The Maritime Labour Convention - 2006
A1. What is the Maritime Labour Convention, 2006 (MLC, 2006)?
It is a comprehensive international labour Convention that was adopted by the International Labour Conference of the International Labour Organization (ILO), under article 19 of its Constitution, at a maritime session in February 2006 in Geneva, Switzerland. It sets out seafarers' rights to decent conditions of work and helps to create conditions of fair competition for shipowners. It is intended to be globally applicable, easily understandable, readily updatable and uniformly enforced. The Maritime Labour Convention, 2006 (MLC, 2006) has been designed to become a global legal instrument that will be the ―fourth pillar of the international regulatory regime for quality shipping, complementing the key Conventions of the International Maritime Organization (IMO) such as the International Convention for the Safety of Life at Sea, 1974, as amended (SOLAS), the International Convention on Standards of Training, Certification and Watchkeeping, 1978, as amended (STCW) and the International Convention for the Prevention of Pollution from Ships, 73/78 (MARPOL).
The MLC, 2006 contains a comprehensive set of global standards, based on those that are already found in the maritime labour instruments (Conventions and Recommendations), adopted by the ILO between 1920 and 1996. It brings all, except four, of the existing maritime labour instruments (International Labour Standards (ILS)) together in a single Convention that uses a new format, with some updating, where necessary, to reflect modern conditions and language. The Convention ―consolidates and revises the existing international law on all these matters. Why was a new Convention needed?
On ships flying the flags of countries that do not exercise effective jurisdiction and control over them, as required by international law, seafarers often have to work under unacceptable conditions, to the detriment of their well-being, health and safety and the safety of the ships on which they work. Since seafarers' working lives are spent outside the home country and their employers are also often not based in their country, effective international standards are necessary for this sector. Of course these standards must also be implemented at a national level, particularly by governments that have a ship registry and authorize ships to fly their countries' flags (called ―flag States). This is already well recognized in connection with ensuring the safety and security of ships and protecting the marine environment. It is also important to understand that there are many flag States and shipowners that take pride in providing the seafarers on their ships with decent conditions of work. These countries and shipowners face unfair competition in that they pay the price of being undercut by shipowners which operate substandard ships. The decision by the ILO to move forward to create the maritime labour Convention was the result of a joint resolution in 2001 by the international seafarers' and shipowners' organizations, later supported by governments. They pointed out that the shipping industry is ―the world's first genuinely global industry which ―requires an international regulatory response of an appropriate kind – global standards applicable to the entire industry. The industry called on the ILO to develop ―an instrument which brings together into a consolidated text as much of the existing body of ILO instruments as it proves possible to achieve as a matter of priority ―in order to improve the relevance of those standards to the needs of all the stakeholders of the maritime sector. It was felt that the very large number of the existing maritime Conventions, many of which are very detailed, made it difficult for governments to ratify and to enforce all of the existing international labour standards. Many of the existing maritime labour Conventions were out of date and did not reflect contemporary working and living conditions on board ships. Many had low levels of ratification. In addition, there was a need to develop a more effective enforcement and compliance system that would help to eliminate substandard ships and that would work within the wellestablished international system for enforcement of the international standards for ship safety and security and environmental protection adopted in the framework of the International Maritime Organization (IMO). The MLC, 2006 was designed to specifically address these concerns. More protection of seafarers will be achieved by the early ratification and national level implementation of the new Convention by the vast majority of ILO members active in the maritime sector.
A2. What are the two basic aims of the MLC, 2006
The basic aims of the MLC, 2006 are:
- to ensure comprehensive worldwide protection of the rights of seafarers (the Convention is sometimes called the seafarers‘ Bill of Rights);
- to establish a level playing field for countries and shipowners committed to providing decent working and living conditions for seafarers, protecting them from unfair competition on the part of substandard ships.
A3. How will the MLC, 2006 protect more of the world's seafarers?
In the first place, the MLC, 2006 is designed to achieve a higher level of ratification than previous Conventions [see A18. Why is the MLC, 2006 likely to achieve the aim of near universal ratification?] covering even seafarers working on ships that have not ratified the Convention [see A4. What is meant by the ―no more favorable treatment clause?]. It will also cover all persons working at sea (now estimated at over 1.2 million). Until now it had not been clear that all of these people, particularly for example, those that work on board ships but are not directly involved in navigating or operating the ship, such as many personnel that work on passenger ships, would be considered seafarers [see B1. Who is protected by the MLC, 2006?].
The MLC, 2006 also aims to establish a continuous ―compliance awareness at every stage, from the national systems of protection up to the international system [see C5. Title 5 Compliance and enforcement]. This starts with the individual seafarers, who – under the MLC, 2006 – have to be properly informed of their rights and of the remedies available in case of alleged non-compliance with the requirements of the Convention and whose right to make complaints, both on board ship and ashore, is recognized in the Convention. It continues with the shipowners. Those that own or operate ships of 500 GT and above, engaged in international voyages or voyages between foreign ports, are required to develop and carry out plans for ensuring that the applicable national laws, regulations or other measures to implement the MLC, 2006 are actually being complied with. The masters of these ships are then responsible for carrying out the shipowners' stated plans, and for keeping proper records to evidence implementation of the requirements of the Convention. As part of its updated responsibilities for the labour inspections for ships of 500 GT or above that are engaged in international voyages or voyages between foreign ports, the flag State (or a recognized organization on its behalf) will review the shipowners' plans and verify and certify that they are actually in place and being implemented. Ships will then be required to carry a maritime labour certificate and a declaration of maritime labour compliance on board. Flag States will also be expected to ensure that national laws and regulations implementing the Convention's standards are respected on smaller ships that are not covered by the certification system. Flag States will carry out periodic quality assessments of the effectiveness of their national systems of compliance, and their reports to the ILO under Article 22 of the Constitution (see Report Form) will need to provide information on their inspection and certification systems, including on their methods of quality assessment. This general inspection system in the flag State (which is founded on ILO Convention No. 178) is complemented by procedures to be followed in countries that are also or even primarily the source of the world's supply of seafarers [see C5.3.a. What are labour-supplying responsibilities?], which will similarly be reporting under Article 22 of the ILO Constitution. The system is further reinforced by voluntary measures for inspections in foreign ports (port State control).
