The impact of the downturn in shipping continued Seafarers pay nearly 50% of wages, often occur-my128.net

The effect of shipping downturn continued: the phenomenon of pay off wages nearly 50% in seafarers often happens. "We had been waiting on the ship for 8 months, and we had no pay.". This is the first time I’ve ever been in arrears with wages in my company for 11 years." Sailor Li Chen (alias) told "China Business News" reporter. Although there were arrears of wages for seafarers in 2012, the arrears were serious in the past half year, reaching a small peak." Beijing Xin Yu Sheng Ship Management Co., Ltd. Ye Zhenfan general captain in an interview with our reporter said. A number of arrears of seafarers wages reflects the downturn in the shipping industry. Not only that, the operating level seafarers pay a large margin, international flights fell about 500 U.S. dollars, domestic flights fell by about 50%." Dai Xianguo, head of the Chinese seafarers’ home website, told our reporter. Since the financial crisis in 2008, the shipping industry has become one of the most serious losses. Analysis of the industry, the overall demand for shipping, weakening the impact of excess capacity price rebound is limited, a large number of potential downside factors still exist in the market to pick up, the outlook is uncertain. "Arrears and pay cuts are frequent," the companies that cooperate with us pay about 10% of the wages owed to seafarers. Domestic shipowners are in arrears with the wages of seafarers most seriously. Shipowners in Europe, the United States and Japan are seldom in arrears with seafarers’ wages." Captain Ye told the China business news reporter, "the whole shipment went through a crazy market, and now it’s paying off. In case of arrears of seafarers wages, generally the whole ship arrears, arrears of about two or three months." Li Chen, a seaman who had been stranded in the South Korean port, told reporters, "at that time, the wages of more than 20 people on board were all in arrears, and the boss could not be found. At first no one tube we experienced sailors with all the food, one bottle of water, take a bath once a week, eating boiled beans every day." "The water consumed by people is still small, and the water on the ship is the most powerful one."." Li Chen adds. A number of Shipping Co staff told reporters, shipowners arrears wage phenomenon has occurred recently. Beijing Xin Yu Sheng general manager of Ship Management Limited Wang Jixuan told reporters at the same time, the seafarers’ wages management costs accounted for 50%, down from a peak of shipping, lack of funds, the bank money can not drag, drag on water and electricity, no pay for the gas, not to enter the port charges in Hong Kong, the ship is only owed wages." Dai Xianguo said, the majority of wage arrears in one to three months to half a year long, serious, international and domestic routes under the existence of this phenomenon, some even abandon ship and seamen regardless of the phenomenon, is also unable to provide basic living supplies. Not only that, Dai Xianguo also talked about the recently outstanding seafarers pay cut problem. He said, "the land of wages, wage overall decline, mainly reflected in the operation level, which is two two, three three deputy vice tube pipe, electrical engineer. Operating level international routes of seafarers wages fell about 400-500 U.S. dollars, domestic flights fell to 50% high." Leaf captain said, the most serious wage reduction is two, three, two tube, three wheel business ability weak, bad seaman, their bottom.

