► Information note on maritime labour

issues and coronavirus (COVID-19)

Including a joint statement of the Officers of the Special Tripartite

Committee of the Maritime Labour Convention, 2006, as amended

International Labour Standards Department (NORMES) / Sectoral Policies

Department (SECTOR)

Geneva, 7 April 2020

Contents

Page

1. Seafarers’ safety and health................................................................................. 5

2. Facilitation of transit and transfer of seafarers and repatriation .................... 8

3. Expiry of seafarers’ employment agreements ................................................. 10

4. Maximum period of service on board and safeguards .................................. 10

5. Reduction of minimum manning ...................................................................... 12

6. Expiry of medical certificates ............................................................................. 13

7. Certification in respect of training and qualifications..................................... 14

8. Maritime labour certificate and inspections .................................................... 15

9. Social protection: Seafarers’ entitlement to paid sick

leave in case of infection or quarantine ........................................................... 16

10. Shore leave and welfare facilities during the pandemic ................................ 17

11. Abandonment of seafarers ................................................................................ 18

 1. The coronavirus (COVID-19) pandemic has created a global crisis which
has impacted all aspects of life and badly affected the world of work. 1 In
the maritime sector, it has severely disrupted the functioning of shipping
and affected the work of nearly 2 million seafarers worldwide.

2. Numerous governments and seafarers’ and shipowners’ organizations

have turned to the International Labour Office (hereinafter the Office) for
guidance on how best to address the complexities of the current crisis in
light of the provisions of the Maritime Labour Convention, 2006, as
amended (MLC, 2006).

3. This information note aims to respond to such requests by referring to

the MLC, 2006, the work of the ILO Committee of Experts on the
Application of Conventions and Recommendations (CEACR),2 a statement
of the Officers of the Special Tripartite Committee of the MLC, 2006, (STC)3
and, when relevant, the recommendations published by the International
Maritime Organization (IMO) and the World Health Organization (WHO).
It should be noted that both the International Chamber of Shipping and
the International Transport Workers’ Federation have been active since
the beginning of this crisis to support seafarers and shipowners
worldwide and provide advice to their members. 4

1
See ILO, COVID-19 and the world of work: Impact and policy responses. For more general
information on international labour standards see ILO Standards and COVID-19 (coronavirus),
FAQ.
2
The competent body to supervise the application of the MLC, 2006.
3
The Special Tripartite Committee of the Maritime Labour Convention, 2006, as amended (STC) is
the tripartite body established under Article XIII of the MLC, 2006, to keep the working of the
Convention under continuous review. The Officers of the STC have been appointed by the ILO
Governing Body for a period of three years. They currently are Ms Julie Carlton from the United
Kingdom (Chairperson), Mr Martin Marini from Singapore (Government Vice-Chairperson), Mr
Mark Dickinson (acting Seafarer Vice-Chairperson) and Mr Max Johns from Germany (Shipowner
Vice-Chairperson). On 26 March 2020, the Officers adopted a statement on the coronavirus
disease (COVID-19).
4
The International Chamber of Shipping published Coronavirus (COVID-19): Guidance for Ship
Operators for the Protection of the Health of Seafarers. The International Transport Workers’
Federation published COVID-19 advice to ships and seafarers.
 4. In general, it is recalled that under the MLC, 2006, derogations,
exemptions or other clauses allowing for flexible application of the
Convention by governments must be decided in consultation with
shipowners’ and seafarers’ organizations, with any determinations that
are made reported to the Office by the government concerned. The
CEACR has on numerous occasions underlined the importance of these
consultations for the implementation of the MLC, 2006. 5 This is seen as a
necessary and important approach to ensuring that all countries,
irrespective of national circumstances, can engage with the international
legal system and that international obligations are respected and
implemented, to the extent possible, while efforts continue to be made
to improve existing conditions. Governments are thus strongly
encouraged to consult national seafarers’ and shipowners’ organizations
in order to address a number of issues in the current context created by
the COVID-19 pandemic in light of the MLC, 2006.