A4. What is meant by the “no more favorable treatment” clause?
Article V, paragraph 7 of the MLC, 2006 contains what is often called the ―no more favourable treatment clause. It seeks to ensure a ―level playing field under which the ships of countries that have ratified the Convention will not be placed at a competitive disadvantage as compared with ships flying the flag of countries that have not ratified the MLC, 2006. Although it appears that Article V, paragraph 7 could conceivably apply in various situations, in practice it relates essentially to the context of port State control under Regulation 5.2.1, with respect to ships flying a foreign flag and calling at a port of a ratifying country [see C5.2. Port State responsibilities].
A5. What is new in the Maritime Labour Convention, 2006 (MLC, 2006)?
There are several novel features in the MLC, 2006 as far as the ILO is concerned. The whole structure of the Convention differs from that of traditional ILO Conventions. It is organized into three main parts: the Articles coming first set out the broad principles and obligations. They are followed by the more detailed Regulations and Code (with two parts: Parts A and B) provisions. The Regulations and the Standards (Part A) and Guidelines (Part B) in the Code are set out in five Titles, which essentially cover the same subject matter [see A6. What are the subjects of the ―Titles?] as the existing 37 maritime labour Conventions and associated Recommendations, updating them where necessary. There are a few new subjects, particularly in the area of occupational safety and health to meet contemporary concerns, such as the effects of noise and vibration on workers or other workplace risks, but in general the Convention aims at maintaining the standards in the current instruments at their present level, while leaving each country greater discretion in the formulation of their national laws establishing that level of protection. The provisions relating to flag State inspection, including the use of ―recognized organizations builds upon the existing ILO maritime labour inspection Convention (No. 178). The potential for inspections in foreign ports (port State control) in Title 5 is based on existing maritime Conventions, in particular Convention No. 147 – the Merchant Shipping (Minimum Standards) Convention, 1976 and the Conventions adopted by the International Maritime Organization (IMO) and the regional port State control agreements (PSC MOU). However, the MLC, 2006 builds upon them to develop a more effective approach to these important issues, consistent with other international maritime Conventions that establish standards for quality shipping with respect to issues such as ship safety and security and protection of the marine environment. One of the most innovative aspects of the MLC, 2006, as far as ILO Conventions are concerned, is the certification of seafarers‘ living and working conditions on board ships.
A6. What are the subjects of the “Titles”?
The Regulations of the MLC, 2006 and the Standards (Part A) and Guidelines (Part B) in its Code are integrated and organized into general areas of concern under five Titles:
Title 1: Minimum requirements for seafarers to work on a ship
Title 2: Conditions of employment
Title 3: Accommodation, recreational facilities, food and catering
Title 4: Health protection, medical care, welfare and social security protection
Title 5: Compliance and enforcement
A7. Does the MLC, 2006 directly apply to shipowners, ships and seafarers?
The MLC, 2006 is an international legal instrument and does not, therefore, apply directly to shipowners, ships or seafarers. Instead like all international law, it relies on implementation by countries through their national laws or other measures [see A.8 What measures must a country take to ensure that the MLC, 2006 is properly applied?]. The national law or other measures would then apply to shipowners, seafarers and ships. The MLC, 2006 sets out the minimum standards that must be implemented by all countries that ratify it. These standards must be reflected in the national standards or requirements and are subject to the usual oversight role taken by the Committee of Experts under the ILO supervisory system (a system established under the Constitution of the ILO) (supervisory system (a system established under the Constitution of the ILO))
A8. What measures must a country take to ensure that the MLC, 2006 is properly applied?
Article IV, paragraph 5 of the MLC, 2006 provides that implementation of the seafarers‘ employment and social rights under the Convention may be achieved through national laws or regulations, through applicable collective bargaining agreements or through other measures or in practice, unless the Convention specifies otherwise by, for example, requiring countries to adopt national laws and regulations to implement certain provisions of the Convention.
Thus, each country is free to decide whether a particular MLC, 2006 provision should be contained in a law (such as an Act of Parliament or a Congress) or in a regulation or other subsidiary legislation, such as administrative orders or official marine notices. Or, a country may decide – in cases where the MLC, 2006 does not specifically require legislation – that certain matters could be dealt with better through other legal measures or through collective bargaining agreements. Or perhaps, where an MLC, 2006 provision essentially relates to action to be taken by the governments themselves, through internal administrative instructions. In some cases, a country might decide that no further legal measures need to be devised because, for example, a seafarer‘s rights under the MLC, 2006 is already adequately covered by the general law applied by the national courts.
A9. What is the Code of the MLC, 2006?
The MLC, 2006 is organized into three main parts: the Articles, coming first, set out the broad principles and obligations. The Articles are followed by the Regulations and the Code, which relate to the areas of seafarers‘ working and living conditions covered by the Convention and to inspection and compliance. The Regulations, which are written in very general terms, are complemented by the more detailed Code. The Code has two parts: Part A contains Standards and Part B Guidelines. The provisions in the Regulations and the Standards (Part A) and Guidelines (Part B) in the Code have been vertically integrated in the Convention: in other words, they have been arranged and linked together according to their subject matter: thus each of the Titles in the MLC, 2006 [see A6. What are the subjects of the ―Titles?] consists of various Regulations covering a particular aspect of the subject, each Regulation being followed first by the Part A Standards and then by the Part B Guidelines that relate to the same aspect.
A10. What is the difference between Articles, Regulations, Standards and Guidelines?
All the provisions of the MLC, 2006, whatever their name, must be complied with by ratifying countries or, in the case of its Guidelines, taken into consideration by them [see A12. What is the status of the Guidelines in Part B of the Code?]. The main difference between these provisions is that the Articles contain more general statements of principles, obligations and rights with the specific details set out in the Regulations and the Code. The Articles also contain provisions relating to the legal aspects of the operation and application of the Convention such as definitions, amendments and entry into force and the establishment of the Special Tripartite Committee under Article XIII. The difference between the Regulations and the Standards and Guidelines is that the Regulations are normally worded in very general terms, with the details of implementation being set out in the Code (i.e., the Standards and the Guidelines).
A11. What is a “substantially equivalent” provision?
The MLC, 2006 provides in Article VI, paragraphs 3 and 4, that in some circumstances a national provision implementing the rights and principles of the Convention in a manner different from that set out in Part A of the Code will be considered as ―substantially equivalent if the Member concerned ―satisfies itself that the relevant legislation or other implementing measure ―is conducive to the full achievement of the general object and purpose of the provision or provisions of Part A of the Code concerned and ―gives effect to the provision or provisions of Part A of the Code concerned. The Member's obligation is principally to ―satisfy itself, which nevertheless does not imply total autonomy, since it is incumbent on the authorities responsible for monitoring implementation at the national and international levels to determine not only whether the necessary procedure of ―satisfying themselves has been carried out, but also whether it has been carried out in good faith in such a way as to ensure that the objective of implementing the principles and rights set out in the Regulations is adequately achieved in some way other than that indicated in Part A of the Code. It is in this context that ratifying members should assess their national provisions from the point of view of substantial equivalence, identifying the general object and purpose of the MLC, 2006 Code, Part A provision concerned (in accordance with paragraph 4(a)) and determining whether or not the proposed national provision could, in good faith, be considered as giving effect to the Part A provision (as required by paragraph 4(b)). Any substantial equivalents that have been adopted must be stated in Part I of the declaration of maritime labour compliance that is carried on board ships that have been certified [see C5.1.k. How detailed should Part I of the declaration of maritime labour compliance (DMLC) be?].
A12. What is the status of the Guidelines in Part B of the Code?
Countries that ratify the MLC, 2006 must adopt national laws or take other measures to ensure that the principles and rights set out in the Regulations are implemented in the manner set out by the Standards set out in Part A of the Code (or in a substantially equivalent manner [see A11. What is a ―substantially equivalent provision?] When deciding on the details of their laws or other implementing measures [see A.8 What measures must a country take to ensure that the MLC, 2006 is properly applied?], the ratifying countries must give due consideration to following the Guidelines set out in Part B of the Code. Provided that they have given this due consideration, ratifying countries may implement the mandatory provisions in a different way, more suited to their national circumstances. In this case, the government concerned may be asked to explain to the ILO supervisory bodies why it has decided not to follow the guidance in Part B of the Code .A country‘s implementation of Part B will not be verified by port State inspectors.
A13. What was the reason for having the Part B Guidelines?
The special status given to Part B of the Code [see A12. What is the status of the Guidelines in Part B of the Code?] is based on the idea of firmness on principles and rights combined with flexibility in the way those principles and rights are implemented. Without this innovation, the MLC, 2006 could never aspire to wide-scale ratification: many of the provisions of existing maritime labour Conventions, which relate to the method of implementing basic seafarers' rights (rather than to the content of those rights), have been transferred to the non-mandatory Part B Guidelines of the Code as their placement in the mandatory Regulations and Part A (Standards) could have resulted in clear obstacles to ratification.
A14. What is the status of the 2008 ILO Guidelines, for flag State inspections and port State control officers?
The two sets of Guidelines, adopted in 2008, the Guidelines for flag State inspections under the Maritime Labour Convention, 2006 11 and the Guidelines for port State control officers carrying out inspections under the Maritime Labour Convention, 2006 12 provide authoritative guidance since they were prepared by tripartite meetings of experts to assist countries to implement Title 5 of the MLC, 2006. But they do not have any special legal status. They should not be confused with the Guidelines found in Part B of the Code of the MLC, 2006, which must be given due consideration by ratifying countries [see A12. What is the status of the Guidelines in Part B of the Code?].
International guidelines, as well as the related national flag State inspection and certification systems and national guidelines for flag State inspectors, are important aspects of implementation of the MLC, 2006 and essential to ensuring widespread harmonized implementation of the MLC, 2006.
A15. Does the MLC, 2006 require countries to comply with the ILO’s “fundamental Conventions”?
