The Maritime Labour Convention, 2006 (MLC, 2006) is an international labour Convention adopted by the International Labour Organization (ILO). It contains a set of standards that can be applied globally and consolidates all of the existing conventions except four (Seafarers' Identity documents of 2003 (Convention No. 185), 1958 Convention (Convention No. 108), Seafarers' Pension Convention, 1946 (No. 71) and the Minimum Age (Trimmers and Stokers) Convention, 1921 (No. 15).
It aims to improve labour conditions for seafarers around the world by establishing standard rights for all seafarers while also protecting the economic interests of ship owners (MLC 2006). It provides the basic global standards, and each country is at discretion to formulate laws that establish the level of protection.
The MLC, 2006 also known as the seafarers’ bill of rights, was adopted by representatives of government, employers and workers at a special ILO forum in February 2006. The MLC went into force in August 2013, which is 7 years since it was developed. This was done to ensure that it brought real change into the maritime industry. Time was also needed for consultations and capacity building hence it was expected to take five years to be ratified by the minimum required number of 30 member states with a gross tonnage of ships of at least 33%. The concern was to ensure that that the Convention had the strong backing of the maritime sector – especially flag States - before it went into force (ILO, 2013).
2. Purpose of the convention
The convention aims both to broadly safeguard the rights of seafarers and to protect economic interests for ship owners through fair competition. It is also a guide for maritime labour rights and global governance in genera...
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...easonable/fair conditions of employment, decent living and working conditions while on board, health care, health protection, social security and welfare services. It also protects the economic interests of ship owners through fair competition by providing a level playing field for ship owners who are committed to providing decent living and working conditions for seafarers.
Promotion of seafarers rights coupled with international co-operation is likely to boost international trade and competition among ship owners. Commitment from governments and ship owners is critical in ensuring effective and successful implementation of the convention in order to achieve its goals. It was anticipated that as the MLC 2006 was being ratified by countries, the conventions which were in existence would be slowly phased out to pave way for the implementation of the new convention.
o Hostile fleets have been encountered on them, prizes made, reason to have admiralty jurisdiction.
In U.S. waters and ports, the ships had to comply with U.S. Coast Guard and U.S. Public Health regulations, the Maritime Transportation Security Act, International Ship and Port Facility Security Code, U.S. Oil Pollution Act of 1990, U.S. Maritime Commission, local port authorities, local and federal law enforcement agencies, and all laws pertaining to the hiring of foreign workers. Under he Center for Disease Control all the cruises are inspected for health issues.
Safety within SEA, as in any other organization, must start with commitment from the top. That begins with top level executives and stakeholders whom must share the same drive and commitment to safety as Steve does. Those upper management individuals must in turn ensure the performance of middle managers, the quality of...
Strong customer relationship: high-touching, responsive customer service. Flexible: mix model of owning and chartering vessels. Specially sized shipping: refrigeration and insulation containers. Weaknesses - No operating experience in TransPacific market.
For the past 200 years, Colombia and Nicaragua have been disputing ownership over the maritime border near San Andrés, Providencia, and Santa Catalina. After originally being under Colombian control, the ICJ extended Nicaragua’s maritime borders. However, Nicaragua’s intentions are purely economic while Colombia’s are more vested in the culture and wellbeing of both the natives and the environment. Therefore, the ICJ should return the maritime sovereignty to Colombia.
As sea ice begins to melt, opportunity in sea transportation strikes as an interesting topic for the Canadian economy. Wintertime shipping has proven to be difficult in the Canadian arctic, due to heavier and thicker ice (Fergal & Prowse, 2007). Summertime has always been a preferable season for sea transportation partially due to the softened ice, and the amount of daylight produced, compared to wintertime darkness (Ferg...
Grouchier, C & Walton, L. 2013. The maritime world: The Atlantic, Pacific and Indian Ocean World. Vol 2. London & New York.
