CAMEROON’S MARITIME LABOUR INDUSTRY TRAINS TOWARDS THE RATIFICATIONS OF THE MARITIME LABOUR CONVENTION (MLC) 2006 as revised.
Douala city, Cameroon’s maritime labour hub, between July 11th and 12th 2024, beat to the rhythm of ILO’s Maritime Labour Convention (MLC) 2006 as revised.
Drawn from all sectors: public, the supply side of the maritime labour industry, and seafarer representative organizations, the spotlight was on Cameroon’s preparedness to ratify the Convention.
NGA Marine Services LTD representative Mrs. Forqwan nee A. Quinta Tasong, who sat through the seminar and workshops, now walks us through it in a question-and-answer session she granted to our website.
What were the main objectives of the seminar from a maritime labour supplier perspective?
Thank you for giving me this opportunity to share what we gained from the two days tripartite workshop that was very enriching and full of knowledge on the MLC 2006 convention.
The MLC 2006 is an innovative convention and the first of its kind to be adopted by the International Labour Organization - I.L O. It is a consolidated convention being an amalgamation of 68 former maritime instruments.
Ratification of MLC 2006 by a member state implies she automatically abolishes other maritime labour administration instruments previously ratified.
Cameroon has taken a major step as we stand on the list to become the 25th nation all going well in Africa following on the heels of Egypt which is the 24th nation to ratify the convention in Africa.
ILO (International Labour Organization) which is an arm of the UN has as mission to promote and implement fundamental principles and rights of workers.
To ensure men & women have the possibility of having decent employment, free from discrimination due to age, gender, color/race, religion. MLC 2006 on this note assures decent work for seafarers.
Secondly to ensure social protection and security for all. MLC 2006 guarantees free and fair competition for shipowners.
Lastly to establish tripartite and social dialogue for the protection of the basic rights of a worker. MLC 2006 ratification consisted of tripartite workshop which was made up of shipowners, government and seafarers as the case with Cameroon during the two-day workshop at Douala’s Sawa Hotel.
The MLC 2006 is considered the fourth pillar of international Maritime regulations after SOLAS, STCW & MARPOL.
You have been at the forefront of implementing the MLC 2006 as revised, ever since it came into force globally.
What perspectives did you gain from the Douala seminar?
The Doula seminar served as value added giving that we had been involved in the process since January 2015 as we serve clients who are major actors in the industry.
The Douala seminar was very rich as we received contributions from key players such as the International Labor Organization (ILO), the International Transport Workers Federation (ITF), Maritime Labor Convention (MLC) consultant and finally from the Department of Maritime Affairs and Inland waterways of the Ministry of Transport.
Dr Fouad Bitar is a senior legal specialist in the department of international labor standards from the International Labor Organization (ILO) drilled us on the following;
• Form of the convention
• Present state of ratification and implementation of MLC 2006.
• ILO & the Adoption of Maritime Labor Convention 2006
Mr Lucien Razafindraibe is ITF (International Transport Workers Federation) coordinator for Africa based in Kenya. This is a democratic federation managed by its affiliates and recognized as the largest organization in the maritime transport sector. It’s goal is to ameliorate the conditions of work in the sector and this is being done thanks to the network of 700 syndicates in about 150 countries and representing the voice of about 20million workers worldwide.
He focused on their Mission, Vision and Values. He focused on a Collective Convention like the MLC 2006, being a medium of dialogue between employer or group of employers and worker’s syndicates and an avenue for looking for lasting solutions in improving working conditions for their employees.
Dr Josee Blandine Ongotto, a specialist in International Labor Standards and workers’ rights of the ILO based in the Yaounde office x-rayed the ILO as an arm of the United Nations from its:
• Origins and Mission of ILO
• Structure and Functions
• Characteristics of ILO
• Control Systems
The raison d’etre for its creation could be summarized as a need to create social and humanitarian order meaning better working condition for workers. Secondly the need to create world economic order, that is to fight against unfair competition and the need for market regulation. Finally, the need to create political order leading to the promotion of world peace.
A special attribute of the ILO is that she is the only tripartite organ of the UNO, meaning the actions of this organ involves three group of people. Governments, employees and employers.
The control system is made to follow up on the application of international standards. That is application of adopted instruments whereby member states have the obligation to apply instruments (conventions, protocols & recommendations) either by ratification or by simply becoming a member of the ILO.
Nigerian-born Dr Amos Hosea Kuje who is the regional advisor for Maritime Labor Convention gave an insight on Title 05 of the MLC which is compliance and enforcement. That is implementing principles and rights found in the articles, regulations and standards under titles 1-4 of the convention.
This title is called a “teeth” to convention, that is to make sure seafarers rights are properly implemented as indicated by the convention. We should note here that this is the first ILO Convention advocating a certification system for labor conditions.