The ILO's Governing Body has identified eight international labour Conventions as ―fundamental, covering subjects that are considered as fundamental principles and rights at work: freedom of association and the effective recognition of the right to collective bargaining; the elimination of all forms of forced or compulsory labour; the effective abolition of child labour; and the elimination of discrimination in respect of employment and occupation. These Conventions are listed in the Preamble to the MLC, 2006. Countries that ratify the MLC, 2006 are required, under Article III, to satisfy themselves that the provisions of their national legislation respect those fundamental rights, in the context of the MLC, 2006. They are not however required by the MLC, 2006 to observe the provisions of the fundamental Conventions themselves or to report to the ILO on the measures they have taken to give effect to those Conventions. Countries that have ratified the fundamental Conventions are, of course, in any event obliged to report to the ILO on the measures that they have taken to give effect to their obligations under those Conventions in all the sectors of work, including the maritime sector.
A16. How does the MLC, 2006 make it easier for countries to ratify it and to implement its requirements?
Both the Constitution of the ILO (ILO Constitution) 13 and many ILO Conventions seek to take account of national circumstances and provide for some flexibility in the application of Conventions, with a view to gradually improving protection of workers, by taking into account the specific situation in some sectors and the diversity of national circumstances. Flexibility is usually based on principles of tripartism, transparency and accountability. When flexibility with respect to a Convention is exercised by a government it usually involves consultation with the workers' and employers' organizations concerned, with any determinations that are made reported to the ILO by the government concerned. This is seen as a necessary and important approach to ensuring that all countries, irrespective of national circumstances, can engage with the international legal system and that international obligations are respected and implemented, to the extent possible, while also making efforts to improve conditions. This is particularly important for an international industry such as shipping. The MLC, 2006 generally follows this approach as well as also providing for additional flexibility, relevant to the sector, at a national level. The Convention seeks to be ―firm on rights and flexible on implementation. A major obstacle to the ratification of existing maritime labour Conventions is the excessive detail in many of them. The MLC, 2006 sets out the basic rights of seafarers to decent work in firm statements, but leaves a large measure of flexibility to ratifying countries as to how they will implement these standards for decent work in their national laws.
The areas of flexibility in the MLC, 2006 include the following:
- unless specified otherwise in the Convention, national implementation may be achieved in a variety of different ways, and not necessarily through legislation [see A.8 What measures must a country take to ensure that the MLC, 2006 is properly applied?];
- many of the details in existing Conventions which had created difficulties for some governments interested in ratifying the Convention have been placed in Part B of the Code [see A12. What is the status of the Guidelines in Part B of the Code?];
- in certain circumstances, implementation of the mandatory standards in Part A of the Code (other than Title 5) may also be achieved through measures which are ―substantially equivalent [see A11. What is a ―substantially equivalent provision?];
- in certain circumstances, the application of details in the Code may be relaxed for some smaller ships – less than 200 gross tonnage (GT) that do not go on international voyages [see B7. Can a ratifying country make exemptions from certain provisions of the MLC, 2006?];
- while all ships covered by the Convention must be inspected for compliance with its requirements [see C5.1.g. Must all ships be inspected?], flag State administrations are not required to certify ships less than 500 GT unless the shipowner concerned requests certification [see C5.1.j. Must all ships be certified under Regulation 5.1.3?];
- the MLC, 2006 expressly recognizes that some flag States may make use of recognized organizations such as classification societies to carry out aspects of the ship inspection and certification system on their behalf [see C5.1.b. Can a flag State delegate its responsibilities?];
A17. Is the MLC, 2006 already applicable?
The MLC, 2006 is not yet binding under international law for the countries that have ratified it. Under Article VIII, it will enter into force12 months after the date on which there have been registered ratifications by at least 30 Members of the ILO with a total share in the world gross tonnage of ships of at least 33 per cent. This is a higher than the usual ratification level (for ILO Conventions), and intended to assure greater actual impact. It reflects the fact that the enforcement and compliance system established under the Convention needs widespread international cooperation in order to be effective. Since many of the obligations under the Convention are directed to shipowners and flag States it is important that ILO Members with a strong maritime interest ratify the Convention. As of January 2012 the MLC, 2006 has been ratified by  countries representing more than  per cent of the world gross tonnage of ships although seven more ratifications are needed to trigger entry into force 12 months later, numerous private sector actors and countries have moved forward ahead of the international legal situation and have begun to inspect and, if required, certify ships.
A18. Why is the MLC, 2006 likely to achieve the aim of near universal ratification?
There are a number of indicators suggesting that near universal ratification will be achieved: one is the unprecedented vote in favour of the Convention. It was adopted by the International Labour Conference by a record vote of 314 in favour and none against (two countries (four votes) abstained for reasons unrelated to the substance of the Convention), after detailed review by over 1,000 participants drawn from 106 countries. This almost unprecedented level of support reflects the lengthy international tripartite consultation that took place between 2001 and 2006 and the unswerving support that had been shown by the governments and workers and employers who worked together since 2001 to develop the Convention text. It has been designed to achieve near universal ratification because of its blend of firmness on rights and flexibility with respect to approaches to implementation of the more technical requirements and because of the advantages it gives to the ships of countries that ratify it. Finally, the ships of ratifying countries that provide decent working conditions for their seafarers will have an advantage as they will be protected against unfair competition from substandard ships [see A4. What is meant by the ―no more favorable treatment clause?]. By benefitting from a system of certification they will, henceforth, avoid or reduce the likelihood of lengthy delays related to inspections in foreign ports.
A19. What will happen to the maritime labour Conventions adopted before 2006?
The existing ILO maritime labour Conventions will be gradually phased out as countries that have ratified those Conventions ratify the MLC, 2006, but there will be a transitional period when some Conventions will be in force in parallel with the MLC, 2006. Countries that ratify the MLC, 2006 will no longer be bound by the existing Conventions when the MLC, 2006 comes into force for them. Countries that do not ratify the MLC, 2006 will remain bound by the existing Conventions they have ratified, but those Conventions will be closed to further ratification. Entry into force of the MLC, 2006 will not affect the four maritime Conventions that are not consolidated in the MLC, 2006 [see A20. Which ILO Conventions are consolidated in the MLC, 2006?]. They will remain binding on States that have ratified them irrespective of the MLC, 2006. The ILO maritime Conventions dealing with fishing and dock workers are also not affected by the MLC, 2006.
