Dopo 10 anni di abusi , forse questa volta anche il MIT riconoscera’ i corsi stcw fatti in EU

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http:/https://www.torremare.net/marittimi/decreto130720.html

13-07-2020

DIRETTIVA (UE) 2019/1159 DEL PARLAMENTO EUROPEO E DEL CONSIGLIO del 20 giugno 2019 recante modifica della direttiva 2008/106/CE concernente i requisiti minimi di formazione per la gente di mare e che abroga la direttiva 2005/45/CE riguardante il reciproco riconoscimento dei certificati rilasciati dagli Stati membri alla gente di mare

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Con l’entrata in vigore della direttiva UE 2019/1159 avvenuta 20 giorni dopo che è stata pubblicata sulla gazzetta ufficiale europea del 12/07/2019 e che dovrà essere recepita dagli Stati membri entro il 2 Agosto del 2021, mi auguro che anche ai marittimi italiani possano essere riconosciuti i certificati di addestramento conseguiti nei vari centri europei.

Il paragrafo 5 della direttiva, recita testualmente:

Uno degli obiettivi della politica comune dei trasporti nel settore marittimo è facilitare la circolazione della gente di mare all’interno dell’Unione. Tale circolazione contribuisce, tra l’altro, a rendere il settore del trasporto marittimo dell’Unione attrattivo per le future generazioni, evitando così una situazione in cui il settore marittimo europeo si trovi a fronteggiare una carenza di personale competente dotato della giusta combinazione di capacità e competenze. Il reciproco riconoscimento dei certificati rilasciati dagli Stati membri alla gente di mare è essenziale per facilitare la libera circolazione della gente di mare. Alla luce del diritto ad una buona amministrazione, le decisioni degli Stati membri concernenti l’accettazione di certificati di addestramento rilasciati alla gente di mare da altri Stati membri ai fini del rilascio di certificati di competenza nazionali dovrebbero basarsi su ragioni riconoscibili da parte del marittimo interessato.

L’art.5 ter, inserito nel testo della direttiva 2008/106/CE dalla direttiva UE/2019/1159 stabilisce che:

1) Ogni Stato membro accetta certificati di addestramento e prove documentali rilasciati da un altro Stato membro, o sotto la sua autorità, in formato cartaceo o digitale, al fine di autorizzare la gente di mare a prestare servizio a bordo di navi battenti la propria bandiera.

2) Al fine di autorizzare la gente di mare a prestare servizio a bordo di navi battenti la propria bandiera, ogni Stato membro accetta certificati medici rilasciati sotto l’autorità di un altro Stato membro conformemente all’articolo 11. e si applica alla gente di mare che possiede un certificato rilasciato da uno Stato membro, indipendentemente dalla loro nazionalità.»;

Come si evince dall’art.5 ter, bisogna riconoscere ai marittimi i certificati di addestramento e i certificati medici rilasciati da uno Stato membro, indipendentemente dalla loro nazionalità; ciò che al momento non avviene nel nostro paese, in quanto la nostra Amministrazione, non riconosce i certificati di addestramento conseguiti dai marittimi Italiani nei vari centri di formazione dell’unione europea, in quanto tali certificati devono essere conseguiti effettuando i corsi, solo ed esclusivamente in Italia. Infatti il paradosso che ho già segnalato in diverse occasioni e che, se un marittimo rumeno effettua i corsi di addestramento in Romania ed imbarca su nave battente bandiera Italiana è autorizzato a poter lavorare, invece se gli stessi corsi li effettua un marittimo Italiano nello stesso centro dove li ha effettuati il marittimo rumeno, non può lavorare sulle navi italiane, in quanto la nostra Amministrazione non riconosce i certificati conseguiti.

Concludo facendo un serio appello sia alle parti sociali e sia alla nostra Amministrazione, affinché si attivino al fine di riconoscere i certificati conseguiti nei centri europei.

C.L.C Mario Collaro

Francia riapre allo yachting , con limitazioni

Commenti disabilitati su Francia riapre allo yachting , con limitazioni

France resume Boating

Rinnovo automatico CoC e GoC in scadenza fino al 31/12/2020

Commenti disabilitati su Rinnovo automatico CoC e GoC in scadenza fino al 31/12/2020

Scarica le circolari:

VPTM.REGISTRO UFFICIALE.2020

GMDSS

Sailors , there is always an horizon to stare at.

