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For sailors on stranded ship, it’s a fight to stay alive
Arun Janardhanan, TNN | Jul 5, 2011, 05.27am IST
FROM THE TIMES OF INDIA:
CHENNAI: There appears to be no end in sight for the troubles of OSM Arena, a Korean merchant vessel stranded off the coast of Chennai for the last 17 months. The Madras high court had ordered its sale a few months ago to allow the wages of the crew to be paid and to settle the cases, but a division bench on Thursday last cancelled the sale following a complaint from a Kolkata-based company on a previous business dispute.
Kim Goeng Tai, the captain of the vessel, told ToI over the phone that they had no food, drinking water or fuel on board. "There is a complete blackout. There are no lights and the signals don't work. We are also not safe on board as there are a lot of vessels passing through and we do not have any system to alert them of our presence," he said. The vessel, anchored 1.9 nautical miles off the Chennai port, could even collide with other vessels, the captain said.
On Monday afternoon, an official delegation which visited the crew aboard the vessel said they were in a severely dehydrated state. K Sreekumar, inspector of the International Transport Workers Federation and representative of the Madras Port trust Employees Union, said the sailors' condition was worsening and that something needed to be done immediately. "They ran out of food and water a couple of days ago. After the division bench of the Madras high court cancelled the sale of the vessel on Thursday last, the supplier had stopped the supply of food provisions and fuel. The vessel is in complete darkness, without even fuel or electricity," said Sreekumar, who visited the ship on behalf of the ITF.
It all began in February 2010 after the vessel reached Chennai and was arrested on orders of the Calcutta high court in the matter of a business dispute with a Kolkata-based firm. The vessel owner then declared bankruptcy and abandoned the vessel but the supplier continued sending provisions until last week expecting that the sale of the vessel would come through and he would get his money back. In February this year, the Madras high court ordered the sale of the vessel on humanitarian grounds after hearing a complaint from the crew.
"The 14 crew members were awaiting an order confirming the sale. But the Kolkata-based firm approached the Supreme Court again questioning the amount fixed for the sale. Following the complaint, the Supreme Court directed Madras high court to review the case and a division bench of the high court cancelled the sale last week," said a senior port official.
The Times of India had last month reported the plight of the 14 sailors on board saying that hadn't seen the shore since the last 16 months and were living in a dead vessel off the Chennai seas.
FROM HELLENIC SHIPPING NEWS (GREECE):
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Monday, 04 July 2011 11:00
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INTERNATIONAL shipping companies have warned of the threat to the global supply chain from piracy off the coast of Somalia.The latest figures show the economic
cost of the attacks at around $12 billion a year.
Michael Parkerat, president International Chamber of Shipping warned governments to do more to tackle the threat to merchant vessels if they are serious about maintaining the efficiency and security of global trade.
The escalating pirate attacks threatened the stability and security of energy supplies which would affect both developing and industrialised countries.
“Governments need to take the situation far more seriously,” he said. “The immediate need is to tackle the pirates with increased military resources before our seafarers decide that they are simply unwilling to continue risking their lives.”
Mr Parkerat’s comments followed concerns by the International Transport Workers Federation that many international seafarers were reaching the point at which they will refuse to sail to the ports of East Africa or up through the Gulf of Aden and into the Red Sea.
Numbers rise
“Some governments appear to think that a certain amount of piracy can be tolerated,” Nautilus general secretary Mark Dickenson told the conference.
Mr Dickenson said he backed a “global call for all seafarers to refuse to sail into ‘high risk’ areas,” saying all flag states had a responsibility to protect merchant shipping under international law and should not seek to pass that responsibility onto owners. Around 4,200 seafarers were attacked and almost 1,200 held hostage last year.
According to the International Maritime Bureau (IMB) Piracy Reporting Centre there was an approximate 10 per cent increase in the number of pirate attacks reported in 2010 from the previous year.
The IMB said there were 445 attacks reported in 2010 and 404 in 2009. These figures are substantially up on the 2008 figures when there were 111 attacks.
In its detailed global piracy report in January the IMB said that more people were taken hostage at sea in 2010 than in any year on record.
Last year pirates captured 1,181 seafarers and killed eight. A total of 53 ships were hijacked.
FROM LLOYD'S LIST:
Bullying found to be rife among Dutch and UK officers
Figure of more than 40% is twice that of all employees in the two countries
David Osler - Tuesday 5 July 2011
MORE than 40% of British and Dutch officers have personally experienced bullying, harassment or discrimination at work in the past five years, according to a survey conducted by seafarer union Nautilus International.
The figure is around twice as high as that for all workers in the two countries, and the problem generates low morale, depression, deterioration in performance and earlier decisions to come ashore, the report says.
Yet less than half of those who had been bullied felt able to make a complaint for fear that the employer would take no action or that they would be labelled troublemakers. Some even maintained that bullying was part of seafarer culture and should be accepted without complaint.