航运低迷影响持续:海员降薪近50% 欠薪现象经常发生“当时我们在船上等了8个月,一直都没发工资。这是我进公司11年来第一次遇到拖欠工资的情况。”海员李晨(化名)告诉《中国经营报》记者。“虽然2012年就有拖欠海员工资的情况,但近半年拖欠情况严重,达到一个小高峰。”北京鑫裕盛船舶管理有限公司叶镇藩总船长在接受本报记者采访时表示。多起拖欠海员工资事件折射了航运业的低迷景象。不仅如此,“操作级海员降薪幅度较大,国际航线降幅约500美元,国内航线降幅达50%左右。”中国海员之家网站负责人戴贤国告诉本报记者。2008年金融危机以来,航运业成为亏损最严重的行业之一。业内人士分析,受海运需求整体疲软、运力过剩影响运价反弹有限等影响,市场仍存在大量潜在下行因素,回暖前景并不明朗。拖欠和降薪现象频发“跟我们合作的公司,拖欠海员工资的情况大概占10%。国内船东拖欠海员工资的情况最为严重,欧、美、日的船东则鲜有发生拖欠海员工资的情况。”叶船长告诉《中国经营报》记者,“整个船运经过疯狂的市场,现在在还债。一旦发生拖欠海员工资的情况,一般都是全船拖欠,拖欠两三个月左右。”曾被滞留韩国港口的海员李晨告诉记者,“当时船上20多个人的工资都被拖欠,找不到老板。一开始没人管我们,有经验的老海员就带着大家省吃俭用,一人一瓶水、一周洗一次澡,每天吃咸菜煮黄豆。”“人所消耗的水还是少的,船上的各种设备用水才是最厉害的。”李晨补充道。多家船舶公司工作人员告诉记者,船东拖欠工资现象最近经常发生。北京鑫裕盛船舶管理有限公司总经理王吉宣在分析这一问题时告诉本报记者,“海员工资占管理成本的50%,航运由高峰往下走,资金不足,银行的钱不能拖,拖了就断水断电,油钱不付不给加油,港口费不给进不了港,船上唯一能拖欠的就是工资。”戴贤国表示,拖欠海员工资的情况多数在一到三个月,严重的达到半年之久,国际航线和国内航线船舶都存在这种现象,有的甚至出现弃船及海员而不顾的现象,基本生活物资也无法提供。不仅如此,戴贤国还谈到了最近同样突出的海员降薪问题。他说,“相对陆地工资待遇的提升,海员工资整体是下降的,主要体现在操作级,也就是二副二管、三副三管、电机员。操作级国际航线的海员工资降幅大概在400-500美元左右,国内航线降幅达50%之高。”叶船长表示,工资降低最严重的是二副、三副、二管轮、三管轮中业务能力弱、资历不好的海员,他们底子不好,前两年航海院校扩招,生源质量下降,现在工资回落得非常快。而业务能力强、资历好的海员所受到的冲击则小得多。《公约》能否保障海员利益一位不具名的海员告诉本报记者,罢工有时候可以解决问题,船不靠岸,货物就无法达到,船东就会想办法给海员发工资。但是也有船东弃船的情况发生。业内分析人士告诉记者,现金流不足,无法覆盖经营成本时,船东也要想办法让船动起来,这样油钱、港口费、代理费等都不能拖欠,最后能拖欠的只有海员工资。所以国际上有很多法律保护海员工资。2015年11月12日,中国正式向国际劳工组织递交了《2006年海事劳工公约》(下称《公约》)批准文书,完成了我国政府批约环节的登记注册,标志着我国正式批准加入《公约》。2016年11月12日起,该《公约》将正式对我国生效。交通运输部海事局副局长郑和平在解读《公约》时表示,“我国是航运大国、外贸大国、海员大国。目前我国的海运商船队已达约1.45亿载重吨,在外贸运输中,海运量达到26亿吨,占外贸运输量的90%左右。此外,我国已经成为世界上拥有海员数目最多的国家之一,约62万人加入海员行列,人数约占世界海员总数的三分之一。这也说明,维护我国海员的利益十分重要。”《公约》规定了海员定期获得全额工作报酬,享有规范的工作时间与休息时间以及带薪年休假和短期上岸休息的权利。2017年1月18日《公约》首个修正案也将生效。叶船长告诉《中国经营报》记者,“修正案对海员工资拖欠问题将产生有利影响。通过引入第三方的担保方机制,如果海员工资被拖欠,可以找担保方先支付海员工资。”但是,《公约》的执行情况如何还有待观察。“通常情况下,《公约》在缔约国要转化成国内立法以便于执行。但我国目前的思路是往现有的法律法规上面靠,没有专门为实施这个公约去立法。”叶船长对我国加入《公约》的实用性提出疑问。郑和平表示,将通过国内立法保障《公约》的履行。一方面由《海上安全交通法》、《中华人民共和国海员条例》、《海员注册管理办法》等规定与《公约》接轨;另一方面以《劳动法》为核心的劳动法律体系保障其履行。叶船长则认为,海员社保问题没有新规定出来,根据现有规定,国内的社保与海员所在单位、单位所在地捆绑,但有一部分自由海员跟谁都没有签订劳动合同,这些人的社保缴纳就是个问题。这部分海员由于流动性大,按照现有的规定,将很难保持社保缴纳的连续性。一位业内人士告诉记者,交通部之前拟定了《中华人民共和国海员职业保障规定》,草案已出台,但由于各部门间协调问题,该规定被搁浅。回暖预期不乐观降薪、拖欠工资乃至船公司破产倒闭都是航运业不景气的缩影。上海国际航运研究中心数据显示,2016年上半年,中国出口集装箱运价指数均值692.2,同比下跌28.3%。受部分航商在欧洲、地中海航线以较大幅度执行运价上涨计划推动,后期市场运价出现明显上升,但是多数航线仍面临供给过剩压力。作为大宗商品市场晴雨表的波罗的海干散货指数(BDI)年内屡创新低后,近期有所回升。9月21日,BID指数突破900点。在回答是否看到了航运回暖迹象的问题时,上海国际航运研究中心国际航运研究室主任张永锋告诉本报记者,“从3月份以来,波罗的海指数都是一个震荡上升的趋势,之前触底,所以本身有个反弹,加上上半年量化宽松政策,房地产有点回暖,航运市场短期有点回暖迹象,但是长期看不到利好因素。”张永锋认为,航运业目前面临的最大困境依然是外部环境,全球需求低迷,海运增速下滑,无论是对大宗货物进口还是工业成品进口都有影响。干散货可能在较长一段时间内都在一个较低水平运行。戴贤国表示,“导致航运不景气的一个重要原因是船舶运力的扩张和经济发展速度不适应。一条船从建造到接水,周期一般在一年多,经济放缓背景下,由于滞后效应,运力仍然在扩大,导致目前大部分船公司出现亏损经营,从而使船舶的岸基保障供应显得不是很积极,对海员的额外津贴及劳务费用也减少了很多。”交通运输部水运科学研究院研究员谢燮认为,航运市场看不到好转迹象,短暂的指数上升并非大趋势。未来市场还需要继续淘汰产能,还会有倒闭的企业。现在有些企业专注小航线、个性化需求、在差异化市场中经营良好,未来小而美也是一种发展路径,不一定是做大规模。更多精彩内容欢迎搜索关注微信公众号:腾讯财经(financeapp)。相关的主题文章: