Violence and Bullying in Maritime Transport: The Contribution of the Maritime Labour Convention of 2006

Charbonneau, Alexandre

doi:10.1007/978-3-319-63065-6_9

Alexandre Charbonneau⁵

Part of the book series: Aligning Perspectives on Health, Safety and Well-Being ((AHSW))

774 Accesses
1 Citations
3 Altmetric

Abstract

When the Maritime Labour Convention (MLC) of the International Labour Organization (ILO) came into force on 20 August 2013, this led the States that had ratified the Convention to upgrade their domestic legislation before the first reports were required as part of the Organization’s own supervisory system. The MLC defines a minimum core of rights for seafarers employed on commercially-operated ships (transporting merchandise or passengers), in order to take into account the social and economic diversity of national situations. This spirit of compromise undoubtedly explains why it was adopted almost unanimously by the delegations present at the International Labour Conference in Geneva on February 7, 2006.

This is a preview of subscription content, log in via an institution to check access.

Access this chapter

Log in via an institution

Chapter: USD 29.95; Price excludes VAT (USA)

eBook: USD 129.00; Price excludes VAT (USA)

Softcover Book: USD 169.99; Price excludes VAT (USA)

Hardcover Book: USD 169.99; Price excludes VAT (USA)

Tax calculation will be finalised at checkout

Purchases are for personal use only

Institutional subscriptions

Notes

1.
About this instrument: Doumbia-Henry C., “The Consolidated Maritime Labour Convention: A marriage of the traditional and the new” in Mélanges en l’honneur de Nicolas Valticos, Les normes internationales du travail: un patrimoine pour l’avenir, Geneva, ILO, 2004, p. 319; Fotinopoulou-Basurko O., Aspectos generales del Convenio refundido sobre trabajo marítimo, Servicio central de Publicaciones del Gobierno Vasco, Vitoria-Gasteiz, 2006, 352 p.; Charbonneau A., Chaumette P., “The ILO Maritime Labour Convention 2006 (MLC 2006): An example of innovative normative consolidation in a globalized sector”, European Labour Law Journal, 2010, vol. I-3, p. 332; Christodoulou-Varotsi I., “Critical Review of the Consolidated Maritime Convention, 2006 of the International Labour Organization: Limitations and perspectives”, Journal of Maritime Law & Commerce, Vol. 43-4, 2012, p. 467; Piniella Fr., Silos J.-M., Bernal F., “Qui donnera effet à la convention du travail maritime de l’OIT, 2006?”, RI Trav., 2013, p. 67.
2.
See Charbonneau A. (dir.), “La mise en oeuvre de la convention du travail maritime de l’OIT: espoirs et défis”, Revue de droit comparé du travail et de la sécurité sociale, 2013/12 devoted to the process of ensuring compliance in national legislation.
3.
Under article 22 of the ILO Constitution.
4.
By Council Directive 2009/13/EC of 16 February 2009 on the implementation of the European social partners’ agreement on the 2006 Maritime Labour Convention.
5.
Law n° 2013-619 of 16 July 2013 including several provisions adapting it to European Union law on sustainable development, JO n°164 of 17 July, p. 11890.
6.
This contribution will refer to violence, sexual harassment, and bullying, without focusing on a particular national definition. On these phenomena: Chappell D., Di Martino V. (dir.), Violence at work, Geneva, ILO, 1998; Lerouge L., La reconnaissance d’un droit à la protection de la santé mentale au travail, Paris, LGDJ, 2005, 427 p.; Dressen M. et Durand J.-P. (dir.), La violence au travail, Paris, Octarès éditions, 2011, 394 p., the latter revealed the diverse forms of violence at work.
7.
Regulation 4.1 on medical care on board ship and ashore, 4.2 on shipowner’s liability, 4.3 on health and safety protection and accident prevention. Unless otherwise specified, the references refer to the MLC text.
8.
See infra.
9.
See trade union literature, particularly publications issued by the International Transport Workers’ Federation (ITF), available on their website, as well as Alderton T. et al., The global seafarer. Living and working conditions in a globalized industry, Geneva, ILO, 2004, 208 p. and Proutière-Maulion G., Fotinopoulou-Basurko O., “Harcèlement à bord des navires: le droit commun appliqué aux spécificités”, RD transp., January 2010, p. 8 (part 1) and February 2010, p. 8 (part 2).
10.
Initially the Merchant Navy Disciplinary Code, then became the Disciplinary and Penal Code following the law of 17 December 1926.
11.
Chaumette P., “Modernisation du droit pénal professionnel maritime”, Droit soc., 2013, p. 33.
12.
Articles L. 5531-4 et seq. of the Transport Code.
13.
Modified most recently by order n° 2010-1307 of 28 October 2010 concerning the legislative part of the Transport Code.
14.
Articles L. 1311-1 et seq. of the Labour Code.
15.
Articles L. 1311-1 et seq. of the Labour Code.
16.
See: Pélissier J., Auzero G., Dockès E., Droit du travail, Paris, Dalloz, 2013, p. 651 et seq.
17.
Following analyses developed in the book by Dressen M., Durand J.-P. (dir.), op.cit.
18.
On the English navy, see the book by M. Rediker, Between the devil and the deep blue sea, New York, Cambridge University Press, 1987, 368 p.; See also Renaut M.-H., “L’histoire du droit pénal de la marine marchande, XVII – XXIème siècle”, ADMO, 2002, p. 53 “La répression des fautes disciplinaires de la marine marchande”, DMF, 2002, p. 195.
19.
Articles L. 5531-9 and L. 5531-10 of the Transport Code.
20.
Repealed by article 31 of law n° 2013-619 of 16 July 2013 including several provisions adapting it to European Union law on sustainable development, JO n° 0164 of 17 July, p. 11890.
21.