A20. Which ILO Conventions are consolidated in the MLC, 2006?
The 36 Conventions and one Protocol that are consolidated in the MLC, 2006 are listed in its Article X. This list consists of all the previous maritime Conventions, adopted since 1920, except the Convention addressing seafarers' identity documents of 2003 (Convention No. 185) and the 1958 Convention that it revises (Convention No. 108), as well as the Seafarers' Pension Convention, 1946 (No. 71) and the (outdated) Minimum Age (Trimmers and Stokers) Convention, 1921 (No. 15).
A21. How can the MLC, 2006 be updated?
The MLC, 2006 has two types of amendment procedures. Both types of amendment procedures – under Article XIV for the Convention as a whole, and Article XV for amendments only to the Code. The Article XIV express ratification procedure is close to the present ILO procedure for revising Conventions. The part of the Convention which is expected to need updating from time to time, namely the Code [see A9. What is the Code of the MLC, 2006?] relating to the technical and detailed implementation of the basic obligations under the Convention, can be amended under an accelerated procedure (―tacit acceptance) provided for in Article XV. This procedure, which is based to a certain extent on a procedure already well established in another agency of the United Nations, the International Maritime Organization (IMO), will enable changes to the Code to come into effect, for all or almost all ratifying countries, within three to four years from when they are proposed. This will result in a Convention that is kept more up to date than the existing ones. A ratifying Member will not be bound by an amendment to the Code entering into effect in accordance with Article XV of the Convention, if it expresses formal disagreement within a period of normally two years.
A22. What is the Special Tripartite Committee?
Article XIII of the MLC, 2006 provides for the establishment of a Special Tripartite Committee by the ILO‘s Governing Body. The mandate of this Committee is to ―keep the working of this Convention under continuous review. The Committee will consist of two representatives nominated by the Government of each country that has ratified the Convention, and the representatives of Shipowners and Seafarers appointed by the Governing Body after consultation with the ILO‘s Joint Maritime Commission (JMC). The Committee has an important role with respect to amendments to the Code [see A9. What is the Code of the MLC, 2006?]. If faults are identified in the working of the Convention, or if the Convention needs to be updated, the Special Tripartite Committee will, in accordance with Article XV of the Convention, have the power to adopt amendments [see A21. How can the MLC, 2006 be updated?]. The Committee will also play an important consultative role under Article VII for countries that do not have shipowners‘ or seafarers‘ organizations to consult when implementing the MLC, 2006.
A23. What is the status of the Preamble and the Explanatory Note in the MLC, 2006?
The Preamble to the MLC, 2006, like preambles in other international instruments provides information regarding the aspiration and intentions of the drafters of the Convention, however the preamble does not contain any binding legal obligations. The Explanatory Note to the Regulations and Code of the Maritime Labour Convention, which is placed after the Articles, is also not binding but is there, as its title suggests, to provide an explanation that will help countries to better understand the relationship between the differing parts of the Convention and the nature of the obligations under each part of the MLC, 2006
A24. What is meant by the term “Member”?
The Maritime Labour Convention, 2006 (MLC, 2006) like other ILO legal instruments uses the terms ―member or ―each member throughout the MLC, 2006. The terms are used by the International Labour Organization (ILO) to refer to countries that are members of the ILO. In the context of this Convention a reference to ―Member or ―Each Member should be understood as referring to countries that have ratified the Convention, unless the Convention clearly refers to ―any Member of the Organization (as in paragraph 2 of Article XV, for example).
A25. Who is the competent authority?
The MLC, 2006 defines the term ―competent authority in Article II, paragraph 1(a) as ―the minister, government department or other authority having power to issue and enforce regulations, orders or other instructions having the force of law in respect of the subject matter of the provision concerned. It is a term used to indicate the department(s) of a government with responsibility for implementing the MLC, 2006. Practices could vary between countries and often more than one department or agency (e.g., labour or maritime or social security) could be involved in implementing aspects of the MLC, 2006 in a country and could therefore be the ―competent authority for the particular issue.