5. Finally, it is noted that the current circumstances might render

compliance with some of the obligations set out in the MLC, 2006,
materially impossible. As noted on a few occasions below, these
circumstances could constitute cases of force majeure. Force majeure is
“the occurrence of an irresistible force or of an unforeseen event, beyond
the control of the State, making it materially impossible in the
circumstances to perform the obligation” and which excuses non-
compliance with an obligation. 6 These circumstances “do not annul or
terminate the obligation; rather they provide a justification or excuse for
non-performance while the circumstance in question subsists” and entail
that compliance must resume as “soon as the factors causing and
justifying the non-performance are no longer present”. 7 There must be a
causal link between material impossibility and the unforeseen
circumstances. In short, the parties involved should make every attempt
to comply with their obligations under the MLC, 2006, non-compliance

5
See for example the direct request adopted in 2019 by the CEACR concerning Honduras.
6
United Nations, Yearbook of the International Law Commission, 2001, Vol. II, Part Two, Article 23,
p. 27.
7
United Nations, Yearbook of the International Law Commission, 2001, op. cit., p. 71.

4
 only being excused when compliance is materially and objectively
impossible by reason of the occurrence of an irresistible event. While
authorities are encouraged to be pragmatic in their approach under the
current circumstances, they should also ensure that the COVID-19
pandemic is not used as an excuse to breach the MLC, 2006.

6. The explanations provided below are subject to the usual understanding

that the Constitution of the ILO confers no special competence upon the
Office to give an authoritative interpretation of an international labour
Convention and that the opinions expressed are without prejudice to any
position that the ILO's supervisory bodies might take with respect to its
subject matter.

1. Seafarers’ safety and health

7. Under Article IV, paragraphs 1 and 4, of the MLC, 2006, every seafarer has
the right to a safe and secure workplace that complies with safety
standards and to health protection, medical care, welfare measures and
other forms of social protection.

8. According to Regulation 4.1, paragraph 1, of the MLC, 2006, flag States

must ensure, in particular in the context of the COVID-19 pandemic, and
bearing in mind current global shortages in some medical equipment,
that all seafarers on ships that fly their flag are covered by adequate
measures for the protection of their health – including the provision of
alcohol-based handrub and personal protective equipment – and that
they have access to prompt and adequate medical care whilst working on
board. As the Office has received allegations 8 of cases where seafarers
did not receive the same protection as passengers on board cruise ships,

8
For example, on 7 February 2020, the ILO received a request for urgent help from the Seafarers’
Union of Russia and the International Transport Workers’ Federation concerning the situation of
the crew on board the Diamond Princess cruise ship, quarantined with more than 3,500 persons
on board. Seafarers were concerned about their possible exposure to COVID-19 and the
availability on board of personal protective equipment (such as masks and disinfectants) and
medical care.

5
 the need to respect these provisions of the MLC, 2006, is to be
emphasized.

9. Pursuant to Regulation 4.1, paragraph 3, of the MLC, 2006, port States

must ensure that seafarers on board ships in their territory who are in
need of immediate medical care are given access to the Member’s
medical facilities on shore. The exceptional measures adopted by some
governments to contain the COVID-19 pandemic cannot be invoked as
such as a valid reason not to comply with this international obligation.

10. Seafarers, shipowners and maritime authorities are encouraged to refer

to the WHO Operational considerations for managing COVID-19
cases/outbreak on board ships. This document, among others, contains
information on the measures to be adopted prior to boarding a ship and
to manage suspected cases on board.

11. In their joint statement, the Officers of the STC indicated that “It is
imperative that Member States do all that they can to facilitate the
delivery of essential medical supplies, fuel, water, spare parts and
provisions to ships. It is disturbing that ports in some parts of the world
have refused to allow some ships to enter because they had previously
called at ports in areas affected by the coronavirus, which has prevented
vessels from obtaining such essential supplies. It is also extremely
alarming to hear reports that suppliers have been prevented from
boarding ships in some parts of the world and from supplying masks,
overalls and other personal protective equipment to crews. It is essential
that seafarers have access to plentiful supplies and equipment, in line
with the International Medical Guide for Ships, third edition, and the
guidance provided by the International Maritime Health Association, the
International Chamber of Shipping and the World Health Organization”.