Of those who did complain, almost three quarters felt that their complaints were not dealt with satisfactorily. Sometimes the complainants ended up being victimised again. Almost two-thirds said that the company they worked for did not have an equal opportunities or respect in the workplace policy, something that would be a legal requirement for most shoreside workers.
“I was off with stress for three months and when I returned to work the company said that it was my fault I had been bullied. I have been branded as a pariah,” said one participant. “I have just about regained my confidence in who I am after three years and changing my job. I no longer work at sea because of this incident.”
Another warned: “Constant criticism for no valid reason inevitably leads to a hardening of attitudes and a why-bother mindset.”
The survey was conducted last year and is based on an unweighted and self-selecting sample of 539 union members who filled in a questionnaire on the Nautilus International website. Some 92% were male, and 8% female.
Despite this methodology, Nautilus believes that the research covers a broad spectrum of maritime professions, in terms of sector, seniority and personal circumstances.
Line managers emerged as the worst perpetrators, being blamed in 22% of instances. They were followed by colleagues (20%) and employers (16%). The main form of ill-treatment identified was bullying, seen in 29% of cases.
The open response section of the questionnaire saw many respondents detail the bullying of juniors and trainees by senior personnel, and was sometimes linked to nationality, racism, sexism, homophobia or prejudice against older workers.
About 8% of respondents said they had experienced gender discrimination and 5% reported sexual harassment, with a much higher proportion of such complaints coming from women rather than men. Indeed, 41% of women respondents said they had suffered sexual harassment, compared to just 2% of male respondents.
The vast majority of respondents said they had not encountered the industry-wide guidelines on bullying drawn up by the European Community and the European Transport Workers’ Association in 2000.
However, there were some positive results. For instance, when asked ‘how would you rate your employer’s commitment to ensuring that employees work in an environment free from bullying, discrimination and harassment?’, 39% replied either very good or good, and another 29% replied average. It was also notable that 81% said they always or usually enjoy working at sea.
FROM TRADEWINDS TODAY:
***OSM Arena in limbo
A Korean bulker crew has been stuck in Chennai, India, for 17 months with no end to their ordeal in sight.
The Madras high court has scrapped a sale of the 45,000–dwt OSM Arena (built 1985) following a complaint from a Kolkata company involved in a dispute with the ship.
A sale would have allowed the crew’s wages to be paid. Nine of the men are from South Korea and five from Burma.
Captain Kim Goeng Tai told the Times of India the men had no food, drinking water or fuel on board.
"There is a complete blackout. There are no lights and the signals don't work. We are also not safe on board as there are a lot of vessels passing through and we do not have any system to alert them of our presence," he said.
The vessel is anchored 1.9 nautical miles off Chennai port.
The ITF visited the ship on Monday and said the seafarers were in a severely dehydrated state.
ITF inspector K Sreekumar said the men’s condition was worsening and that something needed to be done immediately.
Their problems began in February 2010 after the vessel reached Chennai and was arrested on the order of the Calcutta high court in a dispute with the Kolkata-based firm.
The vessel owner then declared bankruptcy and abandoned the vessel, but supplies were still delivered until last week, when the sale was expected to go through.
Two Koreans and two Burmese returned home in September.
The vessel was operated by Ocean Success Maritime of Seoul.
***Right timing in both golf and shipping
Keen to improve your golf and hit that ball a bit further? Then take a tip from former shipmanager Frank Preece and injure your wrist.
Preece — who has probably forgotten more about crewing and dealing with the International Transport Workers’ Federation (ITF) than others might ever know — recently found on his first time back on the course after a minor accident that while his back-swing was limited, he could drive better than ever. “It’s all about timing,” he said, a phrase familiar to many in the industry.
Now retired and living on the Isle of Man, Preece used to head what was the Manx-based Dorchester Atlantic Marine — a semi-autonomous part of Bernhard Schulte Group — and is now the German owner’s crewing headquarters.
The Liverpudlian, who has just turned 74, keeps in touch through regular visits to his former employer’s office to chat with the two Davids (Furnival and Oldfield, the former is the management head of all the German group’s tankers and gas carriers and the latter is managing director of the Isle of Man outfit).
He also regularly lectures ITF inspectors in London.
He met his Dutch wife, Marta, when he was working for Sanko in Rotterdam after he had left BP: “They weren’t paying me enough — I had three sons”. But he left the Japanese owner when he “saw the writing on the wall” as the company headed toward financial disaster in the 1980s, only to be rescued by the government and banks.
Timing, Frank. Timing is everything.
Piracy costing $12bn
The total cost of piracy in 2010 has been estimated at between $7bn and $12bn by a non-profit global think-tank.