Commenti disabilitati su Sailors , there is always an horizon to stare at.

ILO ► Information note on maritime labour issues and coronavirus (COVID-19)

Commenti disabilitati su ILO ► Information note on maritime labour issues and coronavirus (COVID-19)

► Information note on maritime labour issues and coronavirus (COVID-19)ILO

 

Download the doc.

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Seafarers must be exempt from travel bans, say ICS and ITF

Commenti disabilitati su Seafarers must be exempt from travel bans, say ICS and ITF

Seafarers must be exempt from travel bans, say ICS and ITF

The coronavirus pandemic has left crew around the world in a precarious position. National travel bans threaten their access to ports and global industry bodies are stepping in to ask for protection

National travel bans threaten crew access to ports and global industry bodies are stepping in to ask for protection. The move comes as the IMO calls for a ‘practical and pragmatic approach’ to crew changeovers

THE WORLD’S biggest shipowner and seafarer bodies are calling for seafarers to be exempt from national travel bans, while the head of the International Maritime Organization has called for pragmatism in dealing with crew changeovers.

The International Chamber of Shipping and the International Transport Workers’ Federation have sent a joint letter to the heads of United Nations agencies stressing the importance of seafarers in the circulation of global trade and the integrity of supply chains.

“In particular, this means keeping the world’s ports open for calls by visiting commercial ships, and facilitating crew changes and the movement of ships’ crews with as few obstacles as possible,” the two organisations said.

The letter was sent to the heads of the IMO, the International Labor Organisation, the UN Conference on Trade and Development and the World Health Organization.

Certain European Union countries are imposing national travel bans, while the EU will introduce a 30-day ban for travel to the EU for non-EU nationals. Meanwhile, regions elsewhere have set their own restrictions; ships and crews coming into Queensland, Australia face new prohibitions.

European industry bodies asked for similar help from the EU and its governments on Wednesday.

At the same time several large shipping companies, including Maersk, have suspended crew changes because of the coronavirus.

The ITF and ICS said that 100,000 seafarers must change over every month to comply with rules and regulations.

“We therefore wish to emphasise the vital need for the world’s professional merchant seafarers to be granted appropriate exemptions from any national travel restrictions, when joining or leaving their ships, to keep the world’s maritime supply chains functioning,” they said.

Regardless of their nationality, seafarers should be treated as any other international “key workers”, such as airline crew and medical personnel, they said.

“As such, they should be afforded special consideration and, notwithstanding the need to comply with emergency health protocols, treated with pragmatism and understanding when seeking to travel to and from their ships,” ITF and ICS added.

Meanwhile, IMO secretary-general Kitack Lim released a video statement on the situation that he will be initiating meetings with leaders from shipping, ports and other sectors to help find solutions.

“Defeating the virus must be the first priority, but global trade, in a safe, secure and environmentally friendly manner must be able to continue, too,” said Mr Lim.

Seafarers are at the frontline of the current “global calamity” and their health is as important as anyone else’s according to Mr Lim.

“Again, I urge a practical and pragmatic approach, in these unusual times, to issues like crew changeovers, resupply, repairs, survey and certification and licensing of seafarers,” he said.

The IMO has postponed scheduled meetings through the end of March.

The coronavirus pandemic has left crew around the world in a precarious position. National travel bans threaten their access to ports and global industry bodies are stepping in to ask for protection

National travel bans threaten crew access to ports and global industry bodies are stepping in to ask for protection. The move comes as the IMO calls for a ‘practical and pragmatic approach’ to crew changeovers

THE WORLD’S biggest shipowner and seafarer bodies are calling for seafarers to be exempt from national travel bans, while the head of the International Maritime Organization has called for pragmatism in dealing with crew changeovers.

The International Chamber of Shipping and the International Transport Workers’ Federation have sent a joint letter to the heads of United Nations agencies stressing the importance of seafarers in the circulation of global trade and the integrity of supply chains.

“In particular, this means keeping the world’s ports open for calls by visiting commercial ships, and facilitating crew changes and the movement of ships’ crews with as few obstacles as possible,” the two organisations said.

The letter was sent to the heads of the IMO, the International Labor Organisation, the UN Conference on Trade and Development and the World Health Organization.

Certain European Union countries are imposing national travel bans, while the EU will introduce a 30-day ban for travel to the EU for non-EU nationals. Meanwhile, regions elsewhere have set their own restrictions; ships and crews coming into Queensland, Australia face new prohibitions.

