Global daily news 29.09.2013

***Harsh Qatari Labor Conditions Move Center Stage As FIFA Debates World Cup – Analysis



Doha, Qatar Skyline at Night

Controversy over conditions for unskilled and semi-skilled workers in Qatar involved in the construction of World Cup-related infrastructure as well as for flight attendants of Qatar Airways, the 2022 tournament’s likely official carrier, has moved center stage as world soccer body FIFA prepares to debate next week the Gulf state’s hosting of the 2022 soccer tournament.

FIFA’s focus is on whether to move the tournament from summer to winter because of Qatar’s harsh summer temperatures that can exceed 40 degrees Celsius. FIFA however will find it difficult to maintain a narrow concern for the welfare of players with no regard to the army of workers involved in constructing billions of dollars in World Cup-related infrastructure. Beyond reputational damage, the debate over workers’ rights and conditions increases the risk of FIFA being pushed to entertain depriving Qatar of its hosting rights, a move that would be perceived by much of the Muslim world as anti-Arab and anti-Muslim.

International trade unions have for the past three years threatened a boycott of the World Cup if Qatar failed to improve labor conditions and accept workers’ rights to form independent trade unions and collectively bargain. The issue has taken on added urgency with a report in The Guardian that asserts that 44 workers had died in work-related incidents between June 4 and August 8 and that workers had not been paid, had their passports confiscated by employers, been denied access to free drinking water in the desert heat, and that 30 Nepalese had sought refuge at their embassy in Doha to escape the brutal labor conditions.

Adding to Qatar’s problems, the International Transport Workers’ Federation (ITWF) lambasted this week Qatar Airways, the country’s national carrier, as well as United Arab Emirates carriers Emirates and Ettihad for prohibiting employees from organizing and demanding better working conditions. ITWF said it would lobby the International Civil Aviation Organization (ICAO), which is meeting in Canada to take action against the Gulf carriers. The union objects to stipulations in Qatar Airways contracts that oblige employees to obtain company permission before changing their marital status and entitle it to fire women employees as soon as they become aware of a pregnancy.

Union objections on the grounds that Qatar bans independent labor organizations forced the Gulf state earlier this year to withdraw its proposal to move ICAO headquarters from Montreal to Doha. Qatar Airways CEO Akbar Al Baker was quoted by Arabian Business as saying at the time: “If you did not have unions you wouldn’t have this jobless problem in the western world… It is caused by unions making companies and institutions uncompetitive and bringing them to a position of not being efficient. If you go and ask the politicians in most of the countries in the western world they would love to have the system we have: where the workers have rights through the law but they do not have rights through striking and undermining successful institutions that provide jobs to their knees.”

Qatar Airways was last year the target of an online call for a boycott by hundreds of Qataris who objected to its employment policies as well as the fact that it operates a shop in Doha that sells alcohol and pork to foreigners.

Qatar has responded to international criticism of its labor conditions by seeking to improve working and living conditions, including stricter enforcement of timely payment of wages, limiting the number of workers permitted to live in one room, planning a city for foreign workers who account for 94 percent of the Qatari workforce and enhancing leisure opportunities, including the creation of a soccer league for foreign workers.

The Qatar 2022 Supreme Committee that is responsible for organizing the World Cup issued a Workers’ Charter earlier this year that pledged to meet international standards with the exception of the right to independent trade unions and collective bargaining. Qatar Foundation, the institution that funds educational and social projects, is working on a similar charter. It is also looking at streamlining recruitment to cut out middlemen and agents that charge onerous rates and are responsible for workers’ huge debt burden.

In a response to The Guardian story, the 2022 committee said: “Like everyone viewing the video and images, and reading the accompanying texts, we are appalled by the findings presented in The Guardian’s report. There is no excuse for any worker in Qatar, or anywhere else, to be treated in this manner. The health, safety, well-being and dignity of every worker that contributes to staging the 2022 FIFA World Cup is of the utmost importance to our committee and we are committed to ensuring that the event serves as a catalyst toward creating sustainable improvements to the lives of all workers in Qatar.”

Qatari executives note that one offset of the awarding of the World Cup is the fact that workers’ rights and working conditions are on the table and that steps are being taken to address the situation. “While construction on work relating directly to the 2022 FIFA World Cup in Qatar has not yet commenced, we have always believed that hosting the 2022 FIFA World Cup in Qatar could be the catalyst for positive change, particularly for accelerating human and social development in Qatar,” the 2022 committee said. The committee said the government was investigating companies identified in The Guardian report.