One Earth Future Foundation’s (OEF) Oceans Beyond Piracy project crunched the numbers, and said war risk and ransom insurance premiums were the single biggest expense at between $460m and $3.2bn.
OEF’s estimate for insurance used a low threshold of 10% of vessels purchasing these types of cover, while the upper limit assumed 70%.
The re-routing of ships away from pirate-infested waters provided the next highest cost at between $2.4bn and $3bn.
Purchasing security equipment saw owners spending anywhere from $363m to $2.5bn.
And naval operations off the coast of Somalia cost $2bn.
Then there are the ransoms, totaling around $148m last year, the report said.
OEF claims the average payment has risen from $150,000 in 2005 to $5.4m in 2010.
Even prosecuting the pirates costs money: $31m last year, with more than 750 men either awaiting or having undergone trial in 11 different countries.
Regional economies such as Egypt, Kenya, Yemen, Nigeria and Seychelles have also lost $1.25bn to piracy.
The group is calling on the international community “to develop a global response that deals comprehensively with deterrence, suppression, and prosecution of piracy".
Samho crew goes home
The Dubai exile of 24 crew on a Samho Shipping VLCC has ended after they were repatriated.
The seafarers had been stuck off the UAE on the 319,000-dwt Samho Dream (built 2002) since before Korean owner Samho Shipping filed for receivership in April.
The Filipino and South Koreans lacked the papers to enter the country and existed for weeks with dwindling food and fuel supplies.
They were unable to refrigerate or cook food. Some began to experience dizziness after losing weight.
Dubai authorities had arranged medical treatment for the men onshore, however.
The men have been paid up to May, with June's salary promised this month.
Samho Dream had been held by Somali pirates for six months last year. The payment of its ransom, plus one for another Samho ship, led to the company’s financial troubles.
Two other Samho tankers are also stranded off Dubai.
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OTHER LANGUAGES
FROM DIARIO EL SURENO (ARGENTINA):
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***La ITF y el SOMU denuncian a Uruguay
Omar Suárez denunció ante el Comité de Pesca de la ITF y la Cancillería argentina la explotación de marineros peruanos, la violación por parte de Uruguay del acuerdo firmado en la UNASUR en relación a Malvinas y la actividad de empresas con filial argentina en las Islas.
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Omar Suárez, Secretario General del SOMU.
Galería de Fotos
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Por KARINA FERNÁNDEZ | Fotos de GUILLERMO NAHUM.- El pasado 8 de febrero se realizó en Londres la reunión del Comité de Pesca de la Federación Internacional de los Trabajadores del Transporte (ITF), de la cual participó, en representación de la Sección America Latina y Caribe, su presidente, Omar Suárez, Secretario General del SOMU en nuestro país.
El informe que el representante latinoamericano presentó en dicha oportunidad para su debate, descansaba en dos problemas plenamente vigentes: los servicios portuarios que Uruguay brinda a buques de operan en la Zona Económica Exclusiva de las Islas Malvinas y la explotación de los marineros peruanos, perpetrada por buques pesqueros con bandera de conveniencia, con puerto de asiento también en el vecino país.
Durante la reunión del Comité los miembros de la ITF dieron total apoyo a Omar Suárez para que en su condición de presidente realice campañas de solidaridad con el objeto de lograr la firma de Convenios Colectivos de Trabajo y combatir la pesca ilegal no declarada ni reglamentada.
Durante el cónclave, al referirse a las diferentes maneras en que los estados pueden contribuir a la solución de los problemas antedichos y en concordancia con lo normado por la Asamblea General de las Naciones Unidas, se especificaron una serie de instrumentos con los que cuentan los estados rectores de puerto, a saber:
• Denegación de todo acceso a puerto.
• Prohibición de desembarques, trasbordos y/o elaboración de capturas.
• Confiscación y decomiso de las capturas.
• Prohibición de la utilización de los servicios portuarios, como el reabastecimiento de combustible, el resuministro y las reparaciones.
• Prohibición de la venta, la comercialización, etc.
Tomando como propio lo establecido en la Asamblea General de las Naciones Unidas, expresa el presidente de la ITF para la Latinoamérica y el Caribe en una nota enviada al Canciller Héctor Timerman, fechada 30 de marzo de 2010: “He solicitado a todas las Organizaciones Sindicales afiliadas a la ITF y al movimiento sindical internacional, lleven adelante las medidas necesarias a efectos de comenzar una campaña internacional para tratar de mitigar y/o eliminar los dos flagelos que tanto nos perjudican como trabajadores: falta de Convenios Colectivos de Trabajo y Pesca Ilegal no declarada y no reglamentada”.
