Association de citoyens qui défendent l'environnement maritime

 

16 mars 2014 texte original

MARITIME SECURITY : FREE HAND

The maritime security concerns owners. Only them can make a real difference in the shipping industry - Over 90% of world trade is carried by the international shipping industry - that is to say also 7 billion tons of cargo in 2013. In France maritime activities represent more than 320,000 jobs , more than the automotive industry, irrespective of brands. The French maritime transport leaders operate vessels with an average age of 6.5 years. Yet the first global business faces with problems , too many weak links affect maritime security and create maritime insecurity .

" Abolished formally on December 20, 1848 , slavery has taken new forms on seas ," if the " ebony " trade is part of a bygone era , ships continue to carry with them an inequal, instable and insecure world.

Maritime transport is far from being marginal , in 30 years it has recorded an increased of over 530 % and its cost has decreased by more than 35%. These savings were too often realized by exploiting old age vessels, with an average age of 40 years, in bad repair.

What do the States to protect their seafarers and implement an efficient and effective control of vessels .... not much ... not to say anything.

Flag "bis" or flag of convenience: the new slave. Several international conventions including the Maritime Labour Convention (MLC 2006) aimed at better control of the flag State and the protection of seafarers. Unfortunately this is just a stack of texts that are not applied nor applicable (only those who wrote them believe in , but the reality is quite different on the docks around the world , docks increasingly inaccessible to the people who defend seafarers'rights and the maritime security.

In France and in Europe some Shipowners are a cut above the rest and establish their own rules (zero accident zero incident).

But the " pseudo- shipowners " are the most dangerous for the maritime security.These are not marginal SINCE they operate more than 30% of the ships in the world and all these ships are sub-standard (social, technical and distort competition) .

When a Port State Control tries to enforce minimum standards , these " pseudo- shipowners " always threat to abandon their ships ( we note that blackmail works ) so the rules are skewed and exemptions will be distributed to all . Associations and unions interested in maritime transport meet increasingly these " pseudo- fans " real thugs seas.

The arrival on the oceans of giant container has not diminished the maritime insecurity at sea and in ports, on the contrary, and yet France has abolished in 2011 the tug assistance and rescue in the Bay of Biscay.

Maritime security is everyone's business , including port managers . For fear that the ships remain along the docks for years, with or without crew , administrations in charge of security receive clear orders "do no incident , ships must berth and leave as quickly as possible .

" The ostrich policy , trade policy and competition (including unfair ) well organized " orchestrated " between the ports is the weakest link in maritime security. If controls and actors involved were serious, " ERIKA " " PRESTIGE " and other ships could not have " should never have been able" to leave the port.

Hundreds of vessels in poor condition in ports without ever being challenged , the weak links in the maritime security are: the " pseudo- shipowners ' flag state , classification societies , charterers and insurers and of course all those who see and do leave , the port of call at first.

Ports apply omerta for the security and living conditions of seafarers who come from poor countries (4 /5) . The crew is almost all the time composed in several nationalities, who do not always speak the same language and are too often understaffed ) .

The " JUST MARIIAM " who just left the port of Lorient March 8, 2014 did not meet all security standards , bu tshe left the port.

" ANTIGONE Z " stuck in the port of Brest for more than two years would it be in compliance with standards if she found a buyer?

France, like other States signs international conventions but just to have a clear conscience. Maritime security is not a priority for France , we can see that every day.

 

 

The Maritime security flouted

 

During the last 30 years, the shipping has increased by over 530 % and its cost has decreased by more than 35%. These savings were too often realized by exploiting old age vessels, with an average age of 40 years, in bad repair. International conventions aimed at better control of the flag State and the protection of seamen. Unfortunately this is just a stack of texts that are not applied. Pseudo- shipowners " are the most dangerous. They operate more than 30% of the ships in the world and all these ships are sub-standard. When a Port State Control tries to enforce minimum standards , these " pseudo- shipowners " always threat to abandon their ships. The blackmail works . Exemptions are numerous. People in charge of security receive clear orders "do no stop a vessel , ships must berth and leave as soon as possible ." ." The " Just Mariiam " who left Lorient on March 8 is a good example . The competition policy , including unfair , is " orchestrated " between the ports that are the weak link in maritime security. If controls were serious, "Erika" could never leave port. Hundreds of vessels in poor condition call ports without ever being troubled. What do the States to protect their seafarers and implement effective control of vessels ? Not much , not to say anything. The maritime security is not a priority for France , we can see that every day.