6
 Seafarers’ individual claims
The following resources are available to obtain information or raise concerns
concerning the impact of the COVID-19 pandemic on seafarers.

ITF Seafarers’ support team

Email – seafsupport@itf.org.uk
SMS – +44 7984 356573
WhatsApp/Viber – +44 7523 515097

Facebook
ITF Seafarers’ Support page – https://www.facebook.com/itfseafarerssupport
ITF Seafarers’ Support group –
https://www.facebook.com/groups/191907568040511
ITF Wellbeing page – https://www.facebook.com/ITFWellbeing

Website
ITF Seafarers – www.itfseafarers.org
COVID-19 Country Map (Information for seafarers) –
https://www.itfseafarers.org/en/embed/covid-19-country-information-seafarers

Mobile phone apps

ITF Seafarers’ app – available on iOS and Android
ITF Wellbeing app – available on iOS and Android
ITF Global app – available on iOS and Android

ISWAN – International Seafarers’ Welfare and Assistance Network

Phone – +44 (0)3000124279
Email – iswan@iswan.org.uk

Seafarers’ help
Website - https://www.seafarerhelp.org/
Phone – +44 207 323 2737 (Free International, confidential, multilingual helpline
for seafarers and their families)
Email – help@seafarerhelp.org

7
2. Facilitation of transit and transfer
of seafarers and repatriation

12. Two ILO Conventions deal with the importance of facilitating the transit
and transfer of seafarers. 9 In particular, under Article 6, paragraph 7, of
the Seafarers' Identity Documents Convention (Revised), 2003, as
amended (No. 185), “Each Member for which this Convention is in force
shall, in the shortest possible time, also permit the entry into its territory
of seafarers holding a valid seafarers' identity document supplemented
by a passport, when entry is requested for the purpose of: (a) joining their
ship or transferring to another ship; (b) passing in transit to join their ship
in another country or for repatriation; or any other purpose approved by
the authorities of the Member concerned”.

13. Under Regulation 2.5 of the MLC, 2006, seafarers have a right to be
repatriated at no cost to themselves in the circumstances and under the
conditions specified in the Code of the Convention. Pursuant to Standard
A2.5.1, paragraph 7, each Member shall facilitate the repatriation of
seafarers serving on ships which call at its ports or pass through its
territorial or internal waters, as well as their replacement on board.

14. It is critical that the right of seafarers to return home is guaranteed

during the pandemic in accordance with the provisions of the MLC, 2006,
without prejudice to the need for competent authorities to take
proportionate and specifically adapted measures to minimize the risk of
contagion. 10

9
The Seafarers' Identity Documents Convention (Revised), 2003, as amended (No. 185), ratified
by 35 countries, and the Seafarers’ Identity Documents Convention, 1958 (No. 108), ratified by 64
countries.
10
Along the same lines, see the Communication from the European Commission on the
implementation of the Green Lanes under the Guidelines for border management measures to
protect health and ensure the availability of goods and essential services, 23 March 2020.

8
 15. Following travel bans, border closures and quarantine measures,
numerous seafarers cannot travel to and from ships. The maritime
industry called upon the ILO and the international community to make
sure that, in these unprecedented circumstances, member States ensure
that the flow of essential goods, energy, food, medicines and many other
products is not disrupted by measures that impede the safe and efficient
movement of shipping and of the seafarers who operate them. While
welcoming the coordinated efforts undertaken by social partners and the
international community to respond to the crisis created by the COVID-
19 pandemic in the maritime sector, this request was recently echoed by
the ILO Director-General, Mr Guy Ryder, who called upon governments
“to ensure that, in these challenging times, seafarers are adequately
protected from the COVID-19 pandemic, have access to medical care, and
can travel to and from their ships, as necessary, in order to continue to
play their crucial role”. 11 The IMO Secretary-General, Mr Kitack Lim, stated
in this regard that “In these difficult times, the ability for shipping services
and seafarers to deliver vital goods, including medical supplies and
foodstuffs, will be central to responding to, and eventually overcoming,
this pandemic”. The IMO recently published a Circular Letter regarding a
preliminary list of recommendations for governments and relevant
national authorities on the facilitation of maritime trade during the
COVID-19 pandemic. 12