Qatar has so far however refrained from steps to abolish the onerous Kafala or sponsorship system that makes employees virtually beholden to their employers a step that could convince trade unions and human rights activists that it is serious about reform. The Guardian report signals that on many of the issues such as timely payment, return of passports after completion of immigration procedures and access to water, Qatar is lagging in enforcement rather than in legislation and regulation.

The unanswered question is why Qatar has failed to tackle the Kafala system head on and allowed it to fester. Writing in Open Democracy, Michael Stephens, a researcher at the Royal United Services Institute (RUSI) Qatar, noted that a majority of Qataris acknowledge that their country’s labor system is in desperate need of reform. Kafala, moreover, is disliked not only by employees but also by many employers because it makes them liable for whatever the worker does during and outside of working hours. Mr. Stephens argues that authorities understand the need for change but are not giving it the priority required to stop further damage to Qatar’s reputation.

Yet, at the same time, he concedes that conservative forces and at least some business circles oppose abolishing kafala. “Business interests are often the hindrance, and the young Emir, like his father will need to work hard to combat those companies, including many western entities that accept and propagate the system that stands against the interests of a majority of the country, local and foreign alike,” Mr. Stephens wrote referring to 33-year old Sheikh Tamim bin Khalifa Al Thani who became emir in June after his father, Sheikh Hamad bin Khalifa Al Thani, abdicated.

A recent study by researchers of Weill Cornell Medical College in Qatar concluded that the cost of maintaining the labor system went beyond reputational damage. The researchers concluded that Qatar would be near the top of the United Nation’s Human Development Index (HDI) if adjustments were made for the country’s large population of migrant workers. With other words, the system undercuts Qatar’s soft power effort designed to project the Gulf state as a cutting edge, 21st century knowledge-based society.







FROM ISLE OF MAN TODAY:


***We won’t pay slave rates, says SPC rival

Captain Kurt Buchholz

Captain Kurt Buchholz

The founder of a new shipping line says he is shocked by union criticism that warns of ‘vultures’ and ‘scavengers’ attempting to threaten Steam Packet jobs and services.

Shipping union RMT pledged support for a joint fight alongside sister union Nautilus over what it described as a ‘renewed threat’ to lifeline ferry services.

Ellan Vannin Line is proposing to introduce a rival freight service between Douglas and Heysham, using a cargo vessel MV Cometa to be purchased from Nor Lines and with a launch date now expected to be in February or March.

RMT said it backed the call for the UK and Manx governments to bring in new controls to prevent unfair competition based on low-cost foreign crews and flag of convenience ships – and said more than 300 jobs were put at risk by Ellan Vannin Line’s plans.

RMT general secretary Bob Crow said: ‘No one should underestimate the scale of the latest threat to services, jobs and working conditions that is posed by this latest aggressive attempt to undermine the Isle of Man Steam Packet.

‘This is not the first time scavengers have attempted to exploit this life-line ferry route and they will be met with the stiffest possible joint resistance from the trade unions and the local community.’

Steve Todd, RMT national secretary, added: ‘Once again the vultures are hovering over the Steam Packet and once again we are mobilising to fight them off.’

But Captain Kurt Buccholz, who heads up the Ellan Vannin Line, insisted the MV Cometa would be Manx flagged and he hoped to recruit as many Manx crew as possible who would be paid at least the internationally-approved rates agreed with the unions.

‘We won’t pay a slave rate,’ he said.

He said he was initially shocked by the language used by the unions.

Captain Buccholz said: ‘Scavengers and vultures are normally linked to death or near death. Is the Steam Packet really in such a bad shape that there is a need for this kind of language?

‘Is the Steam Packet in such a desperate state that it needs this kind of support from the unions? It looks like a desperate attempt to get the support from the unions and government for anti-competitive law.

‘I’m still of the same opinion that 99 per cent of the population of the Isle of Man would like to have an affordable alternative service, We want to create jobs for Manx people with a career programme. We want an Isle of Man flag.’

He added: ‘Many on the Steam Packet are not from the Isle of Man, they are either from the UK or Eastern Europe – which nationality is the union trying to protect?

‘We want to employ Manxies on the ship if available. We’ve already got applications from people in the island and people on Steam Packet ships. We’ve had applications from the UK and further away and we turned them down.’

He pointed out pay rates on ship are different from those on shore – and insisted the seafarers’ rate paid would be based on that set by International Transport Workers’ Federation to which the Nautilus union is affiliated.

‘These are internationally accepted pay rates, agreed by the union.

‘We may have to pay a slightly higher rate.’