European industry bodies asked for similar help from the EU and its governments on Wednesday.

At the same time several large shipping companies, including Maersk, have suspended crew changes because of the coronavirus.

The ITF and ICS said that 100,000 seafarers must change over every month to comply with rules and regulations.

“We therefore wish to emphasise the vital need for the world’s professional merchant seafarers to be granted appropriate exemptions from any national travel restrictions, when joining or leaving their ships, to keep the world’s maritime supply chains functioning,” they said.

Regardless of their nationality, seafarers should be treated as any other international “key workers”, such as airline crew and medical personnel, they said.

“As such, they should be afforded special consideration and, notwithstanding the need to comply with emergency health protocols, treated with pragmatism and understanding when seeking to travel to and from their ships,” ITF and ICS added.

Meanwhile, IMO secretary-general Kitack Lim released a video statement on the situation that he will be initiating meetings with leaders from shipping, ports and other sectors to help find solutions.

“Defeating the virus must be the first priority, but global trade, in a safe, secure and environmentally friendly manner must be able to continue, too,” said Mr Lim.

Seafarers are at the frontline of the current “global calamity” and their health is as important as anyone else’s according to Mr Lim.

“Again, I urge a practical and pragmatic approach, in these unusual times, to issues like crew changeovers, resupply, repairs, survey and certification and licensing of seafarers,” he said.

The IMO has postponed scheduled meetings through the end of March.

Nuove circolari per rinnovi corsi SSO CSO,“Istruzione e addestramento per il personale in servizio su navi passeggeri” (D.D. 15 febbraio 2016).certificazioni relative ai corsi M.A.M.S. (D.D. 25 ottobre 2016), M.A.B.E.V. (D.D. 25 ottobre 2016), Antincendio Base ed Avanzato (D.D. 2 maggio 2017) e Sopravvivenza e Salvataggio (D.D. 2 maggio 2017).

Commenti disabilitati su Nuove circolari per rinnovi corsi SSO CSO,“Istruzione e addestramento per il personale in servizio su navi passeggeri” (D.D. 15 febbraio 2016).certificazioni relative ai corsi M.A.M.S. (D.D. 25 ottobre 2016), M.A.B.E.V. (D.D. 25 ottobre 2016), Antincendio Base ed Avanzato (D.D. 2 maggio 2017) e Sopravvivenza e Salvataggio (D.D. 2 maggio 2017).

Scarica qui il testo della comunicazione e delle 3 circolari del COMANDO GENERALE DELLE CAPITANERIE DI PORTO

 

 

 

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WhatsApp Image 2020-03-19 at 11.01.51

CGCCP.REGISTRO UFFICIALE.2020.0034461

CGCCP.REGISTRO UFFICIALE.2020.0034597

scadenze prorogata per biennale CoC

Commenti disabilitati su scadenze prorogata per biennale CoC

in allegato scarica il pdf

 

WhatsApp Image 2020-03-13 at 13.51.08

 