16. In their joint statement, the Officers of the STC addressed the issue of
crew change during the COVID-19 pandemic and indicated that:
“Seafarers should be officially recognized as key workers, and be
granted exemptions from any travel restrictions and special
considerations to enable them to join and leave their ships and return
home without impediment, while complying with good practice in
infection control.” “It is important that Member States recognize the need
for a highly globalized industry like shipping, with its multinational
workforce, to be able to smoothly undertake crew changes and
repatriation around the world.” “Clear directions should be given to port
authorities and local health authorities to enable ships to continue

11
ILO, Treat seafarers with “dignity and respect” during COVID-19 crisis.
12
IMO, Circular Letter No.4204/Add.6, 27 March 2020.

9
 trading, and to enable the swift disembarkation and repatriation of crew
members.” “It is vital that labour supply countries facilitate the return
home of those seafarers who have completed their contracts, and allow
seafarers to leave their home country to join their ships, after appropriate
medical screening”.

3. Expiry of seafarers’ employment

agreements

17. As a result of the measures taken by governments in the current crisis,

numerous seafarers have been requested to stay on board beyond the
period originally foreseen in their seafarers’ employment agreements.
The extension of seafarers’ employment agreements must be conducted
in accordance with applicable national laws and regulations. It is to be
underlined that, in all cases, the seafarer’s consent remains a
fundamental requirement for any such extension. Regulation 2.1,
paragraph 2, of the MLC, 2006, states in this regard that seafarers’
employment agreements shall be agreed to by the seafarer under
conditions which ensure that the seafarer has an opportunity to review
and seek advice on the terms and conditions in the agreement and freely
accepts them before signing.

18. In their joint statement, the Officers of the STC affirmed that: “In cases
where seafarers’ tours of duty have to be extended beyond the duration
specified in their employment agreements or under national laws
applying the Maritime Labour Convention, 2006, as amended, a
pragmatic approach is needed to enable them to remain on board for a
reasonable period beyond their scheduled tours of duty”.

4. Maximum period of service on board and

safeguards

19. Some seafarers, due to prohibitions on crew changes or on travel to and

from ships, have to remain on board for periods that go beyond the
default 11-month maximum period of service that is derived from the

10
 provisions of the MLC, 2006. 13 In response to a specific question
formulated by one government in this regard, the Office considered that
competent authorities may authorize – within specific limits – exceptions
to the prohibition on forgoing annual leave under Standard A2.4,
paragraph 3, of the MLC, 2006, for imperative reasons of public health
emergency such as the need to contain the current COVID-19 pandemic.
Nonetheless, exceptions should be accompanied by appropriate
safeguards to avoid any risk of abuse, including provisions to require the
seafarer’s consent, to ensure no loss of repatriation or annual leave
entitlements and to review the situation at regular short intervals.

20. Taking into account the danger posed by the fatigue of seafarers,
especially of those whose duties involve navigational safety and the safe
and secure operation of the ship, the extension of the period of service
on board beyond the default 11 months should be authorized only when
strictly necessary to face the emergency situation created by the
pandemic.

21. Furthermore, the Office considered that, even in the absence of an

exception specifically authorized by the competent authority, the
maximum continuous period of shipboard service may be exceeded in
situations of force majeure or necessity, in other words in situations
where an unforeseen event (or events) beyond the control of the State
and/or shipowner make it materially impossible in the circumstances to
perform the obligations arising out of the provisions of Standards A2.4
and A2.5.1 of the MLC, 2006 (for instance, in the event that a ship is placed
under quarantine).