Mkataba wa Kazi ya Bahari wa 2006 Mkataba wa Kazi ya Bahari ya 2006 (MLC) Mkataba huo wa kimataifa wa kazi uliidhinishwa na Mkutano wa Kimataifa wa Kazi wa Shirika la Kazi la Kimataifa (ILO) chini ya kifungu cha 19 cha Katiba yake katika mkutano wa baharini uliofanyika Februari 2006 huko Geneva, Uswisi. Sheria hiyo inaweka haki za baharia kwa hali nzuri za kazi na kusaidia kuunda hali ya ushindani wa haki kwa wamiliki wa meli. Inakusudiwa kutumika ulimwenguni kote, kueleweka kwa urahisi, kusasishwa kwa urahisi na kutekelezwa kwa usawa. Mkataba wa Kazi ya Bahari wa 2006 (MLC) umebuniwa kuwa chombo cha kimataifa cha kisheria ambacho kitakuwa nguzo ya nne ya mfumo wa kimataifa wa udhibiti wa usafirishaji wa ubora, ukiongezea Mikataba muhimu ya Shirika la Kimataifa la Bahari (IMO) kama vile Mkataba wa Kimataifa wa Usalama wa Maisha Bahari, 1974 (SOLAS), Mkataba wa Kimataifa wa Viwango vya Mafunzo, Vyeti na Ulinzi, 1978 (STCW) na Mkataba wa Kimataifa wa Kuzuia Uchafuzi kutoka kwa Meli, 1978 (MARPOL). Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Mkataba huu unakusanya vyombo vyote vya kazi ya baharini (Vipimo vya Kazi vya Kimataifa) katika Mkataba mmoja, na kutumia muundo mpya na baadhi ya sasisho, ikiwa ni lazima, ili kutafakari hali za kisasa na lugha. Mkataba huo -huunganisha na kurekebisha sheria ya kimataifa iliyopo juu ya masuala haya yote. Kwa nini Mkutano mpya ulihitajiwa? """Kwa meli zinazoendesha bendera za nchi ambazo hazitumii mamlaka na udhibiti wa kweli juu yao, kama inavyotakiwa na sheria ya kimataifa, baharia mara nyingi wanapaswa kufanya kazi chini ya hali zisizokubalika, kwa hasara ya ustawi wao, afya na usalama na usalama wa meli ambazo wanafanya kazi." Kwa kuwa baharia wanaishi nje ya nchi yao na kwa sababu waajiri wao hawafanyi kazi katika nchi yao, ni muhimu kuwa na viwango vya kimataifa kwa sekta hii. "Hata hivyo, sheria hizo zinapaswa kutekelezwa katika nchi zote, hasa kwa serikali ambazo zina usajili wa meli na kuruhusu meli kupanda bendera za nchi zao (maarufu kama ""Nchi za Bendera.""" Hii tayari ni kutambuliwa vizuri kuhusiana na kuhakikisha usalama na usalama wa meli na kulinda mazingira ya baharini. """Ni muhimu pia kuelewa kwamba kuna mataifa mengi ya bendera na wamiliki wa meli ambao wanajivunia kuwapa baharia kwenye meli zao hali nzuri za kazi." Nchi hizi na wamiliki wa meli wanakabiliwa na ushindani usio wa haki kwa kuwa wanalipa bei ya kupunguzwa na wamiliki wa meli ambao wanaendesha meli zisizo na kiwango. ILO ilianzisha Mkataba wa Kazi ya Bahari mnamo 2001 na kuanzisha Mkataba wa Kazi ya Bahari mnamo 2001 na kuanzisha Mkataba wa Kazi ya Bahari mnamo 2001. "Wameongeza kuwa ""biashara ya usafirishaji ni sekta ya kwanza ya ulimwengu ambayo inahitaji majibu ya kimataifa ya udhibiti wa aina inayofaa, viwango vya kimataifa vinavyotumika kwa sekta nzima.""" "Wanasheria hao wameomba ILO ""kuunda chombo ambacho kinakusanya katika maandishi ya kuunganisha kiasi kikubwa cha vyombo vya ILO vilivyopo ambavyo vinaweza kupatikana kama suala la kipaumbele ili kuboresha umuhimu wa viwango hivyo kwa mahitaji ya wadau wote wa sekta ya baharini.""" """Ilikuwa ni hisia kwamba idadi kubwa sana ya mikataba ya baharini iliyopo, ambayo mengi ni ya kina sana, ilifanya kuwa vigumu kwa serikali kuidhinisha na kutekeleza viwango vyote vya kimataifa vya kazi." Mikataba mingi ya kazi ya baharini iliyopo ilikuwa imepitwa na wakati na haikuonyesha hali za kisasa za kazi na maisha kwenye meli. Mengi yalikuwa na viwango vya chini vya kuridhia. "Kwa kuongezea, kuna haja ya kuunda mfumo wa utekelezaji na kufuata ufanisi zaidi ambao utasaidia kuondoa meli zisizo na viwango na ambazo zitafanya kazi ndani ya mfumo wa kimataifa ulioanzishwa vizuri wa utekelezaji wa viwango vya kimataifa vya usalama na usalama wa meli na ulinzi wa mazingira iliyopitishwa katika mfumo wa Shirika la Kimataifa la Bahari (IMO).""" Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Ulinzi zaidi wa baharia utapatikana kwa kuridhia mapema na utekelezaji wa kitaifa wa Mkataba mpya na idadi kubwa ya wanachama wa ILO wanaofanya kazi katika sekta ya baharini. A2 - A2 Mkataba wa MLC 2006 ni mkataba wa kimataifa wa kimataifa wa kulinda haki za baharini na kuimarisha usawa wa michezo kwa nchi na wamiliki wa meli, na kuwalinda dhidi ya ushindani usio wa haki kutoka kwa meli zisizo na viwango. A3 - A3 Mkataba wa MLC 2006 unatoa ulinzi kwa baharia duniani Mkataba wa MLC-2006 umepangwa kuimarisha ushirikiano wa nchi za mikoa katika masuala ya kimataifa, na pia kuimarisha ushirikiano wa nchi za mikoa katika masuala ya kimataifa. Mkataba wa MLC 2006 umefikia kiwango cha kimataifa cha kupitishwa. Mkataba huo unazingatia pia mahitaji ya baharia wanaofanya kazi kwenye meli ambazo hazijasaini Mkataba huo (tazama A4 ya A4 ya A4). Nini maana ya -no zaidi ya upendeleo wa matibabu kifungu?]