VPTM.REGISTRO UFFICIALE.2020.0007428

Fatigue in Captaincy

Commenti disabilitati su Fatigue in Captaincy

Fatigue in Captaincy
An Update From The Bridge – an article written by the captain’s committee
The International Superyacht Society (ISS) is the representative organisation of the Large yacht industry with a mission to; “Promote Excellence and Ensure Sustainability in the Global Yachting Industry”. Within the ISS are committees established to work towards this mission.
The Captain’s Committee is a collective of current seafaring Captains from varying backgrounds and locations that work together to represent the concerns of yacht crew and Captains. Major projects include, the support for ISWAN and the launch of the yacht crew helpline www.superyachthelp.org and the publishing of issues of wide industry concern.
In this first article, from the ISS Captains, is the unanimous view of the greatest challenge to today’s Yacht Captains is fatigue management. Their own and that of the Crews they lead.
There is a sense that we, the Captains, are sitting on the greatest “Dirty Little Secret” in the yachting industry. In this article we will break out some of the reasons we feel this and that it is not constrained to any one size or segment within yachting.
“A Symptom, not a Problem”
As the Captains began sharing anecdotes, one in the committee members spoke up and asked if we were all looking at this the wrong way: “Is fatigue not a problem in itself but a just a symptom of the wider problems in modern yachting?” The penny dropped and the group on the call took a pause, ‘If fatigue that is such a concern is the symptom, what are the cause(s)?”.
When looking for causes it became tricky as we have what could be called a “Progress Paradox”, in that everything is better, but the Captains and crews are feeling worse.
Breaking this quandary to its components:
     I.       The yachts have never been built better, and this extends to operational capability, environmental considerations and with MLC now well entrenched better accommodation and facilities for crew.
    II.       The Crew are better trained, more professionally focused and their terms are better than the past.
   III.       Supporting companies are stronger, more comprehensive and staffed by more qualified personal.
So with all this, the industry’s performance must be ‘never-better’, right? Why then, are we, the Captains, feeling stretched like never before?
There is no single answer of course, more layers of factors that when combined leave Captains and their Crews feeling physically and mentally exhausted trying to hold the tails of the ocean-going tigers they work within.
The Culture
The stakeholders in the larger maritime world, have had a decades long campaign a positive error culture, where all are empowered to speak out on safety. Parallels have been drawn with aviation and medical industries which have successfully increased safety and reduced costs by empowering staff to report and document their mistakes so their industries can learn from it. Excellent further reading on this can be found at: “Making Critical Decisions at Sea”, which was recently published by CHIRP and distributed by the Nautical Institute amongst others.
Many yacht Captain’s feel the opposite situation is entrenched within their yachts. Captain’s do not feel empowered to openly state;
 “I am stretched to breaking point and fatigue is endangering myself and my crew.”
The shore support teams rely and demand the Captain to have and execute the authority to operate the vessel safely. Does this extend to stopping the yacht when fatigue is placing crew at risk? If this is said there are too many cases where the resolution is to replace the non-cooperating Captain at the next opportunity that doesn’t impact the Owners enjoyment with another Captain that will accept the motto of yachting “Harden Up, Sleep later and deliver the Guest Experience”.
Ironically, all the ISS Captains have been guilty of this view as it is how they entered the industry and it is ingrained in their DNA. Now the industry has outgrown this Neanderthal-esque view and the question is; How can this cycle be broken?
Is this critical problem even known by the most important members of our yacht community, the Yacht Owners? The yachts that are being marketed are so capable that the crew cannot maintain them. Is there meaningful representation by the DPA to the highest levels of Ownership of this concern as required by the ISM code?
The legislation has flexibility, and, in many cases, fatigue could be easily mitigated by sensible turnaround times or an industry wide education campaign, so guests understand the yachts are not resorts with shifts – there is only one crew. No harm, no foul is only going to work while the yachts ride their luck until some terrible tragedy shakes the industry out of our self-induced blindness where fees and commissions exceed a true commitment to safety.
There are more incidents in yachting than are reported. This is a whispered, though well-known fact. Yes, the responsibility for reporting returns to the Captains, but when fatigue is a contributory factor there is no action, or worse the captain is held to improve the work rosters, something they have too little control over when the charter or private guest routines exceed what they can address with crew numbers available.
It ought to be so easy to explain to an UHNWI that the commitment to crew rest is in place for the safety of themselves, their families, their asset and their crews. They are also in place to protect all in the operation against liability issues.
It is beyond the capacity of the Captain, with their single source of income to speak out, Captains will buckle in deference to their job security. It takes an industry-wide commitment.
The Yachts
