Türk Deniz Ticaret Filosunun Denizcilik Çalışma Sözleşmesi (mlc) 2006 Koşullarına Uygunluğunun Analizi

Abstract

Gemiadamları ile ilgili uluslararası kuralların sayısının çokluğu, düzenli olmaması, Uluslararası Denizcilik Örgütü (ILO)'ne üye ülkeler tarafından her birine taraf olunmaması ve uygulamaya yönelik zorlayıcı denetim mekanizmalarının olmaması bu sözleşmelerin eksik ve yetersiz uygulanmalarına neden olmuştur. 20 Ağustos 2013 tarihinde yürürlüğe giren Denizcilik Çalışma Sözleşmesi (MLC) 2006 ile yıllardan beri denizcilikte kullanılmakta olan çalışma kuralları daha uygulanabilir hale getirilmiş ve tarihi gelişim içerisinde ILO tarafından ilan edilen 37 Konvansiyon, 29 Tavsiye Kararı ve ILO Konvansiyonları'nda yer almayan 3 düzeltme olmak üzere 69 resmi belgenin birleştirilmesi ve güncellenmesi sonucunda tek çatı altında toplanmıştır. Sözleşme kapsamında; denizde çalışmak için gereken asgari gereklilikler, çalışma şartları, barınma ve dinlenme tesisleri, yiyecek ve içecek hizmetleri, sağlık koruma, tıbbi bakım, sosyal yardım ve sosyal güvenlik konuları ile uygunluk - uygulama esasları başlıkları altında kurallar bulunmaktadır. 2006 yılında kabul edilen sözleşmenin yürürlüğe girmesi için 'imzalayan ülkelerin gemilerinin gross tonajının toplamının, Dünya gemi gross tonajının toplamının %33' lük bölümünü kapsayan asgari 30 devletin onaylaması' şartı 30. ülke olan Filipinler tarafından 20 Ağustos 2012 tarihinde imzalanması ile tamamlanmış ve sözleşme 20 Ağustos 2013 tarihinde yürürlüğe girmiştir. Bugün itibari ile sözleşmeyi 183 üye ülkeden 57'si onaylamıştır. Onaylayan ülkelerin gemi tonajı dünya gemi tonajının % 80'ini oluşturmaktadır. Türkiye, sözleşmeye henüz taraf değildir ancak taraf olunması yönünde çalışmalar yürütülmeye başlanmıştır. Bu çalışmalar; eğitim, gemide şikayet yöntemlerinin düzenlenmesi, denetimleri yapacak personel yetiştirilmesi, donatanın sorumlulukları gibi konularda yapılmaktadır. Bu çalışmada Denizcilik Çalışma Sözleşmesi (MLC) 2006' nın denizcilik endüstrisine getirileri ve sözleşmenin Türk denizcilik sektöründe uygulanması tartışılacaktır. Bu amaçla ticari gemilerde çalışan farklı görevlerdeki Türk gemiadamlarına yönelik bir anket çalışması yapılmıştır. Anket, Türkiye'nin MLC 2006'ya uygunluğunu güncel olarak analiz edebilmek için MLC 2006'nın yürürlüğe girmesinden önceki bir aylık süreçte uygulanmıştır. MLC ile ilgili anket soruları beşli Likert ölçeğine göre hazırlanmıştır. Anketin güvenilirlik değeri, SPSS programı ile incelenmiş ve anketin yüksek derecede güvenilir olduğu belirlenmiştir. Elde edilen verilerin analiz edilmesi sonucunda uygulamadaki eksiklikleri belirlenmeye çalışılmıştır.