. Pia itajumuisha watu wote wanaofanya kazi baharini (sasa inakadiriwa kuwa zaidi ya milioni 1.2). """Hata sasa haikuwa wazi kwamba watu wote hawa, hasa wale wanaofanya kazi kwenye meli lakini hawajihusishi moja kwa moja na kuendesha au kuendesha meli, kama vile wafanyakazi wengi wanaofanya kazi kwenye meli za abiria, watahesabiwa kuwa baharia." Ni nani anayetunzwa na MCC? Mkataba wa MLC 2006 pia unakusudia kuanzisha ufahamu wa kuendelea wa kufuata katika kila hatua, kutoka kwa mifumo ya ulinzi wa kitaifa hadi mfumo wa kimataifa [tazama C5. Kichwa cha 5 Ufuatiliaji na Utekelezaji Hii huanza na baharia binafsi, ambao - chini ya MLC - 2006 - wanapaswa kuwa na habari sahihi ya haki zao na ya njia za kukabiliana zinazopatikana katika kesi ya madai ya kutofuata mahitaji ya Mkataba na ambao haki ya kutoa malalamiko, wote juu ya meli na pwani, ni kutambuliwa katika Mkataba. Inaendelea na wamiliki wa meli. Meli za kimataifa zenye uzito wa GT 500 au zaidi zinazofanya safari za kimataifa au safari kati ya bandari za kigeni zinapaswa kuendeleza na kutekeleza mipango ya kuhakikisha kwamba sheria, kanuni au hatua nyingine zinazotumika za kitaifa za kutekeleza MLC 2006 zinatimizwa. Mabwana wa meli hizi ni wajibu wa kutekeleza mipango ya meli, na kwa ajili ya kuweka rekodi sahihi kwa ushahidi utekelezaji wa mahitaji ya Mkataba. Kama sehemu ya majukumu yake ya kisasa ya ukaguzi wa kazi kwa meli za 500 GT au zaidi ambazo zinafanya safari za kimataifa au safari kati ya bandari za kigeni, nchi ya bendera (au shirika linalotambuliwa kwa niaba yake) itakagua mipango ya wamiliki wa meli na kuthibitisha na kuthibitisha kuwa ziko na zinatekelezwa. Meli zitahitajika kubeba cheti cha kazi ya baharini na taarifa ya kufuata kazi ya baharini. "Mataifa ya bendera pia yatatarajiwa kuhakikisha kwamba sheria na kanuni za kitaifa zinazotekeleza viwango vya Mkataba zinaheshimiwa kwenye meli ndogo ambazo hazifuniki na mfumo wa vyeti. """ Serikali za bendera zitafanya tathmini za ubora wa ufanisi wa mifumo yao ya kitaifa ya kufuata, na ripoti zao kwa ILO chini ya kifungu cha 22 cha Katiba (tazama Fomu ya Ripoti) zitahitaji kutoa habari juu ya mifumo yao ya ukaguzi na vyeti, pamoja na juu ya mbinu zao za tathmini ya ubora. Mfumo huu wa ukaguzi wa jumla katika nchi ya bendera (ambayo inategemea Mkataba wa ILO No. "Hii ni kwa sababu ya kanuni za ""mwisho wa siku"" ambazo zinatumika katika nchi ambazo ni chanzo cha watu wa baharini duniani, na pia ni chanzo cha watu wa baharini duniani." Ni nini majukumu ya kutoa kazi? "Kama ilivyoelezwa hapo juu, ""mfumo wa kimataifa wa uandishi wa habari"" unahusu sheria za kimataifa zinazohusiana na sheria za kimataifa, na kwa hivyo inapaswa kuendeshwa kwa mujibu wa Sheria ya ILO ya 22." Mfumo huo unaimarishwa zaidi na hatua za hiari za ukaguzi katika bandari za kigeni (udhibiti wa serikali ya bandari). A4 au A4 Ni nini kinachomaanishwa na kifungu cha "hakuna matibabu mazuri zaidi"? "Kifungu cha 7 cha kifungu cha 5 cha MLC 2006 kinasema: ""Hakuna kifungu cha matibabu bora zaidi.""" Mkataba huo unalenga kuhakikisha kuwa meli za nchi zilizokubaliana na Mkataba huo hazitakuwa na hasara ya ushindani ikilinganishwa na meli zinazopanda bendera ya nchi ambazo hazikubaliana na Mkataba huo. Ingawa inaonekana kwamba kifungu cha 7 cha kifungu cha V kinaweza kutumika katika hali mbalimbali, katika mazoezi inahusiana hasa na muktadha wa udhibiti wa nchi ya bandari chini ya kanuni 5.2.1, kwa meli zinazoendesha bendera ya kigeni na kuwasili katika bandari ya nchi ya kuridhia. Majukumu ya Jimbo la Bandari]. A5 - A5 Mkataba wa Kazi ya Bahari ya 2006 (MLC) Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Muundo wote wa Mkataba huo unatofautiana na ule wa Mikataba ya jadi ya ILO. Ni kupangwa katika sehemu tatu kuu: Makala kuja kwanza kuweka kanuni za jumla na majukumu. Wao ni ikifuatiwa na zaidi ya kina Kanuni na Kanuni (na sehemu mbili: Sehemu A na B) masharti. Kanuni na viwango (sehemu A) na Miongozo (sehemu B) katika Kanuni ni kuweka katika majina tano, ambayo kimsingi kufunika mada moja [tazama A6. Ni nini mada ya ―Vichwa vya habari?] Mkataba wa Kazi ya Bahari wa 37 na mapendekezo yanayohusiana nayo, na kuwahakikishia wakati inahitajika. Kuna mada chache mpya, hasa katika eneo la usalama na afya ya kazi, ili kukidhi wasiwasi wa kisasa, kama vile athari za kelele na vibration juu ya wafanyakazi au hatari nyingine za mahali pa kazi, lakini kwa ujumla Mkataba huo unakusudia kudumisha viwango katika vyombo vya sasa katika kiwango chao cha sasa, wakati kuacha kila nchi uhuru mkubwa katika utengenezaji wa sheria zao za kitaifa kuanzisha kiwango hicho cha ulinzi. Mkataba wa Usalama wa Kazi ya Bahari (MIA) ni mkataba wa kimataifa wa shirika la kazi ya baharini (ILO) kuhusu usalama wa kazi ya baharini (MILO). 