Another example, taken from article 65 of the current General Statute on Seafarers in Benin: “In carrying out his duties or tasks, the sailor is protected by the shipowner from any form of offensive behaviour, slander, threats, insults, attacks, assault, or attempt to dominate. The shipowner is liable for paying or ensuring the payment of compensation for any damages suffered”.
22.
In France, Article L. 5541-1 of the Transport Code renders the French Labour Code on health and safety at work applicable to maritime shipping companies, subject to the specific provisions stipulated in Articles L. 5545-1, et seq.
23.
See: Charbonneau A., “Faute inexcusable de l’armateur en cas d’accident du travail maritime. Retour sur le fondement des normes sociales maritimes”, Neptunus, electronic review, Vol. 17, 2011/3 and, beyond labour matters, Montas A., “Le rapport du Droit maritime et au Droit commun, entre simple particularisme et véritable autonomie”, DMF, 2008, p. 307.
24.
Regulations 2.7 and 4.2.
25.
Regulation 4.1.
26.
Regulation 4.2.
27.
Standard A4.2 para. 2 and 4.
28.
Standard A4.2 para. 5 addresses the following cases: “injury incurred otherwise than in the service of the ship; injury or sickness due to the wilful misconduct of the sick, injured or deceased seafarer; sickness or infirmity intentionally concealed when the engagement is entered into.”.
29.
Standard A4.2 para. 1 b).
30.
See A. Charbonneau et P. Chaumette, “Premiers amendements à la convention du travail maritime de l’OIT de 2006. Garanties financières en matière d’abandon des gens de mer et de responsabilité des armateurs en cas de décès et lésions corporelles”, Droit soc., 2014, p. 802 et s.
31.
Standard A4.5 para. 3.
32.
Standard A4.5 para. 2 and Guideline B4.5 para. 1.
33.
In the context of the report that must be regularly addressed to the ILO supervisory bodies for the conventions ratified (article 22 of the ILO constitution), using the official report form.
34.
See work by Amandine Lefrançois on this issue, particularly her thesis: L’usage de la certification, nouvelle approche de la sécurité dans les transports maritimes, Aix-Marseille, PUAM, 2011, 410 p.
35.
Article II para. 4.: i.e. fishing boats, warships, and traditional vessels.
36.
Article II para. 6.
37.
Article II, para. 1 f).
38.
Soc., 26 September 2007, n° 06-43998, note M. Ndendé, Revue de droit des transports, 2008, p. 104; DMF, 2008, p. 15, note P. Chaumette.
39.
Article 50 of law n° 2006-10 of 5 January 2006. These provisions were codified in Articles L. 5542-29 et seq. of the Transport Code.
40.
It is specified that the categories of personnel that do not qualify as sailors or seafarers due to the occasional nature of their activity on board will be determined by decree (decree n° 2015-454 of 21 april 2015 relatif à la qualification de gens de mer et de marins, JO of 23 april 2015, p. 7143).
41.
French legislation confirms the employer’s liability for seafarer’s medical care, with the shipowner taking liability if the employer fails to do so (art. L. 5542-21 et seq., L.5533-1 of the Transport Code). Coverage of work-related accidents and occupational diseases is provided by a special regime administered by the National Establishment for Naval Invalids (Établissement national des invalides de la marine—ENIM). On the definition of “sailor” to benefit from this special compensation regime: Cass. civ. 2^e, 3 sept. 2009, RDT, p. 99 note F. Mandin, DMF, 2010, p. 41 note Le Bihan Guenole. Recently, complementary compensation was awarded in a case of gross negligence by the employer: Const. Council, QPC, 6 May 2011, n° 2011-127 DC, note P. Chaumette, “Du recours en faute inexcusable de l’armateur en cas d’accident du travail maritime”, DMF, 2011, p. 623. Concerning seafarers, article L. 5549-4 of the Transport Code, specifying the conditions of coverage by the employer. Their membership of a social protection regime depends on the type of work contract and covers work-related accidents and occupational diseases.
42.
While the MLC does not state explicitly that shipowners may be exempted from liability to defray the expense of medical care and board and lodging and burial expenses in so far as such liability is assumed by the public authorities (Standard A4.2 para. 6), we consider that the application of the Convention via equivalent overall provisions authorises them to do so (Article VI para. 3). On the concept of overall equivalence, see: Summary of reports by the Committee of Experts on the Application of Conventions and Recommendations, 77th session of the International Labour Conference, 1990 and Summary of reports on Convention 147 concerning merchant shipping (minimum standards) and Recommendation 155 concerning merchant shipping (improvement of standards) 1976, Geneva, ILO, 1990, p. 41 et seq.
43.
See, in particular, the historical overview by Alderton T. and al., op. cit.
44.
Kahveci E., “Neither at sea nor ashore: the abandoned crew of the Obo Basak”, ADMO, 2006, p. 281.
45.
Charbonneau A., “Les foyers d’accueil des marins à l’origine d’une action normative en faveur des marins abandonnés”, DMF, 2003, p. 638.
46.
Proceedings of the symposium Navires bloqués, marins abandonnés, pour le respect et la dignité des marins du commerce, Rezé/Nantes, 29 and 30 April 1998, p. 11 et seq. The documentary on the crew of the Odessa, abandoned in Naples harbour, paints a striking portrait of a sailor who died of cardiac arrest after a court hearing was postponed.
47.
See the report of the Joint IMO/ILO Ad Hoc Expert Working Group on Liability and Compensation regarding Claims for Death, Personal Injury and Abandonment of Seafarers, London, 19–21 September 2005, document GB.295/STM/5.
48.