The wonderful new yachts are a privilege to call a workplace, but they are so capable that the crew struggle to keep up.
This begins from the day of the launch where challenges range from storage, to cleaning to operation. The crew are brought on too late in construction to provide an operational perspective and then are instructed to ‘make it work’. A series of innocuous compromises in construction combine to make a workplace that is physically improbable to operate efficiently.
An ISS Build Captain recently was asked to sail a 90m yacht from the shipyard 24 hours after taking delivery. The shipyard stated the ‘normal’ period post-delivery was 4 to 8 weeks. This time allows a completed yacht to be Seaworthy with crew trained, stores loaded, and the vessel secured. The Captain spoke out but none in the process would accept the concerns. This included the; owner, broker, shore side support company, and comfortingly the DPA. With such a start this yacht will struggle to truly ‘make it’ as a sustainable operation the stress and fatigue such a rushed delivery builds into the culture is hard to shake.
Once in operation the yachts the yachts limp through guest periods. Crew openly talk of ‘just making it’ through several weeks with guests. To an outsider this may seem strange.
“How hard can it be fetching drinks, making beds, driving people to the beach or wakeboarding? Hardly work at all, right?”
The Yachting Industry promotes an unparalleled guest experience with everything on call and no limitations to the guests. This is not possible for those tasked to deliver this model. Too many times limited crew numbers have seafarers navigating and maintaining engine watches through the nights after full days of guest service.
The Crew
Career focused and trained crew are amazing but impatient. The ‘hop onboard for adventure’ that yachting once represented has been replaced by a more mercenary approach.
Crew are well-informed on what remuneration, leave and entitlements they seek. This should be held up as a positive, though with an expectation of black and white employment terms yachting’s long-held refrain of working together for a single goal of guest benefit is waning.
Tenure on yachts is measured in months and not years, this is a great cost to the industry in administration, training, accidental damage and of course the ultimate measure being the team performance to the guests. This alone should bring to question the way crew employment is being handled. Too often a crew member leaves as they are just tired and want a break, they then repeat the cycle again in their next employment.
The ISS Captains understand this, and all are aware of their guilt in not having the time in their own days to speak to crew and guide them through their work routines and indeed their career decisions. “If only the time” seemed to be a common response to the conversation between Captains on how much time do you really dedicate to speaking and listening to crew.
The Shore Support Community
There has never been better support. This extends through; forward-leaning management companies, recruitment firms, medical providers, trainers, IT firms and suppliers. So many professionals all knowledgeable and all passionate wishing to assist.
The shortfall being all these companies want a piece of the Captain’s and Senior Crew’s time. There is an irony that everyone offering to make a Captain’s life easier actually takes just a little more of their time. Training is the one area all Captains say is lacking; however, it is not through lack of providers. Too many of the Captains speak of booking, re-booking and eventually cancelling valuable training due to lack of time or variations in the schedule making a booking improbable.
Overlaid with the amount of support firms needing time (particularly on larger yachts) there are layers upon layers to gain basic operational decisions and the Captains now struggle under the weight of communicating to all.
Lastly, in day-to-day operations the dance floor is full, however, what is also apparent when there is an incident of significance the Captain is alone. All the Captains are aware that it is the Captain that will be legally accountable when there is an incident involving serious casualty, discharge to the marine environment or damage to the vessel or a third party.
The Solution
We, the ISS Captains, as authors and concerned representatives of the yachting community would like to offer a simple solution, but if it were that simple it would already be in place. It is a multi-faceted problem that need multiple paths to find a solution
Hidden within this article is a plea. A plea to those involved in selling (charter and private), design and construction to seek operational input and then use your respective voices to educate and manage client expectations.
Even the largest of yachts are restricted in the resources that are available when in operation. Unlike shore residences, there is no second shift or the chance to parachute in five more staff to help out at peak times, in times of sickness or fatigue.
This article speaks to the daily operations where fatigue becomes a symptom. There is another layer that is compounding this. There is a privilege afforded to yacht owners to determine the programme at their whim. This is certainly their right due to the investment made, however, for crew this results in a situation where they ae unable to have a clear picture of when and where they may take their earned leave. Again, it is beholden to those in the higher levels of the yachting community that have direct access to Yacht Owners to make this stressor known to their clients.
For the love of yachting the ISS Captains ask that we all become stakeholders in supporting our Captains and crew in this most critical aspect of their safety and performance.
Sincerely,
Your Fleet Captains