13
The CEACR has “consistently considered that, from the combined reading of Standard A2.4,
paragraphs 2 and 3, on annual leave and Standard A2.5.1, paragraph 2(b), on repatriation, that the
maximum continuous period of shipboard service without leave is in principle 11 months. Indeed,
as it has clearly been indicated by the Committee, Standard A2.4, paragraph 3, of the MLC, 2006,
does not lay down an absolute prohibition as exceptions may be authorized by the competent
authority. While the Convention is silent about the nature and scope of permissible exceptions,
the Committee considers that this provision needs to be read restrictively in order not to defeat
the purpose of Regulation 2.4. … However, exceptions are indeed permitted on the basis of specific
cases provided for by the competent authority taking into account the needs of seafarers and the
particularities of sea voyage itself.” See ILO, Report of the Committee of Experts on the Application
of Conventions and Recommendations, ILC.108/III(A) (2019), paras 105–113 (General Report).

11
 22. In March 2020, the Memorandum of Understanding on Port State Control
in the Asia–Pacific Region, the Indian Ocean Memorandum of
Understanding on Port State Control and the Paris Memorandum of
Understanding on Port State Control each adopted temporary guidance
for their respective member authorities on dealing with the impact of the
outbreak of COVID-19. 14

5. Reduction of minimum manning

23. Under Standard A2.7, paragraphs 1 and 3, of the MLC, 2006, every ship
shall be manned by a crew that is adequate, in terms of size and
qualifications, to ensure the safety and security of the ship and its
personnel, under all operating conditions, in accordance with the
minimum safe manning document or equivalent issued by the competent
authority, and taking into account requirements concerning food and
catering.

24. Travel bans, border closures and quarantine measures are disrupting
crew changes. In the context of the COVID-19 pandemic, some maritime
administrations have envisaged the reduction of the minimum manning
levels as a possible solution to the difficulties encountered by shipowners
in respect of having the required number of seafarers on board.
However, taking into account that the current situation has led to
extensions of the periods of service on board for numerous seafarers, the
Office is of the view that a reduction of the minimum manning levels
could only contribute to increasing the fatigue of seafarers, thereby
jeopardizing the safe, efficient and secure operation of ships.
Administrations must therefore continue to comply with Standard A2.7,
even during the COVID-19 pandemic.

14
In general, they call for a pragmatic approach to be adopted on a case-by-case basis, for periods
of up to three months, with regard to medical and competence certification, the extension of
seafarers’ periods of service onboard and the delay of periods for inspections.

12
6. Expiry of medical certificates

25. The current crisis has also interfered with the possibility to renew the
medical certificates of seafarers. These certificates are dealt with under
Regulation I/9 of the International Convention on Standards of Training,
Certification and Watchkeeping for Seafarers, 1978, as amended (STCW
Convention), and Regulation 1.2 of the MLC, 2006. Under both
international treaties, the maximum validity of medical certificates is two
years. If the period of validity of a medical certificate expires in the course
of a voyage, then the medical certificate shall continue in force until the
next port of call, where a medical practitioner recognized by the Party is
available, provided that the period shall not exceed three months.

26. The Office recognizes that restrictions imposed to contain the pandemic
may, under certain circumstances, constitute a situation of force majeure
in which it becomes materially impossible to renew a medical certificate
within the maximum period of three months foreseen by the MLC, 2006,
and the STCW Convention.

27. In this regard, issuing administrations are encouraged to take a

pragmatic and practical approach with regard to the extension of medical
certificates, as strictly necessary, and to notify ships, seafarers and
relevant administrations accordingly. Port State control authorities are
also encouraged to take a pragmatic and practical approach in relation to
medical certificates and their acceptance in the exercise of control
procedures in accordance with Title 5 of the MLC, 2006. 15

28. Medical certificates must be renewed as soon as the situation improves.

Maritime administrations are requested to regularly review the evolution
of the situation.

15
See in this regard the joint statement by the IMO, the WHO and the ILO on medical certificates
of seafarers, ship sanitation certificates and medical care of seafarers in the context of the COVID-
19 pandemic, to be published soon.