See Resolution A 930 (22), entitled Guidelines on provision of financial security in case of abandonment of seafarers. It came into force on 1 January 2002, see: Chaumette P., “Des résolutions A 930 (22) et A 931 (22) de 2001 de l’Assemblée de l’OMI aux réformes du droit français quant aux garanties de paiement des créances salariales”, Journées d’études 2004 de l’Observatoire des Droits des Marins, A travail international, droit international – Abandon de marins – Les conditions sociales à la pêche, Nantes, 2004, p. 133 et seq.
49.
With the exception of one reference in standard A1.4 para. 5. 5.
50.
Report of the Joint IMO/ILO Ad Hoc Expert Working Group on Liability and Compensation regarding Claims for Death, Personal Injury and Abandonment of Seafarers, Geneva, 2–6 March 2009, document ILO/IMO/WGPS/9/2009/10.
51.
Articles L. 5571-1 et seq. of the Transport Code.
52.
Fatigue is indeed frequently-cited factor in accident investigations, which analyze the causes of collisions and shipwrecks: Boisson P., Politiques et droit de la sécurité maritime, Paris, Edition Bureau Veritas, 1998, p. 17 et seq.
53.
Regulation 2.3 of the MLC. Para. 5 stipulates that: “The limits on hours of work or rest shall be as follows: (a) maximum hours of work shall not exceed: (i) 14 h in any 24-h period; and (ii) 72 h in any seven-day period; or (b) minimum hours of rest shall not be less than: (i) 10 h in any 24-h period; and (ii) 77 h in any seven-day period”.
54.
Regulation 2.7 of the MLC.
55.
Charbonneau A., “La Convention n° 163 de l’OIT concernant le bien-être des gens de mer: fondement à l’action des foyers d’accueil”, ADMO, 2004, p. 307.
56.
Standard A3.1 para. 17.
57.
Guideline B3.1.11 of the MLC.
58.
Regulation 4.4 of the MLC.
59.
Charbonneau A., “La référence au bien-être des gens de mer: de l’institutionnalisation d’un service social à une approche qualitative des conditions de vie et de travail à bord des navires” in Florin A. et Préau M. (dir.), Le bien-être, Paris, L’Harmattan, 2013, p. 117.
60.
This provision, in Regulation 2.4 of the MLC, should be compared with the CJEC ruling of 10 September 2009, Case C-277/08, Pereda, note S. Laulom, Sem. Soc. Lamy, supplement to n° 1444, 3 May 2010, p. 29, which reiterated that the right to paid annual leave, a particularly important principle in European labour law, was intended “to enable the worker to rest and to enjoy a period of relaxation and leisure.” Above, the CJEC affirmed that: “A worker must normally be entitled to actual rest, with a view to ensuring effective protection of his health and safety…”.
61.
Regulation 5.3 of the MLC.
62.
Referring to Regulation 1.4 of the MLC.
63.
Standard A1.4 para.8 of the MLC.
64.
Regulation V para. 4 and Rule 2.1 para. 1 of the MLC.
65.
This necessarily refers to ITF’s approval of so-called “flags of convenience”. See the following books: Boczek B. A., Flags of convenience. An international legal study, Cambridge, Harvard University Press, 1962; Northrup H. R. et Rowan R. L., The International Transport Workers’ Federation and Flag of Convenience Shipping, Philadelphie, Industrial Research Unit, University of Pennsylvania, 1993; Lewis H., The International Transport Workers’ Federation (ITF), 1945–1965: an Organizational and Political Anatomy, University of Warwick, Department of Sociology, 2003; Fitzpatrick D. et Anderson M., Seafarers’ rights, Oxford, Oxford University Press, 2005; Lillie N., A Global Union for Global Workers. Collective Bargaining and Regulatory Politics in Maritime Shipping, New York, Routledge, 2006 as well as Charbonneau A., “L’articulation des contrôles privés et publics de l’application des normes sociales maritimes” in Daugareilh I. (dir.), La responsabilité sociale des entreprises, vecteur d’un droit de la mondialisation?, Bruxelles, Bruylant, à paraître.
66.
In particular, the MLC imposes on private agencies the obligation to take out insurance to compensate seafarers for financial losses due to the behaviour of the shipowner or the recruitment or placement agency.
67.
Convention n° 134 had registered 29 ratifications, prior to the entry in force of the MLC. Recommendation n° 142 on accident prevention (seafarers) of 1970 briefly outlined a prevention policy.
68.
Regulation 4.1 of the MLC.
69.
Standard A4.3 para. 3. 8.
70.
Guideline B4.3.1 para. 2 and 3. An amendment was adopted in February 2016 with the aim to introduce the notions of harassment and bullying in the Guideline B4.3. It refers to the latest version of the Guidance on eliminating shipboard harassment and bullying jointly published by the International Chamber of Shipping and the International Transport Workers’ Federation. For further information: http://www.ilo.org/global/standards/maritime-labour-convention/lang--en/index.htm.
71.
Regulation 4.3 para. 2 and Standard A4.3 para. 3.
72.
The report form insists on this aspect by asking States the following question: “are this legislation and other measures examined regularly, in consultation with representatives of shipowners’ and seafarers’ organizations, with a view to revising them to take technological and research developments into account, as well as the necessity of constantly improving them?”.
73.
Standard A4.3 para.5 of the MLC.
74.
Guideline B4.3.6 of the MLC.
75.
Regulation 5.1.6 of the MLC.
76.
See: Marin M. and Charbonneau A., “La Convention du travail maritime 2006: Traitement à terre des plaintes déposées par les gens de mer”, ADMO, 2007, p. 173.
77.
Regulation 4.3 para. 1 of the MLC.
78.
Regulation 5.1.5 of the MLC.
79.
Regulation 5.2.2 of the MLC.
80.
Under Regulation A5.2.1.
81.
Standard A5.2.1 para. 2 and Appendix A5 III.
82.
Standard A.5.2.1 6.
83.
Guideline B5.2.2. of the MLC.
84.
See, for example: Christodoulou-Varotsi I., “Les défis du bien-être des marins dans le nouveau contexte de la Convention du travail maritime consolidée de l’OIT”, ADMO, 2007, p. 141.
85.
Article I of the MLC.

