DNS 20 APLHA

                                      shipping industry 
what is a shipping industry ?
About 90% of world trade is carried by the international shipping industry. ...Shipping is the least environmentally damaging form of commercial transport and, compared with land based industry, is a comparatively minor contributor to marine pollution from human activities.Commercial marine shipping is inherently an international activity. As such, the industry requires regulation at the international level. International maritime regulations, also known as conventions, are developed by the International Maritime Organization (IMO).What is the International Maritime Organization (IMO)?

The IMO is a specialized agency of the United Nations responsible for measures to improve the safety and security of international shipping and to prevent pollution from ships. The IMO is currently focused on trying to ensure that adopted conventions are properly implemented by signatory countries, including Canada. These signatory countries are then responsible for implementing and enforcing international conventions as their own national law.

The leading conventions developed by IMO are:

• SOLAS (International Convention for the Safety of Life at Sea), 1974: Concerns the safety of merchant ships. Specifies minimum standards for the construction, equipment and operation of ships.
• International Convention on Load Lines, 1966: Limits the draught to which a ship may be loaded, taking into account the potential hazards present in different zones and different seasons for the crew’s safety.
• Convention on the International Regulations for Preventing Collisions at Sea (COLREGS), 1972: States the rules for navigating and preventing collisions at sea (vessel conduct, signals, etc.)
• International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978: Establishes basic requirements for training and certifying seafarers.
• International Convention for the Prevention of Pollution from Ships (MARPOL), 1973, 1978: Concerns prevention of pollution of the marine environment by ships.
  Maritime transport: is the transport of people (passengers) or goods (cargo) by water. Freight transport has been achieved widely by sea throughout recorded history.[1] Although the importance of sea travel for passengers has decreased due to aviation, it is effective for short trips and pleasure cruises. Transport by water is cheaper than transport by air,[2] despite fluctuating exchange rates and a fee placed on top of freighting charges for carrier companies known as the Currency Adjustment Factor (CAF). https://www.intheblack.com/articles/2016/11/01/sink-or-swim-world-shipping-industry-crisis and https://www.bloomberg.com/news/articles/2018-04-18/drowning-in-a-sea-of-paper-world-s-biggest-ships-seek-a-way-out
  
  
  Maritime transport can be realized over any distance by boat, ship, sailboat or barge, over oceans and lakes, through canals or along rivers. Shipping may be for commerce, recreation, or for military purposes. While extensive inland shipping is less critical today, the major waterways of the world including many canals are still very important and are integral parts of worldwide economies. Virtually any material can be moved by water; however, water transport becomes impractical when material delivery is time-critical such as various types of perishable produce. However, water transport is highly cost effective with regular schedulable cargoes, such as trans-oceanic shipping of consumer products – and especially for heavy loads or bulk cargos, such as coal, coke, ores or grains. Arguably, the industrial revolution took place best where cheap water transport by canal, navigations, or shipping by all types of watercraft on natural waterways supported cost effective bulk transport
  
  
  
  
  
  
  
  let's have a look about life at sea:

  Life at sea

  Mariners spend much of their life beyond the reach of land. They sometimes face dangerous conditions at sea or on Lakes – the fishing port of Gloucester, Massachusetts has a seaside memorial listing over 10,000 fishermen that lost their lives to the sea, and the Great Lakes have seen over 10,000 lost vessels since the 1800s, yet men and women still go to sea. For some, the attraction is a life unencumbered with the restraints of life ashore. Seagoing adventure and a chance to see the world also appeal to many seafarers. Whatever the calling, those who live and work at sea invariably confront social isolation.
  Findings by the Seafarer's International Research Center indicate a leading cause of mariners leaving the industry is "almost invariably because they want to be with their families." U.S. merchant ships typically do not allow family members to accompany seafarers on voyages. Industry experts increasingly recognize isolation, stress, and fatigue as occupational hazards. Advocacy groups such as International Labour Organization, a United Nations agency, and the Nautical Institute are seeking improved international standards for mariners.^[5][6] Satellite phones have improved communication and efficiency aboard sea-faring ships. This technology has contributed to crew welfare, although both equipment and fees are expensive.^[7]
  Ocean voyages are steeped in routine. Maritime tradition dictates that each day be divided into six four-hour periods. Three groups of watch keepers from the engine and deck departments work four hours on then have eight hours off watch keeping. However, there are many overtime jobs to be done daily. This cycle repeats endlessly, 24 hours a day while the ship is at sea. Members of the steward department typically are day workers who put in at least eight-hour shifts. Operations at sea, including repairs, safeguarding against piracy, securing cargo, underway replenishment, and other duties provide opportunities for overtime work. Service aboard ships typically extends for months at a time, followed by protracted shore leave. However, some seamen secure jobs on ships they like and stay aboard for years.
  The quick turnaround of many modern ships, spending only a few hours in port, limits a seafarer's free-time ashore. Moreover, some foreign seamen entering U.S. ports from a watch list of 25 countries face restrictions on shore leave due to security concerns. However, shore leave restrictions while in U.S. ports impact American seamen as well. For example, the International Organization of Masters, Mates & Pilots notes a trend of U.S. shipping terminal operators restricting seamen from traveling from the ship to the terminal gate. Furthermore, in cases where transit is allowed, special "security fees" are at times assessed.
  Such restrictions on shore leave, coupled with reduced time in port, translate into longer periods at sea. Mariners report that extended periods at sea living and working with shipmates, who for the most part are strangers, takes getting used to. At the same time, there is an opportunity to meet people from other ethnic and cultural backgrounds. Recreational opportunities have improved aboard some U.S. ships, which may feature gyms and day rooms for watching movies, swapping sea stories, and other activities. And in some cases, especially tankers, it is possible for a mariner to be accompanied by members of his family. However, a mariner’s off-duty time is largely a solitary affair, pursuing hobbies, reading, writing letters, and sleeping.
  On modern ocean-going vessels, typically registered with a flag of convenience, life has changed immensely in the last 20 years. Most large vessels include a gym and often a swimming pool for use by the crew. Since the Exxon Valdez incident, the focus of leisure time activity has shifted from having officer and crew bars, to simply having lounge-style areas where officers or crew can sit to watch movies. With many companies now providing TVs and DVD players in cabins, and enforcing strict smoking policies, it is not surprising that the bar is now a much quieter place on most ships. In some instances games consoles are provided for the officers and crew. The officers enjoy a much higher standard of living on board ocean-going vessels.
  Crews are generally poorly paid, poorly qualified and have to complete contracts of approximately 9 months before returning home on leave. They often come from countries where the average industrial wage is still very low, such as the Philippines or India. Officers however, come from all over the world and it is not uncommon to mix the nationality of the officers on board ships. Officers are often the recipients of university degrees and have completed vast amounts of training in order to reach their rank. Officers benefit e.g. by having larger, more comfortable cabins and table service for their meals.
  Contracts average at the 4 month mark for officers, with generous leave. Most ocean-going vessels now operate an unmanned engine room system allowing engineers to work days only. The engine room is computer controlled by night, although the duty engineer will make inspections during unmanned operation. Engineers work in a hot, humid, noisy atmosphere. Communication in the engine room is therefore by hand signals and lip-reading, and good teamwork often stands in place of any communication at all.https://www.thestar.com.my/business/business-news/2018/02/14/impairment-loss-drags-misc-net-profit-down/
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  
  https://www.prominent.com/en/Industry-Solutions/Industry-Solutions/Shipping-Industry/Shipping-Industry.html