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Protection to seafarers

The new labour standard scheduled for adoption by the International Labour Organisation at its ongoing 10th maritime session in Geneva — a decennial event with tripartite participation from 100 member countries — is appropriate in the context of the exponential growth in seaborne trade under globalisation, the consequent boom in the ship-building industry, and competitive pressures to cut cost. The Maritime Labour Convention (2006) seeks to improve the capacity of states to enforce global standards of social protection on vessel operators by eliminating flags of convenience ships — those which are registered outside the country of ownership, motivated by considerations of low registration fee, low taxes, availability of cheap labour, and poor enforcement of human and trade union rights of crews. Operators of ships would be required under the Convention to obtain a maritime labour certificate and a declaration of compliance from the countries whose flags they fly. This would be a disincentive to shipowners who, with their substandard ships and low cost operations, undercut the lines that follow the international rules and guarantee protection to seafarers. The new Convention also promises enhanced social protection, especially in occupational health, for the world's more than one million seafarers whose value as a source of remittances is marred by their working conditions underpinned by grave personal risk. It provides for inspection and arrest of most categories of vessels for failure to apply social security criteria, in the same way that protection of ships and the maritime environment are enforced by the International Maritime Organisation.

Today, the global scenario is characterised by rapid automation of vessels and the consequent surplus of unskilled ratings and early retirements, coupled with the need to attract youngsters to a harsh life on the sea in the face of the robust demand worldwide for qualified engineers and officers. Another dimension to these changes in the labour market is the entry of countries such as China and India which, given their large manpower, can potentially squeeze out traditional players such as the Philippines. As seafarers invariably work outside their own countries and shipping firms operate overseas, well-coordinated international standards afford the main guarantee for the rights of the workforce in the maritime industry. Paradoxically, however, compliance with some of the key ILO instruments (they number over 60) is said to be significantly low for a variety of reasons. The unique situation that obtains in this sector, more than in any other area of the global economy, should force countries to improve the enforcement of regulation at the national level. The Convention allows greater flexibility as regards implementation, while it remains unambiguous and firm about the rights and standards that must be maintained. This leaves no room for complacency in an environment where trade is assuming importance more than ever before.

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