Before the Maritime Labour Convention (MLC 2006), the fact that international maritime reccomendations about the seamen were not systematical and the fact that the countries that were member of International Labour Organization (ILO) were not a side, caused lameness in the application. At the meeting held by ILO in January 2001, it was decided to review the working standards in international sea, remove the deficiencies in the regulations that were reccomended by ILO and International Maritime Organization (IMO) so far and to start to work for bring a new convention into existence under a single roof which is consistent and synchronized to present conditions, in this context as part of the works done at the meetings which were held between 2001-2005 by combining and updating 69 documents MLC 2006 was formed. At 23 February 2006, at the ballot of ILO conference with the acclamation 99 % (314 affirmative, 2 abstainer, 0 objection) Maritime Labour Convention was admitted. For the contract admitted in 2006 enter into force, the condition that 'the total gross tonage of the signing countries' ships, the approval of at least 30 Members with a total share in the world gross tonnage of ships of 33 per cent has been completed with the signature of Philippines which is the 30th country at 20 August 2012 and the contract entered into force at 20 August 2013. Up to the present, 57 countries have signed the contract. The tonage of the approver countries' ships, forms the 80 % of the world gross tonnage. Turkey, has not been a party to the contract yet, but has started to work with the aim of being a party to. These works are done related to these subjects; education, the arrangement of the complaint procedures in ship, training personnel who are going make inspections, shipper's responsibilities. MLC 2006, was formed by gathering the related conventions, as a result of a perennial work by ILO, at a unique agreement and it has the characteristcs of extensive international labor act which provides the seaman effective and applicable rights. MLC 2006, provides millions of seamen working at sea throuh whole world a confident and safe job environment, health protection and medical care, accident prevention, food and beverage services, improves and guarantees their rights related to life-sustaining spaces and other social security. Contract is going to prevent from providing financial advantage from the inconvenient life standards and working conditions of the seaman. It will resolve the present qualified seaman deficit, so that the shipowners will have the chance to work with qualified personnel. Also, in terms of the shipowners who comply with the seaman rights, unfair competition will be removed. Contract, also includes arrangements aimed at solving the communication problems between parties. The seaman who has problems about his/her job, can directly communicate with the shipowner. The difference of MLC 2006 from the current existing ILO Conventions is the certification which obliges application and the presence of the rules related to the inspection mechanisms. The fact that the flag state has not signed the contract would not affect the Port State Controls (PSC) at the foreign ports. In a word, even if a country has not admitted the contract, when the ships carriyng the flag of this country stop by the countries' ports which admits the contract, can be subjected to the Port State Controls from the point of their accordance with the contract. In the event they are thought not to be in accordance with the set standards, ships may be detained from the trip. In case of unions, seamen and social institutions feel anxiety about the conditions of a ship, they will have the authority to make representations to the Port State Control Officers (PSCO). For Maritime Labour Convention, the deficiencies which are found as the result of the governance done by Port State, are going to be reason of arrest. The contractors of this contract emerges from, whether signed or not, flag state, harbour state being party to the contract, shipmen and people who operate ships. MLC 2006 imposes obligation to hold "Maritime Labour Convention Certificate (MLC)" and "Declaration of Maritime Labour Compliance (DMLC, Section 1 and Section 2)" to the trade ships doing international cruising which have 500 GT or and more tonnage. The countries which are approving the contract, are responsible for making necessary controls, arranging these certificates to the ships carrying the flag. For the countries that have not approved the contract yet, there is not such an ought. The ships which do not have certification obligation, are also subjected to governance. About how to make governance on the ships that the certification is not compulsory, national legislation provisions are going to be valid. In this study, MLC's (2006) returns to the maritime industry and implementation of the contract on Turkish maritime sector. With this aim Turkish seaman who are working at trade ships which are carrying Turkish and also foreing flags were applied a questionairre. Survey questions were prepared in the direction of the regulations, according to fivefold Likert Scale. For the analysis of the data, SPSS 19,0 (Statistical Package for the Social Sciences) package software was used. At the end of the research, it has been specified that the questionairre is higly confidential. It has been tried to determine the deficiencies in the implementation at the end of tha analysis of the attanied data.