Injuries in Turkish Shipyards and on Turkish Vessels More Than the European Countries and The Solutions to Help - Assignment Example

Is there more injuries in Turkish shipyards and on Turkish Vessels than the European Countries, if so why and the solutions to help these issue. Introduction This dissertation is very important in the sense that it addresses a very significant issue in Maritime Business: the safety of shipyards and vessels. And it also attempts to offer several solutions to solving the problems of continuous injuries on the shipyards and vessels. For better understanding of this process, comparison is made between the Turkish vessels with that of other European Countries. Aim and Objectives This research paper sets to highlight the kinds of injuries that usually occur on Turkish vessels and shipyards. Why do these problems occur? What is the frequency of occurrence? How could they be stopped from happening? An interesting comparison is made between Turkish level of mishap on shipyards and that of other European countries. How often does an injury happen on other European vessels and shipyards? And what are the solutions needed to control the occurrence of these injuries? This research would try to answer some of the questions raised above. It is necessary to carry out this investigation because it would help the Maritime Business in Turkey and Europe as a whole to be aware of the common causes of shipyard and vessel injuries and learning to prevent or solve the problems. Description of Methodology Quantitative method is employed in this research: which means that facts and information about the Maritime Business in Turkey and Europe would be gathered from relevant sources as government publications, newspapers, peer-reviewed journals and books, companies’ annual reports and other necessary sources. Unlike Qualitative technique that requires that physical communication be carried out with all the parties involved, quantitative method makes assumptions and draw up possibilities from all the pieces of information collected. Language barriers would make qualitative methodology inappropriate in this dissertation, because most Europeans still find it difficult to communicate in polished and understandable English. Literature Review Quantitative technique of researching depends hugely on up-to-date literature review as would be revealed in this circumstance: Turkey’s Maritime Business accounts for only 1% of the country GNP, compared with 10% of Europe’s GNP. This is due to the fact that Turkey has not been able to develop its Maritime Industry as it ought to (Oxford Business Group, 2009). Turkish foray into shipping and vessel building dated back to 80s when the country signed a contract with a firm, Blohm & Voss of Harmburg in the old Western German: for which four MEKO 200 type frigates were contracted to be built; two of which are to be built in West Germany and the rest two in Turkey (Todd, 1985). This agreement has led to some shipbuilding technology transfers from West Germany to Turkey, which the country had developed to produce its current fleet of vessels stationed at the same old shipyards. According to Oxford Business Group (2009) reports, Turkey currently has 1429 ships in its commercial fleet, 40% of which are already old (more than 20 years old). These old ships sometimes develop mechanical faults that could result in injuries and bodily harm. Brendan Barber, the Secretary General of Trade Union Congress wrote to Turkish Ambassador in London, complaining bitterly about the increasing number of death of shipyard workers, who has been killed from accidents ranging from electrocution and other factors (TUC, 2009). However, in other European countries, the level of exposure of shipyard workers to injuries has been drastically reduced. This is due to the fact that European Union has set up modalities to control the quality of practice on the shipyards. For example, the establishment of Port State Control (PSC), which was ably supported by the appropriate legislation of EC Directive of Port State Control of 1995, helps to maintain certain level of operational safety on the shipyards of European countries (Ehlers et al, 2002). But since Turkey has not officially become a member of the European Union, the activities on its shipyards are left unregulated by Port State Control mechanism. Frankel (1987) pointed out that the major challenges shipping industry faces in the 21st Century is inadequacy of funds. And it is reported that Turkish economy has been affected by the depression that had gripped the world economy since late 70s. Turkish government has since then organized the economy in a way that the economy solely relies on the internal strength of each industry in the country: however, because the shipping sector could not command much spending from the Turkish government. Hence, the industry is left in the current disrepair. The labor unions in Turkey strictly controlled by the Turkish government: this may have affected the shipyard workers from demonstrating against unfavorable conditions in the workplaces. But Turkey has a low rating when it comes to Human Rights issue: even though the International Labour Organization (ILO) mandates that all workers should be treated nicely with good working conditions that would guarantee their safety at work, the operators of Turkish old shipyards and vessels do not always conform to ILO principles (Kabasakal et al, 2007). Talking about legality of operations on Turkish shipyards, it is unclear if all operators of commercial shipping follow the rules and guidelines laid down by Turkish government. But since Turkey is not controlled by the European Commission’s Port State Control directive, it is hard to analyze, based on international standards, the extent of insecurity on Turkish shipyards and vessels. Discussions (i) Why there are more injuries on Turkish shipyards and vessels than the other European countries? From the above literature review, it is obvious that there are definitely more injuries on Turkish shipyards and vessels than other European countries based on the following factors: Seaworthiness: Many of Turkish vessels are in a state that could be described as reduced seaworthiness (Oxford Business Group, 2009). The reason for this is that the vessels are getting old. Some have been in use since early 80s-about 20 years now, and the shortage of funds that has almost crippled Turkish Maritime Business in the 90s has made it impossible to re-engineer or improve the technologies that would equip this sector with new fleet of ships. For similar reason, shipyards are left unmaintained for a long period of time: injuries arising from exposed metal scraps and electrocution have become the two main causes of injuries and death on Turkish shipyards. Absence of adequate standardizations: Turkey is yet to assume a full membership of European Union, even though it is in Europe. Therefore, the country could not have implemented the standards of shipping operations and other controls available