FROM TRADEWINDS:


***Probe into MOL Comfort loss puts loaded condition in the spotlight

After the IMO agreed to mandatory weighing of containers, the probe into MOL Comfort is delayed until the end of next month as doubt emerges over what made it break in two

The investigation into the loss of the 8,110-teu boxship MOL Comfort (built 2008) is being prolonged by a more detailed assessment of how much its loaded condition contributed to the casualty, TradeWinds understands.

Classification society ClassNK had hoped to release its findings this month, but now says it will be the end of October before the results are available.

Sources suggest that further examination of any role the loaded condition played in its loss is the main reason for the extension of the probe being carried out by MOL Comfort builder Mitsubishi Heavy Industries (MHI) and ClassNK.

It had been thought that the loss was down to insufficient localised strength in the midships, where the vessel first cracked then broke in two in the Indian Ocean in June.

The ship was designed and constructed in compliance with ClassNK and International Association of Classification Societies (IACS) structural rules.

In response to the accident, six sisterships have undergone strengthening in the same area that the MOL Comfort failed.

However, MHI and ClassNK are understood to disagree, with the emphasis on the inherent strength and lack of consideration of the loaded condition.

And they are reviewing the loaded condition and long-term operation of the vessel by Mitsui OK Lines (MOL) as possible contributory factors.

Yet experts insist that the initial visual evidence of the loaded condition of the MOL Comfort indicates it was not an immediate factor in the accident.

Even if some container weights had been incorrectly declared, the ship was far from fully loaded as it was only around half full with 4,382 teu boxes onboard compared to a total carrying capacity of 8,110 teu.

The two sections of the hull also broke away evenly, suggesting that one section was not overloaded compared to the other.

With both hull sections of the MOL Comfort now lost, a key indicator to the cause of the accident is likely to be the degree of fatigue detected in the midships of the sisterships that had been trading on the same route and loaded in a similar way.

The industry will be watching closely the role of operational factors in ClassNK’s final report, having agreed to the mandatory weighing of containers in response to earlier casualties that have been linked to misdeclaration of container weights.

Last week, the International Maritime Organisation (IMO) agreed to make container weighing and verification a part of the Safety Of Life At Sea (Solas) Convention, pending final approval at next year’s Maritime Safety Committee.

It agrees that it is the shipper’s responsibility to verify container weight either by weighing it as a whole or weighing its contents, including packaging and dunnage, separately.

The International Transport Workers’ Federation (ITF) says it is unhappy with the move, complaining it represents a “compromise” and that weighing a container’s constituent parts amounts to a “lesser measure” than weighing the container as a whole.

ITF president Paddy Crumlin said: “We have a compromise that some countries will put in place a process that is likely to be bedeviled by the obvious questions: who will certify, when and how?”

The European Shippers’ Council (ESC) also complains that the legitimacy of the IMO decision is questionable because shippers’ views have been ignored.

“With the lacking of shippers’ authorised representatives in the IMO, no voices were raised against the proposed measure to verify the weight of each container in a certified way, even though very big industrial interests had publicly opposed the proposed measures,” the ESC said.

The World Shippers’ Council (WSC), however, applauds the decision.

WSC president Chris Koch said: “We have worked with the IMO to address the problem of incorrect container weights for over six years and now, with the input of many governments and industry organisations, including responsible shipper associations, we are pleased that the Solas amendments and related implementation guidelines have been approved.”

***Transship vessel up for auction after wages row

A Dutch owner with a history of crew payment rows looks set to lose one of its ships to a court-mandated auction in Shanghai.

The Shanghai People’s Maritime Court has ordered the auction of the 11,100-dwt general cargoship Maxima (built 2007) on 30 October unless owner Transship Management comes up with security for crew wages claims by then.

The Damen-built ship is one of two larger vessels in the owner’s fleet of seven multipurpose (MPP) general cargoships.

Crew members Oleg Zaychykov, Oleksandr Dray, Volodymyr Kravchenko, Andriy Tukalov and Volodymyr Prykhodko brought the arrest suit.

Bidders will be required to put up a deposit of CNY 2m ($320,000) by the day before the auction.

The vessel is now at the anchorage of Shanghai Chongming Dadong Shipyard.

The recent history of the company’s fleet is a contentious and fatal one.

In January 2011, a crewman on Maxima’s sistership, the 11,100-dwt bulker Alexia (built 2008), was reported killed during New Year’s Eve festivities on a voyage from Hamburg to Houston.

In September 2012, International Maritime Transport Workers’ Federation (ITF) officials boarded another Transship Management vessel, the 5,800-dwt Julia (built 2006), seeking to collect over $100,000 in allegedly unpaid wages on behalf of Russian, Ukrainian and Lithuanian crew.