Although merchant ships spend most of their lifetime outside the territorial waters, the current international maritime legal regime is ironically revolved around nationality of the vessel. Every vessel engaged in international trade must register in a country and is subjected to the regulatory control of that country whose flag it flies as per the existing international maritime law. Resultantly, any country has the right to allow a vessel to fly its national flag and to therefore bestow its nationality upon that vessel. When a vessel owner registers a vessel with a nation, the owner agrees to abide by that nation’s law and regulations of that ‘flag state’ in return for protection and the right of its vessel to be of that sovereign state. A system commonly known as “Flags of Convenience” (FOC) has developed, in which commercial vessels register in countries with “open registries” and consequently the ships contain practically no link at all to the flag states in which they are registered.
Sea Goddess Cruises, Limited (SGC) is obviously not accomplishing what it needs to financially to obtain a fair share of the market. There are a number of current strategies that will be reconsidered and rejected.
Illegal, unregulated and unreported fishing, or pirate fishing, is a huge threat to the marine environment, it's bio diversity in food development is dependent on it. Losses due to pirate fishing are estimated to be between 10-23.5 billion U.S. dollars per year. Representing 11-26 million tons of fish. West African waters are estimated to have the highest levels of pirate fishing in the world. Fish is a crucial source of protein for millions of people. Fishing is the major coastal employment along the coast's. During a dramatic two year investigation, the Environmental Justice Foundation (EJF) has documented mass amounts of pirate fishing on the West Coast of Africa. Pirate fishermen are literally out of control. They are fishing in protected areas, destroying local fishermens nets and sabotaging them, hiding their names, and shipping their catch illegally at sea. They evade arrest, attack local fishermen, and abusing their own crews. The catches of these pirates have been entering the EU. the worlds largest import market for seafood. This is despite a new EU regulation. The regulation requires all fish imported into Europe to be accompanied by a catch certificate that asks for name, address, validating authority, fishing vessel name, license, and homeport. This is all declares that the catches have been declared legal.y 90% of the vessels documented by EJF fishing illegally are bottom trawlers. Bottom trawlers are are vessels that drag heavy nets across the sea bed catching all marine life in their path. Up to 75% of call the catches made on these vessels are dumped back into the sea, dead or dying. Fish is the principal source of protein for 2.9 billion people. But the United Nations recognizes 80% of the world's fisheries are e...
where goods are thrown overboard in a storm for the purposes of saving a ship,
...li, Brita. "Defender of the Seas." E: The Environmental Magazine 23.1 (2012): 18-25. Academic Search Premier. Web. 30 Oct. 2013.
Currently, International system is focusing on issues related with maritime security. Maritime security coxncern with threats that prevail in the maritime domain (Klein 2011; Kraska and Pedrozo 2013; Roach 2004; Vrey 2010, 2013). These threats include interstate-dispute, terrorism, piracy, drugs trafficking, people and illicit foods, arms proliferation, illegal fishing, environmental crimes, as well as accidents and disaster which happen in maritime domain. Thus, generally, maritime security can be defined as the absence of those threats. Meanwhile, there is an argument that inter-states dispute should be categorized as national security instead of maritime security. Thus, there is another definition of maritime security which define maritime security as good or stable order at sea (Till 2004; Vrey 2010; Kraska and Pedrozo 2013: 1). The definition of maritime security from one to another is different as the scope of maritime security is broad and each actor has different point of view on the issue. There is no universal legal definition about maritime security. The United Nation itself only
Department of Homeland Security, “ Implementation of National Maritime Security Initiatives”, Federal Register, Rules and Regulations, Vol. 68, No. 204, October 22, 2003 ,p.,60448 cited in Sean D. Murphy P, United States Practice in International Law, Volume 2; Volumes 2002-2004 Cambridge university press, new York, 2005,p .130
The Convention on the Law of the Sea contains provisions dealing with highly migratory species, which largely refers to species that range freely over vast oceanic areas. Coastal states and states fishing for these species in the High Seas have, in particular, the obligation to cooperate with a view to ensuring the conservation and promoting the optimum utilization of these species throughout the region concerned, in both the EEZ and the High Seas.