En el documento presentado tanto a la máxima autoridad del Ministerio de Relaciones Exteriores de nuestro país como al Comité de Pesca de la ITF reunido en Londres, se denuncia que “los tripulantes peruanos, empleados por armadores españoles, aceptan firmar contratos de trabajo en condiciones notablemente inferiores a las que aceptaría cualquier marinero uruguayo, provocando una competencia desleal”. La flota española que opera desde Uruguay, emplea alrededor de 1.500 marineros peruanos, embarcándolos como personal subalterno, con salarios que varían entre 300 y 800 dólares y un plus por producción de entre 200 y 500 dólares adicionales.
Además denuncian la realización de descargas en alta mar, de la que participarían no solo los buques de bandera española sino también de otras banderas de conveniencia, entre las que se destacan Corea del Sur, Taiwán y las Islas Malvinas. El total de barcos con bandera de conveniencia que utilizan el puerto uruguayo para reabastecerse, descargar o efectuar reparaciones es de 664 embarcaciones.
Los recursos que son objeto de explotación de esta flota no controlada, son mayormente merluza, calamar, pez espada y tiburón. La zona de pesca es fuera de las Zonas Económicamente Exclusivas de Argentina y Uruguay y dentro de las Zona Económica Exclusiva de las Islas Malvinas. En una situación contraria a lo acordado por la UNASUR, que resolvió impedir que los buques que lleven bandera ilegal de Malvinas puedan entrar a cualquier puerto del continente, en el puerto de Montevideo operan más de 30 buques con dicha bandera.
Al respecto Omar Suárez se expresa en los siguientes términos ante el Canciller Héctor Tímerman: “Ha llegado el momento de expresarme como Secretario General del SOMU y sobre todo como argentino a quien la sangre le corre por las venas, ya que en virtud del informe mencionado he tomado conocimiento de que lamentablemente una vez más los legítimos derechos de la República Argentina con respecto a nuestras queridas Islas Malvinas siguen avasallados por el Reino Unido, con la complicidad de decisiones del gobierno de un país hermano, no de su gente.”
En el informe al que se hace referencia en esta nota se señalan empresas que poseen permisos de pesca en las Islas Malvinas, las cuales son controladas por empresas multinacionales con filiales en la Argentina, algo que se encuentra prohibido taxativamente a través de la Ley 23.683 que modifica el Régimen Federal de Pesca 24.922. Contra ellas, dice el escrito enviado al Canciller: “Reclamaremos como Sindicato, las sanciones legales y sociales que corresponden” y prosigue, “tenga usted la certeza de que seguiremos denunciando ante los organismos competentes de nuestro país para que dichas empresas no pesquen nunca más dentro de nuestra Zona Económica Exclusiva”.
Haciéndose eco de las palabras de la Presidente de la Nación, Cristina Fernández, cuando en la Asamblea de las Naciones Unidas, del pasado 24 de septiembre habló de un mundo con doble estándar, donde solo los países en desarrollo deben cumplir las resoluciones de dicho cuerpo, mientras los miembros permanentes del Consejo de Seguridad del la OTAN pueden violarlas sistemáticamente, el secretario general del SOMU expresó: “Día a día tenemos que seguir luchado desde nuestro lugar por reivindicar la soberanía argentina sobre las Islas Malvinas, ya que desde las sepulturas extraviadas en la soledad de los archipiélagos nuestros héroes caídos en la lucha, están a la expectativa de que nuestras acciones den sentido patrio a sus muertes”.
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TRANSLATION:
Uruguay is denounced by the ITF and the SOMU
Omar Suarez reported to the Committee on Fisheries and the Foreign ITF Argentina Peruvian sailors exploitation, rape by Uruguay signed the agreement regarding the Malvinas UNASUR and the activity of subsidiary companies with Argentina in the Falklands.
On February 8 in London took place the meeting of the Committee on Fisheries of the International Transport Workers Federation (ITF), which participated, representing the Latin America and Caribbean Section, its president, Omar Suarez, Secretary General SOMU in our country.
The report presented the Latin American representative at that time for discussion, rested on two problems in full force: Uruguay port services provided to vessels operating in the Exclusive Economic Zone of the Falkland Islands and the exploitation of the Peruvian sailors, perpetrated by fishing vessels flying flags of convenience, with port seat also in the neighboring country.
During the meeting of the ITF members gave full support to Omar Suarez in his capacity as president carry out campaigns of solidarity in order to achieve the signing of collective labor agreements and to combat illegal, unreported and unregulated fishing.
During the meeting, referring to the different ways that states can contribute to solving the above problems and in accordance with the rules set forth by the General Assembly of the United Nations, specify a number of instruments with which states have , port, namely:
• Denial of access to any port.
• Prohibition of landing, transhipment and / or processing of catches.
• Seizure and forfeiture of the catch.
• Prohibiting the use of port services, such as refueling, resupply and repair.
• Prohibiting the sale, marketing, etc..