13
7. Certification in respect of training
and qualifications

29. According to Regulation 1.3 of the MLC, 2006, seafarers shall not work on
a ship unless they are trained or certified as competent or otherwise
qualified to perform their duties. Training and certification in accordance
with the relevant provisions of the STCW Convention shall be considered
as meeting this requirement.

30. The Office refers to the guidance provided by the IMO in this regard,
which states that the actions taken worldwide as a result of the outbreak
pose a serious challenge for maritime administrations in respect of
allowing the continued training of seafarers, revalidating certificates and
issuing endorsements attesting recognition of certificates in accordance
with the STCW Convention. 16 In this context, issuing administrations are
encouraged to take a pragmatic and practical approach with regard to
the extension of such certificates and endorsements, as strictly
necessary, and to notify ships, seafarers and relevant administrations
accordingly. Port State control authorities are also encouraged to take a
pragmatic and practical approach in relation to these certificates and
endorsement extensions and their acceptance in the exercise of control
procedures in accordance with article X (Control) and regulation I/4
(Control procedures) of the STCW Convention and Title 5 of the MLC,
2006.

31. The Office recognizes that restrictions imposed to contain the pandemic,
including travel bans, quarantine and the cancellation of courses, may,
under certain circumstances, constitute a situation of force majeure in
which it becomes materially impossible to allow the continued training of
seafarers, to revalidate certificates and to issue endorsements attesting
recognition of certificates in compliance with Regulation 1.3 of the MLC,
2006, and the relevant provisions of the STCW Convention. Nonetheless,
although the current situation would seem to call for some flexibility with

16
IMO, Circular Letter No. 4204/Add.5/Rev.1, 2 April 2020.

14
 regard to the extension of certificates, it would not in principle allow for
a departure from the requirements applicable to the initial issuance of
such certificates.

32. Competence certificates must be renewed as soon as the situation

improves. Maritime administrations are requested to regularly review the
evolution of the situation.

33. In their joint statement, the Officers of the STC indicated that: “A similarly
pragmatic approach is required to support seafarers who may face
problems in undertaking training or refresher courses for certification.
Flag States and port States should work with other maritime nations to
extend the validity of seafarers’ certificates for at least three months, or
until further notice when the situation has eased.”

8. Maritime labour certificate

and inspections

34. The outbreak of COVID-19 has meant that the shipping industry and
maritime authorities are facing challenges in respect of conducting the
inspections required in accordance with Title 5 of the MLC, 2006.

35. The Office recognizes that the current circumstances may at times lead
to situations of force majeure in which it becomes materially impossible
to conduct the intermediate and renewal inspections required under Title
5 of the MLC, 2006, within the time frame foreseen by the Convention.

36. Some governments and port State control regimes have referred to the
possibility to extend the validity of certificates for periods that shall not
exceed three months from the date of expiry of the original certificate.
Others have opted for the possibility to issue interim certificates when
the renewal inspection required under Standard A5.1.3, paragraph 3,
cannot take place. While these possibilities are not foreseen in the
Convention, the Office is of the view that situations of force majeure

15
 created by the pandemic could justify such measures, when and as strictly
necessary.

37. The inspections required under Title 5 must be conducted as soon as the
situation improves. Maritime administrations are requested to regularly
review the evolution of the situation.

38. In their joint statement, the Officers of the STC affirmed that: “It is also
important to stress the need for a pragmatic approach and for special
consideration in cases where ships cannot undertake vetting and
inspection or receive externally provided maintenance and support as a
consequence of travel restrictions affecting specialized staff, surveyors
and technicians. Similarly, flexibility in ship certification may be
necessary, to respond to difficulties in meeting dry-docking intervals.”