Author information

Authors and Affiliations

Centre for Comparative Labour and Social Security Law (COMPTRASEC UMR 5114), CNRS, University of Bordeaux, Bordeaux, France
Alexandre Charbonneau

Authors

Alexandre Charbonneau
View author publications
You can also search for this author in PubMed Google Scholar

Corresponding author

Correspondence to Alexandre Charbonneau .

Editor information

Editors and Affiliations

COMPTRASEC UMR5114, CNRS, University of Bordeaux, Bordeaux, France
Loïc Lerouge

Rights and permissions

Reprints and permissions

Copyright information

About this chapter

Cite this chapter

Charbonneau, A. (2017). Violence and Bullying in Maritime Transport: The Contribution of the Maritime Labour Convention of 2006. In: Lerouge, L. (eds) Psychosocial Risks in Labour and Social Security Law. Aligning Perspectives on Health, Safety and Well-Being. Springer, Cham. https://doi.org/10.1007/978-3-319-63065-6_9

Download citation

DOI: https://doi.org/10.1007/978-3-319-63065-6_9
Published: 25 August 2017
Publisher Name: Springer, Cham
Print ISBN: 978-3-319-63063-2
Online ISBN: 978-3-319-63065-6
eBook Packages: Behavioral Science and PsychologyBehavioral Science and Psychology (R0)

Publish with us

Policies and ethics