Taking as their own provisions in the General Assembly of the United Nations expresses the ITF President for Latin America and the Caribbean in a note sent to Foreign Minister Héctor Timerman, dated March 30, 2010: "I have asked all union ITF affiliates and the international labor movement, further the measures necessary in order to begin an international campaign to try to mitigate and / or eliminate the two scourges that hurt us both as workers: lack of collective labor agreements and not Illegal and unreported. "
The document submitted to both the highest authority of the Ministry of Foreign Affairs of our country and the Committee on Fisheries of the ITF meeting in London, claims that "the Peruvian crew employed by Spanish owners, agree to sign contracts for work in conditions markedly accept lower than any sailor Uruguay, causing unfair competition. " The Spanish fleet operating from Uruguay, employs about 1,500 sailors Peruvians, shipping and junior staff, with salaries ranging between 300 and 800 dollars extra for production of between 200 and 500 additional dollars.
Besides denouncing the conduct discharge at sea, which would participate not only Spanish-flagged vessels but also of other flags of convenience, among which include South Korea, Taiwan and the Falkland Islands. The total number of ships under flags of convenience using the Uruguayan port to refuel, download or repairs is of 664 boats.
The resources are exploited by this fleet is not controlled, are mostly hake, squid, swordfish and shark. The fishing area is outside the exclusive economic zones of Argentina and Uruguay within the Exclusive Economic Zone of the Falkland Islands. In a situation contrary to the agreement of the UNASUR, which decided to stop ships carrying illegal Malvinas flag can enter any port in the continent, in the port of Montevideo operate more than 30 vessels with this flag.
Omar Suarez respect is expressed in the following terms before Hector Timerman Chancellor: "The time has come to express myself as Secretary General of the SOMU and especially as an Argentine who runs the blood through the veins, since under the above report I learned that unfortunately once again the legitimate rights of Argentina over Falkland Islands are our beloved overwhelmed by the UK, with the complicity of government decisions to a sister nation, not its people. "
The report referred to in this note identifies companies that have permits for fishing in the Falkland Islands, which are controlled by multinational companies with subsidiaries in Argentina, which is prohibited exhaustively through Law 23,683 that amending the Conditions of 24,922 U.S. Fish. Against them, says the letter sent to the Chancellor: "I claim as a union, legal and social sanctions that are" and continues, "You can rest assured that we will denounce to the competent bodies of our country that businesses do not fish anymore within our Exclusive Economic Zone. "
Echoing the words of the President of Argentina, Cristina Fernandez, when the Assembly of the United Nations, 24 September spoke of a double standard world, where only the developing countries must comply with the resolutions of that body while the permanent members of Security Council NATO can violate them systematically SOMU general secretary said: "Every day we have to keep fighting from our place for Argentina's sovereignty claim over the Malvinas, as missing from the graves in the solitude of the archipelagos our fallen heroes in the struggle, are the expectation that our actions make sense of patriotism to their deaths. "
FROM DELFI NEWS AGENCY (LITHUANIA):
***Didės minimalūs jūrininkų atlyginimai
"Klaipėda"
2011 liepos mėn. 4 d. 19:39
© DELFI (K.Čachovskio nuotr.)
Penkerius metus nekitę jūrininkų atlyginimai pradės didėti nuo 2012-ųjų.Iki 2013 metų pabaigos jie turi kilti 7,3 proc. Toks susitarimas pasiektas Tarptautinės darbo organizacijos (ITF) Jungtinėje jūrų komisijoje.
Įprasta jūrininkų atlyginimo kilimą vertinti pagal bazinį kvalifikuoto jūrininko atlyginimą. Dabar jis yra 545 JAV doleriai. Nuo 2012 metų sausio 1 dienos jis bus 555 JAV doleriai, 2013 metais - 568 JAV doleriai, o nuo 2014 metų pradžios - 585 JAV doleriai.
Didės ir bendra atlyginimų suma. Ji susidaro prie bazinio atlyginimo pridėjus viršvalandžius ir atostoginius. Įprasta, kad jūrininkams kiekvieną mėnesį skaičiuojamos 2,5 dienos atostogų laiko, 104 valandos viršvalandžių ir 8 valandos už darbą vieną sekmadienį per mėnesį. Taip pat taikomas ir viršvalandžių skaičiavimo 1,25 koeficentas.
Sudėjus viską bendra kvalifikuoto jūrininko atlyginimo suma nuo 2012 metų sausio 1 dienos sudarys 975 JAV dolerius, nuo 2013 metų sausio 1 dienos – 998 JAV dolerius, o nuo 2014 metų sausio 1 dienos – 1028 JAV dolerius.