9. Social protection: Seafarers’ entitlement

to paid sick leave in case of infection or
quarantine

39. According to Standard A4.2.1, paragraph 1 (a), of the MLC, 2006,

shipowners shall be liable to bear the costs for seafarers working on their
ships in respect of sickness and injury of the seafarers occurring between
the date of commencing duty and the date upon which they are deemed
duly repatriated, or arising from their employment between those
dates. According to paragraph 3 of the same Standard, where the
sickness or injury results in incapacity for work the shipowner shall be
liable: to pay full wages as long as the sick or injured seafarers remain on
board or until the seafarers have been repatriated in accordance with the
Convention; and to pay wages in whole or in part as prescribed by
national laws or regulations or as provided for in collective agreements
from the time when the seafarers are repatriated or landed until their
recovery or, if earlier, until they are entitled to cash benefits under the
legislation of the Member concerned. In this context, seafarers who have
contracted COVID-19 should be entitled to paid sick leave or sickness
benefits as long as they are incapacitated to work, in order to compensate
them for the suspension of earnings that they suffer as a consequence.

16
 Quarantine periods on board and ashore for seafarers – whether they
have symptoms, have been exposed or are quarantined as a safety
precaution – are equally covered by the above-mentioned provisions of
the MLC, 2006.

40. Importantly, before or during the process of repatriation, the expense of

medical care and board and lodging for periods spent by seafarers in self-
isolation or in quarantine – whether the seafarers have symptoms, have
been exposed or are quarantined as a safety precaution – must be
covered by the shipowner until the seafarers are considered to be duly
repatriated, unless the expense is assumed by public authorities in
accordance with the applicable national legislation.17

10. Shore leave and welfare facilities during

the pandemic

41. Under Regulation 2.4, paragraph 2, of the MLC, 2006, seafarers shall be
granted shore leave to benefit their health and well-being and consistent
with the operational requirements of their positions.

42. Maritime authorities must continue to respect this obligation, without

prejudice to the proportionate and specifically adopted measures to
minimize the risk of contagion. Access to port-based welfare services
should also be ensured, as far as possible, during the COVID-19
pandemic.

17
According to Standard A4.2.1, paragraph 1(c), of the MLC, 2006, shipowners shall be liable to
defray the expense of medical care, including medical treatment and the supply of the necessary
medicines and therapeutic appliances, and board and lodging away from home until the sick or
injured seafarer has recovered, or until the sickness or incapacity has been declared of a
permanent character. Also relevant in this context is Standard A4.2.1, paragraph 6, according to
which national laws or regulations may exempt the shipowner from liability to defray the expense
of medical care and board and lodging and burial expenses in so far as such liability is assumed
by the public authorities.

17
 43. In their joint statement, the Officers of the STC indicated that: “In recent
times, there has been widespread and welcome acknowledgement of the
inherent stress, isolation and social pressures that seafarers experience.
COVID-19 clearly exacerbates these problems, and has an adverse impact
on the mental and physical well-being of seafarers and their families. It is
worrying to hear of port-based welfare services being closed or curtailed
as a response to the current situation, and it is vital that full support is
given to seafarer welfare services.”

11. Abandonment of seafarers

44. The measures adopted to contain the pandemic are creating additional
challenges with regard to resolving the cases of abandonment that
occurred before the outbreak of COVID-19. Such measures might, in the
near future, lead to new cases of abandonment. It is recalled that, even
against the background of the COVID-19 crisis, flag States, port States
and labour-supplying States remain bound by the requirements
concerning repatriation set out in Regulation 2.5 of the MLC, 2006, and
the relevant provisions of the Code of the Convention. Member States
must deploy all necessary efforts to promptly resolve situations of
abandonment and ensure that seafarers affected by this plight are
repatriated as soon as possible and receive the payment of outstanding
wages, in accordance with the relevant provisions of the MLC, 2006.

45. In their joint statement, the Officers of the STC indicated that: “The social
partners express concern about a potential increase in cases of
abandonment due to shipowners not having the financial ability to
support their fleet operations. It is essential to monitor the situation and
emerging trends and to have effective reporting on abandonment, as this
is the only way of understanding the impact and the measurers necessary
to assist seafarers in view of the restrictions in place during the COVID-19
crisis.”

18