It is the responsibility of the flag state to administer an effective inspection and certification system for all ships flying its flag. Alternatively, they may appoint Recognized Organizations (RO)to inspect and certify on its behalf as part of its system. ROs are independent bodies authorize to inspect require rectification of deficiencies on behalf of flag states.
Cameroon’s Transport Ministry Director of Maritime Affairs and Inland waterways Me Ngwane, gave a breakdown of the administrative structure of the Maritime sector in Cameroon. Buttressing the maritime authority’s regulatory role over all maritime activities in Cameroon.
The department of maritime affairs and inland water ways is headed by a director, two sub-departments. The first is the department of navigation, safety and the protection of maritime and inland waterways environment while the second is the sub department of maritime transport and inland waterways.
There are nine services attached to the two departments and four maritime districts which include; Douala, Kribi, Limbe and Garoua. They all deal with maritime matters in their respective areas of jurisdiction and report to the department.
Other institutions under the supervision of this department include;
First - the National Ports Authority, Autonomous ports which are Douala, Kribi and Limbe.
The second is the Cameroon Shipper’s Council and the last is the ship owner’s association (UCAM).
Till date Cameroon has ratified the following maritime conventions: SOLAS 74, MARPOL 78, STCW 78 as amended. Its legal framework is further complimented by: The CEMAC Merchant shipping code, the 1962 Ordinance known as the Cameroon merchant shipping code, an Organigramme of the Ministry of Transport set up by decree no 2012/250 of June 01 2012
How do you evaluate the understanding of the MLC 2006 as revised by Cameroon’s maritime labour supply chain by examining the presentations and workshops held within the ambit of the seminar?
Given that shipping is a global trade which constitute major actors though not residing in Cameroon but have their vessels calling Cameroon’s ports all the time. The Cameroonian shipping community I would say have a fair idea on the understanding of MLC 2006 looking at the type of questions that were asked during the two days seminar.
We had questions that drew attention of the experts who were equally impressed by the level of involvement they saw.
The interactions became so interesting that participants forgot coffee time and delayed going for launch, they were forced to take launch break.
On the second day, we noticed participants continuously asking for questions which impressed the experts on the overall. They seminar went up to 19:00hrs LT on the second day as participants were eager to continue.
Almost all the questions were answered accordingly though not all questions came through due to the timing.
Will you agree that the MLC 2006 is just an added layer of legislation or a valuable management tool to achieve competitiveness in the global maritime labour supply market?
I validly claim that the MLC 2006 is not just an added layer of legislation but a valuable management tool to achieve competitiveness. For effectiveness, debates raged on the issue of domestication as most participants urged that once ratified it should immediately be domesticated and implemented. But assurance was giving to us by the Ministry of Transport as the Minister sent a personal representative who gave a keynote address launch the two days seminar.
Interestingly we also had the contribution of the Ministry of Labour and Social Security.
Fourteen resolutions came out after the 02 days workshop, reflecting the results of the exchanges of the five different workshop groups created on the second day.
Highlights of which are:
• Putting in place of a tripartite committee, made up of government, shipowners and seafarers.
• Improvement of the inter-ministerial collaboration for the amelioration of the maritime sector.
• Set up a seafarer database
• Re-enforce parliamentary and local authorities knowledge capacities on maritime affairs.
• Training opportunities for seafarers already belonging to syndicates.
• Develop training programs for seafarers, shipowners and other stakeholders involved in the industry.
• Simplify the procedure for obtention of ship manning license
• Create specialize mechanism for social dialogue on maritime issues.
• Inter-ministerial committee to be created to simplify the conditions to obtain visas for seafarers on transit.
• Need for an inventory of the maritime instruments so as to through more light on MLC 2006
• Update a national record of ships and develop clear guidelines for ship registration.
• Raising awareness on the national certification process for ships.
• Establish a law for minimum service during strikes.
• Revision of ordonnance no 62-OF-30 of March 31 1962 still surviving as the Cameroonian Merchant Shipping Code
I would like to conclude by saying the training workshop was timely as it came at a time we were really in need.
We came out of the seminar with added knowledge on MLC 2006. Ratification of MLC 2006 by Cameroon is making our services more competitive in the global shipping market.
A perfect marketing tool for us which will lead to more business for us all.
Footage from the workshop:
Mrs F. Quinta A. Tasong sitting as secretary to the working group.
Professional bonds that last a life-time. Mrs Immaculate N. Asafor & Quinta Tasong during coffee break. Mme F. Quinta A. Tasong on opening day.
For more information please contact:
NGA MARINE SERVICES LTD.
Boulevard du President Ahmadou Ahidjo, Douala, Cameroon
Tel +237 3342 1761
Fax +237 3343 2600
Mo. to Fr.: 7 AM - 5 PM
Comments