Lietuvos jūrininkų sąjungos pirmininkas Petras Bekėža teigė, kad Lietuvos jūrininkų minimalūs atlyginimai bus didesni nei nustatė ITF. Jau kitais metais jie perkops per 1000 JAV dolerių. Taip yra todėl, kad atskirose šalyse taikomi skirtingi viršvalandžių, šventinių dienų skaičiavimo koeficentai. Lietuvoje jūrininkų viršvalandžių skaičiavimo koeficentas yra 1,5, šventinių dienų – 2. Per mėnesį taikomas ir kitoks – 2,8 atostogų dienų skaičius.
Žinant kvalifikuoto jūrininko atlyginimą, kuris prilygintas vienetui, nesunku apskaičiuoti ir kiek didės laivų kapitonų atlyginimai. Pagal ITF reikalavimus kapitono atlyginimo koeficentas yra 3,369. Tai reiškia, kad kvalifikuoto jūrininko atlyginimą reikėtų dauginti iš 3,369. Tačiau tokia matematika gyvenime ne visada atitinka realybę. Kapitonas yra savininko atstovas laive, todėl pastarasis jam gali mokėti kokį tik nori atlyginimą. Tik jis neturi būti mažesnis nei numato ITF, tai yra 3285 JAV doleriai nuo 2012 metų sausio 1 dienos.
Priklausomai nuo laivų tipų kapitonų atlyginimų skirtumai yra didžiuliai. Mažiausius atlyginimus gauna žvejybinių, nedidelių sausakrūvių laivų kapitonai, didžiausius – tanklaivių, dujovežių, konteinervežių kapitonai.
TRANSLATION:
Increase in minimum wages for seafarers
July 2011. 4, 19:39
Increase in minimum wages for seafarers
© DELFI (K.Čachovskio photo.)
For five years, wages have stagnated for seafarers to rebound from the 2012 ųjų.Iki the end of 2013, they must rise by 7.3 per cent. Such an agreement reached by the International Labour Organisation (ITF) Joint Maritime Commission.
Ordinary seamen wage increases seen by the base salary of a qualified seaman. Now it is 545 U.S. dollars. From 2012 January 1, it will be 555 U.S. dollars in 2013 - 568 U.S. dollars, and since the beginning of 2014 - 585 U.S. dollars.
And to increase the total amount of wages. It formed a base salary plus overtime and holiday pay. Typically, the seamen on a monthly basis calculated on 2.5 days of leave time, 104 hours and 8 hours of overtime for work one Sunday a month. Also applies to the calculation of overtime and 1.25 coefficient.
The sum of all the total amount of qualified seafarers' wages from 2012 January 1, will be 975 U.S. dollars, from 2013 January 1 - 998 U.S. dollars, and from 2014 January 1 - 1028 U.S. dollars.
Lithuanian Seamen's Union chairman Peter Bekėža said that the Lithuanian seamen minimum wages will be higher than those found by ITF. The next year it stood at U.S. $ 1,000. This is because different countries have different overtime, holidays coefficient calculation. Lithuania seafarers overtime calculation coefficient is 1.5 and holidays - 2. Per month and apply different - 2.8 days of holiday leave.
Knowing the salary of a qualified seaman, a comparable unit, it is easy to calculate how much to grow and ship captains pay. In accordance with the requirements of the master of the ITF wage coefficient is 3.369. This means that a qualified seaman salary should be multiplied by 3.369. However, the mathematics in life do not always meet reality. The master is the owner's representative on board, so the latter can pay him what they want compensation. He shall not be less than the ITF, which is 3285 U.S. dollars from January 1, 2012 date.
Depending on the type of ship captains salary differences are huge. Receive a minimum wage for fishing, small masters of bulk carriers, the largest - tankers, gas carriers, container ships captains.
FROM KLAIPEDA:
***Didės minimalūs jūrininkų atlyginimai
Penkis metus trukusi jūrininkų atlyginimų kėlimo stagnacija baisis nuo 2012-ųjų.
Papildyti straipsnį
Penkerius metus nekitę jūrininkų atlyginimai pradės didėti nuo 2012-ųjų.
Iki 2013 metų pabaigos jie turi kilti 7,3 proc.
Toks susitarimas pasiektas Tarptautinės darbo organizacijos (ITF) Jungtinėje jūrų komisijoje.
Įprasta jūrininkų atlyginimo kilimą vertinti pagal bazinį kvalifikuoto jūrininko atlyginimą. Dabar jis yra 545 JAV doleriai. Nuo 2012 metų sausio 1 dienos jis bus 555 JAV doleriai, 2013 metais - 568 JAV doleriai, o nuo 2014 metų pradžios - 585 JAV doleriai.
Didės ir bendra atlyginimų suma. Ji susidaro prie bazinio atlyginimo pridėjus viršvalandžius ir atostoginius. Įprasta, kad jūrininkams kiekvieną mėnesį skaičiuojamos 2,5 dienos atostogų laiko, 104 valandos viršvalandžių ir 8 valandos už darbą vieną sekmadienį per mėnesį. Taip pat taikomas ir viršvalandžių skaičiavimo 1,25 koeficentas.