coronavirus (2019-nCoV).

Commenti disabilitati su coronavirus (2019-nCoV).

Circular_Letter_No.4204_Novel_Coronavirus_2019_Ncov_Secretariat_

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coronavirus (2019-nCoV).

Background

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To:

Subject:

Introduction

4 ALBERT EMBANKMENT
LONDON SE1 7SR
Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

Circular Letter No.4204 31 January 2020

All IMO Member States
Intergovernmental organizations
Non-governmental organizations in consultative status with IMO

Novel Coronavirus (2019-nCoV)

1 The purpose of this circular is to provide information and guidance, based on recommendations developed by the World Health Organization (WHO), on the precautions to be taken to minimize risks to seafarers, passengers and others on board ships from novel

*

2 On 31 December 2019, WHO was alerted to several cases of pneumonia in Wuhan City, Hubei Province of China. Subsequently, on 7 January 2020, Chinese authorities confirmed that they had identified a new virus in the coronavirus family of viruses, which includes the common cold and viruses such as SARS and MERS. This new virus was temporarily named “2019-nCoV”.

3 WHO has been working with the Chinese authorities, governments and global experts to rapidly expand scientific knowledge on the new virus, track its spread and virulence, and provide advice on measures to protect health and prevent the spread of this outbreak.

4 As of 29 January 2020, a total of 130 tests have been concluded in the United Kingdom, all of which were confirmed negative. The latest information regarding the situation in the United Kingdom can be obtained at the following address:

https://www.gov.uk/guidance/wuhan-novel-coronavirus-information-for-the-public

5 On 30 January 2020, WHO declared that the outbreak of novel coronavirus (2019-nCoV) constituted a Public Health Emergency of International Concern (PHEIC).

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For information and guidance on precautions for delegates attending IMO meetings, please refer to Circular Letter No.4203.

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Circular Letter No.4204 Page 2

Symptoms

6 Common signs of infection include respiratory symptoms, fever, cough, shortness of breath and breathing difficulties. In more severe cases, infection can cause pneumonia, severe acute respiratory syndrome, kidney failure and even death. Infection from humans to humans may occur during the incubation period (before persons show signs of sickness). Coronavirus can cause more severe symptoms in people with weakened immune systems, older people, and those with long-term conditions like diabetes, cancer and chronic lung disease.

Risks

7 The current outbreak originated in Wuhan City, which is a major domestic and international transport hub. Given the large population movements and the observed human-to-human transmission, it is not unexpected that new confirmed cases will continue to appear in other areas and countries.

WHO advice

8 It is prudent to remind populations and health workers of the basic principles to reduce the general risk of transmission of acute respiratory infections by following the below-mentioned key preventative measures:

  1. .1  avoiding close contact with people suffering from acute respiratory infections;
  2. .2  frequent handwashing, especially after direct contact with ill people or their environment;
  3. .3  avoiding unprotected contact with farm or wild animals;
  4. .4  people with symptoms of acute respiratory infection should practise cough etiquette (maintain distance, cover coughs and sneezes with disposable tissues or clothing, and wash hands); and
  5. .5  within healthcare facilities, enhance standard infection prevention and control practices in hospitals, especially in emergency departments.

9 WHO does not recommend any specific health measures for travellers. In case of symptoms suggestive of acute respiratory illness either during or after travel, travellers are encouraged to seek medical attention and share their travel history with their healthcare provider. Health authorities should work with travel, transport and tourism sectors to provide travellers with information to reduce the general risk of acute respiratory infections via travel health clinics, travel agencies, conveyance operators and at points of entry.

10 Travellers who had contact with confirmed cases or direct exposure to a potential source of infection should be placed under medical observation. High-risk contacts should avoid travel for the duration of the incubation period (up to 14 days).

11 Novel coronavirus (2019-nCoV) advice for the public published on the WHO website contains WHO standard recommendations for the general public to reduce exposure to and transmission of a range of illnesses, to protect yourself and others from getting sick, and to stay healthy while travelling. WHO provides novel coronavirus (2019-nCoV) travel advice here:

https://www.who.int/emergencies/diseases/novel-coronavirus-2019/travel-advice

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Circular Letter No.4204 Page 3

12 With the information currently available for the novel coronavirus, WHO advises that measures to limit the risk of exportation or importation of the disease should be implemented, without unnecessary restrictions on international traffic.

13 Member States are advised to urge all stakeholders (companies, managers, crewing agents, etc.) to promulgate information to ensure that seafarers, passengers and others on board ships are provided with accurate and relevant information on the coronavirus outbreak and on the measures to reduce the risk of exposure if they are likely to be engaged on ships trading to and from ports in coronavirus-affected States.

Guidance available

14 The following links provide advice and guidance to seafarers and shipping (non-exhaustive list):

International Maritime Health Association (IMHA) advice for shipping companies on the new type of coronavirus (2019-nCoV)

USCG Novel Coronavirus Precautions

15 WHO issues advice on international travel and health. This information is regularly reviewed and updated by WHO and can be found at the following address:

http://www.who.int/ith/updates

Additional information can also be found at:

https://news.un.org/en/story/2020/01/1056031 https://www.who.int/ith/other_health_risks/en/

16 The publications listed below may also be helpful:

WHO International Health Regulations WHO Guide to ship sanitation International Medical Guide for Ships

 

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