in EU member-nations. Port State Control offers useful suggestions and trainings to avoid workplace hazards for shipyard workers. But since Turkey could not adopt this mechanism, the shipping sector in the country has only relied on the local safety measures, which may not be efficient or could also be politically influenced, so as to rob the workers of their legal rights (Ehlers, 2002 & Kabasakal, 2007). Financial problems: Like every other sector in Turkish economy, Maritime Business has been having hard time securing enough capital to run efficiently. The governmental intervention to rescue failing areas of the economy has put government efforts on the sectors that have widespread influence on the general public, like health, education and other welfare programmes. Therefore, the shipping was left strapped financially. Attempts to source funds internationally have not been working either, as Turkish businesspeople would have to skip the hurdles from the Western lenders that see all Muslim entrepreneurs as potential sponsors of terrorist activities (Kopits, 1987). Political influence: Turkey doesn’t practice true democracy: hence, it is easy for the government or politicians to utilize their political powers to harass the workforce on Turkish shipyards and vessels. In recent years, there have been reports of abuse, mistreatment and discrimination against some shipyard workers in Turkey, most especially those who are from Greece. It is unfortunate that the labour unions could come to their rescue because their actions have been politicized. (ii) Why there are less injuries on European shipyards and vessels? Technological advancement: The development of ship-building technology in Europe has assisted the region to modernize its fleet of vessels while reducing the danger due to exposure to shredded metals and open electrical wiring, which has caused much electrocution in Turkey. Computerization of shipping equipment also helps to increase efficiency at the European shipyards and reduces hazards and injuries. Capital flow: European shippers have access to funds from either their local banks or international lenders. And they confront little resistance before they are lent. So, they have got much money to spend to make the shipping job safe. Standardization: Establishing Port State Control, which is supported by a legal European Commission Directive, makes it possible for European shippers to keep their shipyards safe, and almost eradicate any injuries that could expose their workers to danger. SOLUTIONS The following list of solutions is necessary for implementation if Turkey wants to reduce the rate of occurrence of mishap or injuries on its shipyards or vessels: (a) Improved working conditions: There are several ways Turkish shipping owners could improve the working conditions of their workers: the first requirement is reorganizing the operations on the shipyards; this may involve carrying out regular maintenance on the vessels and repair any which have been damaged due to old age or head-on collision accidents. And setting up off-shore health facilities would be helpful in quickly attending to medical needs of the shipyard workers in case of minor accidents. (b) Use of latest technology in shipbuilding: This is an important step in re-engineering the Turkish shipping industry: new vessels would be built by utilizing this modern technology, and safety measures could be put in place to protect the workers from the current and future hazards. This project may be costly, but the Turkish shipping operators should try their best to have access to continuous funds that would smoothen their operations. (c) Partnership and business alliances: In case it is quite difficult to source financial resources to execute the above-mentioned transformation, Turkish shipping magnates could resolve to have business alliances with other international shippers that may be able to source the needed running capital for Turkish shippers. (d) International Labour Standardization: The best approach to safeguarding the lives and property on Turkish shipyards and vessels is to abide by international labour regulations or guidelines, which, of course, would give the details of the requirement from the Turkish shippers in fulfilling their obligations to protecting their workers. (e) Ascension to the European Union: While this may not be an immediate solution to the Turkish shipping problems, but it would offer political support for Turkish shippers as they relate with their European counterparts. One significant advantage of Turkey joining the European Union is that it would be forced to operate according to the principles of EC Directive for Port State Control that was instituted in 1995. (f) Legality: All illegal operations on Turkish vessels and shipyards which have made the business quite dangerous for the workers should all be banned: this may include using unprofessional technicians on the vessels with the hope of cutting cost or sending the workers on errands without enough protection from inclement weather or natural disasters. Comments on Research Methodology Using quantitative method of research by investigating the history of shipping in Turkey, while comparing it with that of the Europe, helps to fully understand the gravity of the issues under discussion. This quantitative analysis uses publications, primary and secondary sources to buttress the fact that Turkish shipyards and vessels have more injuries than their European counterparts. This method avoids the common problem of language barrier which qualitative analysis always confronts when the shippers are required to be interviewed face to face or on the phone. It also reduced prejudiced statements and bloated statistics that may undermine the integrity of this dissertation. Conclusion From the foregoing, it is obvious that Turkish shipyards and vessels have more accidents than their European counterparts. This is due to the fact that many of the factors described above are either neglected or partially attended to. To make its shipping industry safe and well-recognized all over the world, Turkish government needs to take some drastic steps in addressing the problems highlighted above. References 1. Oxford Business Group (2009), The Report: Turkey 2009, London: Oxford Business Group. 2. Todd Daniel (1985), The world shipbuilding industry, London: Taylor & Francis. 3. Trade Union Congress (2009), A letter to Turkish Ambassador in London, retrieved on April 18 2009 http://www.tuc.org.uk/international/tuc-16056-f0.cfm 4. Ehlers, Peter, Borgese Elisabeth, Wolfrum, Rudiger & Hoss, Cristina (2002), Marine issues: from a scientific, political and legal perspective, Boston, USA. 5. Frankel, Ernst G (1987), The world shipping industry, London; New York: Routledge. 6. Kopits, George (1987), Structural reform, stabilization, and growth in Turkey, Washington, D.C: International Monetary Fund. 7. Kabasakal, Arat, Zehra, F & Richard, Falk (2007), Human rights in Turkey, Pennsylvania: University of Pennsylvania Press. Read More