Sudėjus viską bendra kvalifikuoto jūrininko atlyginimo suma nuo 2012 metų sausio 1 dienos sudarys 975 JAV dolerius, nuo 2013 metų sausio 1 dienos – 998 JAV dolerius, o nuo 2014 metų sausio 1 dienos – 1028 JAV dolerius.
Lietuvos jūrininkų sąjungos pirmininkas Petras Bekėža teigė, kad Lietuvos jūrininkų minimalūs atlyginimai bus didesni nei nustatė ITF. Jau kitais metais jie perkops per 1000 JAV dolerių. Taip yra todėl, kad atskirose šalyse taikomi skirtingi viršvalandžių, šventinių dienų skaičiavimo koeficentai. Lietuvoje jūrininkų viršvalandžių skaičiavimo koeficentas yra 1,5, šventinių dienų – 2. Per mėnesį taikomas ir kitoks – 2,8 atostogų dienų skaičius.
Žinant kvalifikuoto jūrininko atlyginimą, kuris prilygintas vienetui, nesunku apskaičiuoti ir kiek didės laivų kapitonų atlyginimai. Pagal ITF reikalavimus kapitono atlyginimo koeficentas yra 3,369. Tai reiškia, kad kvalifikuoto jūrininko atlyginimą reikėtų dauginti iš 3,369. Tačiau tokia matematika gyvenime ne visada atitinka realybę. Kapitonas yra savininko atstovas laive, todėl pastarasis jam gali mokėti kokį tik nori atlyginimą. Tik jis neturi būti mažesnis nei numato ITF, tai yra 3285 JAV doleriai nuo 2012 metų sausio 1 dienos.
Priklausomai nuo laivų tipų kapitonų atlyginimų skirtumai yra didžiuliai. Mažiausius atlyginimus gauna žvejybinių, nedidelių sausakrūvių laivų kapitonai, didžiausius – tanklaivių, dujovežių, konteinervežių kapitonai.
UNION/LABOUR RELATED MEDIA
FROM 3F:
Skibe fra eksotiske lande fylder på Søfartsstyrelsens sorte liste over skibe, der holdes tilbage på grund af dårlig sikkerhed. For eksempel MV Lesse, der var ejet af danskere og indregistreret i Panama.
***24 skuder holdt tilbage på et år
Det seneste år er 24 skibe endt på Søfartsstyrelsens sorte liste. De er holdt tilbage i dansk havn på grund af ringe sikkerhed. De fleste er fra eksotiske lande. Panama topper med syv elendige skuder.
Af Hans Christian Graversen, Fagbladet 3F,
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Panama, Antigua & Barbuda, Equatorial Guinea.
Navnene er eksotiske, og flagene er rige på farver. Men når det kommer til skibe, er der intet at prale af. Det viser Søfartsstyrelsens liste over skibe, der er blevet holdt tilbage i danske havne på grund af fejl og mangler i sikkerheden.
24 skibe er endt på årets sorte liste, og Panama topper med syv skibe, der er holdt tilbage. i alt 14 af de 24 skibe, der er blevet holdt tilbage, kommer fra eksotiske lande, der er svære at finde på verdenskortet.
Bilsyn på skibe
Søfartsstyrelsen skal kontrollere et vist antal skibe, der anløber dansk havn. Det kan sammenlignes med bilsyn, hvor skibene først får lov at sejle, når tekniske fejl og mangler i papirerne er bragt i orden. Og ifølge Søfartsstyrelsen har de seneste år budt på stort set samme antal skibe, der har problemer.
Men myndighederne kontrollerer ikke, om søfolkene får den løn, de har krav på, eller om deres forhold er rimelige.
Sømænd, der bliver snydt, mishandlet eller truet har kun få steder at få hjælp. For eksempel via sømandskirker eller ITF, Det Internationale Transportforbund.
Gamle kendinge
Hos ITF i Danmark kan skibsinspektør Morten Bach kun nikke, når han ser Søfartsstyrelsens sorte liste.
- Det er skibe fra de samme lande, vi slås med. De værste sager, vi har haft om snyd og manglende løn, er på skibe, der er registreret i Panama, Malta, Cook Island og Sct. Vincent, siger Morten Bach.
Sømændene fra de eksotiske skibe er typisk fra Østeuropa, Afrika, Tyrkiet eller Filippinerne. Skibene er ofte ejet af tyske, danske og andre europæiske ejere, der ikke vil drive skibe i deres egne hjemlande. I stedet bliver de indflaget i stater, der tilbyder såkaldt bekvemmelighedsflag. Og ly for myndigheder og fagforeninger.
TRANSLATION:
Ships from exotic countries fill the Maritime Authority black list of ships held back because of poor security. For example, MV Lesse, which was owned by residents and registered in Panama.
