocols are in place and which, in addition, have airports open and functioning. The 300.000 that remain to be repatriated are on board their respective ships. Bruus details that in the case of Maersk Line, the company has made additional resources available to the crew for their emotional well-being, with support from professionals, in addition to increased bandwidth, so that they can maintain contact with their families; access to psychological support for crew members and sailors and their families; increased food and beverage budget; increase in the budget for welfare items. "It What really matters is that the crew members manage to get home as soon as possible. We are doing everything we can to achieve this. "They have done an excellent job during all this time.".

"We have failed our crew members"

From the other side of the spectrum, ports are also aware of the importance of crew replacement. «"We have failed our crew members by not having made the importance of their work visible to local governments."Says Juan Carlos Croston, VP Marketing & Corporate Affairs, Manzanillo International Terminals, in a sense mea culpa of the entire industry and that he shared in an exclusive conversation with MundoMaritimo.

The problem is that, despite facing a common problem, there is no dialogue focused on the crew members. «There is no standardization of protocols, both maritime and health., reveals Croston, who highlights that it is the 'technical part of how to do it' where the systems fail. «In some parts of the world they have managed to establish certain protocols for the replacement of crew members, as is the case of Singapore, which developed a document and is applying it, along with some ports in Europe and the Caribbean. The issue is that we have not made the issue visible to those who make the decisions in this regard., adds the MIT-PAN executive, who is also president of the Caribbean Shipping Association.