24 gunshot back in a year
The past year has 24 vessels ended on Maritime Authority black list. They are held back in the Danish port due to poor security. Most are from exotic countries. Panama tops with seven miserable ship.
By Hans Christian Graversen, magazines 3F
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Panama, Antigua & Barbuda, Equatorial Guinea.
The names are exotic, and the flags are rich in color. But when it comes to ships, there is nothing to brag about. It turns Maritime Agency's list of ships that have been withheld in Danish ports because of deficiencies in safety.
24 ships have ended up at this year's blacklist, and Panama topped with seven ships, which are held back. In total 14 of the 24 ships that have been withheld, come from exotic countries that are hard to find on the world map.
Bilsyn ships
DMA must control a certain number of ships calling at Danish ports. It is comparable to vehicle inspections, which ships only allowed to sail when technical defects in the papers are in order. And according to DMA, the last year featured roughly the same number of ships that have problems.
But authorities do not control whether the sailors get the wages they are entitled, or whether their relationship is reasonable.
Sailors who are cheated, abused or threatened, few places to get help. For example via sailor churches or ITF, International Transport Federation.
Old acquaintances
At ITF in Denmark can surveyor Morten Bach only nod when he sees Maritime Authority black list.
- It has ships from the same countries that we deal with. The worst cases we've had about cheating and failure to pay, is on vessels registered in Panama, Malta, Cook Island and St.. Vincent, Morten Bach.
Sailors from the exotic ships are typically from Eastern Europe, Africa, Turkey or the Philippines. The vessels are often owned by German, Danish and other European owners who will not operate vessels in their own homelands. Instead, they are flagged in states that offer so-called flags of convenience. And shelter from the authorities and trade unions.
PRESS RELEASES
Media Release: Rail & Maritime Transport Union (RMTU)
Tuesday July 5, 2011
Fight to Save KiwiRail Jobs Goes Countrywide: BOP Workers Vote to Picket Arrival of Foreign Built Wagons
The battle to save KiwiRail workers’ jobs at Dunedin’s Hillside workshops has spread across the country.
Rail and Maritime Transport Union members in Tauranga held a mass stop work meeting yesterday and unanimously voted to take direct action to stop the arrival and commissioning of the first batch of overseas built wagons, which are due to arrive imminently.
“Our members are calling upon KiwiRail and the Government to abandon their plans to cut jobs at Hillside and Hutt workshops. There are 40 jobs under threat in Dunedin and another 30 are being targeted in the Hutt. This is a direct consequence of KiwiRail’s decision to buy rolling stock made overseas,” said RMTU National President Aubrey Wilkinson, who works at the Port of Tauranga.
“Yesterday our members in the RMTU Rail and Port branches in Tauranga voted to mount pickets to prevent foreign built rolling stock getting on the track here in New Zealand. We understand that the ship carrying the first batch of overseas built wagons is due to arrive in the Port of Tauranga any day now. We’re not going to let that happen without putting up a fight,” said Aubrey Wilkinson.
“We have the support of our fellow members in the Maritime Union of New Zealand (MUNZ) and other RMTU branches across the country. We’ll be calling meetings in Port Chalmers and Wellington to hold similar votes as we understand the ship carrying these wagons is also calling at those ports.”
“This is a fight for jobs and skills in New Zealand. The Government is the shareholder of KiwiRail. They can, and they should, direct KiwiRail to stop buying rolling stock overseas. We have the expertise to build the wagons here and the flow-on benefits to the New Zealand economy are huge,” said Aubrey Wilkinson.
“Hundreds of jobs and dozens of businesses depend on work generated by our rail workshops in Dunedin and the Hutt. This work sustains our communities. All we’re asking the Government to do is listen to us and to do the right thing for New Zealand,” said Aubrey Wilkinson.
Ends
For more information contact:
RMTU president Aubrey Wilkinson, on 027-861-9876
RMTU South Island organiser John Kerr, on 027-246-4941
Full Text of Resolutions:
This meeting of RMTU Bay of Plenty Branch:
• Directs KiwiRail to abandon its plans to slash jobs at its Hillside and Hutt engineering plants and to invest in the future of Hillside, Hutt and Rail Engineering in New Zealand with a view to securing and creating high skill, high wage jobs that help build and expand a sustainable rail network
• To legislate for a government procurement policy that ensures all SOEs and other government owned and controlled entities take into account the interests of the wider NZ economy and society in the purchase of goods and services.
• That this combined meeting endorses the call from the Waikato and Bay of Plenty Rail Branches and the Bay of Plenty Port Branch to organise a picket led by our KiwiRail members at Tauranga when the CNR built wagons arrive.
• That this combined meeting calls upon the ITF to ban all CNR built wagons that are destined for NZ. |
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