178). Utafiti wa bandari za kigeni (udhibiti wa nchi ya bandari) katika Kichwa 5 inategemea Mikataba ya Bahari iliyopo, haswa Mkataba wa Nambari ya 5 ya Mkataba wa Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari ya Nambari. Mkataba wa Mkataba wa Usalama wa Baharini (Mistari ya Kiwango cha Chini) wa 1976 na Mkataba wa Usalama wa Baharini wa Kimataifa (MIMO) na Mkataba wa Usalama wa Baharini wa Mkoa (MPSC). Mkataba wa MLC 2006 ni mkataba wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa. Mkataba wa MLC-2006 ni mkataba wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa wa kimataifa. A6 - A6 Ni nini mada ya <unk>Titles<unk>? Sheria ya MLC ya 2006 na Viwango (Sehemu A) na Miongozo (Sehemu B) katika Kanuni yake zimeunganishwa na kupangwa katika maeneo ya jumla ya wasiwasi chini ya vichwa vitano: Vipengele vya chini vya mahitaji ya baharia kufanya kazi kwenye meli, Vipengele vya kazi, Vipengele vya kazi, Vipengele vya chakula na chakula, Vipengele vya afya, huduma ya matibabu, huduma na usalama wa kijamii. Mkataba wa MLC 2006 unatumika kwa wamiliki wa meli na baharia. Mkataba wa MLC-2006 ni mkataba wa kimataifa wa kisheria ambao unahusu meli, mabaharia, na wamiliki wa meli. "Kama sheria nyingine za kimataifa, sheria hii inategemea utekelezaji wa nchi kupitia sheria zao za kitaifa au hatua nyingine. ""Ni hatua gani nchi lazima kuchukua ili kuhakikisha kwamba MLC 2006 ni kutumika vizuri?" Sheria ya kitaifa au hatua nyingine basi inatumika kwa wamiliki wa meli, baharini na meli. Mkataba wa MLC 2006 ni mkataba wa kimataifa wa kisheria ambao unahusu viwango vya chini vya usalama ambavyo lazima vifuatwe na nchi zote zinazokubaliana na MLC. Viwango hivi vinapaswa kuonyeshwa katika viwango au mahitaji ya kitaifa na vinapaswa kuwa chini ya jukumu la kawaida la usimamizi uliofanywa na Kamati ya Wataalam chini ya mfumo wa usimamizi wa ILO (mfumo ulioanzishwa chini ya Katiba ya ILO) (mfumo wa usimamizi (mfumo ulioanzishwa chini ya Katiba ya ILO) A8. Ni hatua gani ambazo nchi lazima ichukue ili kuhakikisha kwamba MLC, 2006 inatumiwa vizuri? "Kifungu cha 5 cha Mkataba wa Mkataba wa Meli wa 2006 kinasema: ""Utekelezaji wa haki za ajira na kijamii za baharia chini ya Mkataba unaweza kufanywa kupitia sheria za kitaifa au kanuni, kupitia makubaliano ya makubaliano ya pamoja au kwa njia nyingine au kwa vitendo, isipokuwa Mkataba unaonyesha vingine, kwa mfano, kwa kuagiza nchi kupitisha sheria na kanuni za kitaifa kutekeleza masharti fulani ya Mkataba.""" Kwa hivyo, kila nchi ni huru kuamua ikiwa kifungu fulani cha MLC 2006 kinapaswa kuingizwa katika sheria (kama vile Sheria ya Bunge au Bunge) au katika kanuni au sheria nyingine ya ziada, kama vile maagizo ya kiutawala au taarifa rasmi za baharini. "Au, nchi inaweza kuamua - katika kesi ambapo MLC 2006 haihitaji sheria maalum - kwamba mambo fulani yanaweza kushughulikiwa vizuri kupitia hatua nyingine za kisheria au kupitia makubaliano ya mazungumzo ya pamoja. """ "Hata hivyo, sheria ya MLC ya 2006 inapaswa kuelekezwa kwa ""mtazamo wa ndani"" wa serikali." Katika baadhi ya kesi, nchi inaweza kuamua kwamba hakuna hatua zaidi za kisheria zinahitajika, kwa mfano, haki za baharia chini ya MLC 2006 tayari zimefunikwa vizuri na sheria ya jumla inayotumika na mahakama za kitaifa. A9 - A9 Ni nini kanuni ya MLC 2006? Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Makala hizo zinafuatwa na Kanuni na Kanuni, ambazo zinahusiana na maeneo ya hali za kazi na maisha ya baharini zinazohusishwa na Mkataba na ukaguzi na kufuata. Kanuni hizo, ambazo zimeandikwa kwa maneno ya jumla sana, zinakamilishwa na Kanuni iliyofafanuliwa zaidi. Kanuni ina sehemu mbili: Sehemu A ina Viwango na Sehemu B Miongozo. """Masharti katika kanuni na viwango (sehemu A) na miongozo (sehemu B) katika kanuni zimeunganishwa kwa wima katika Mkataba, kwa maneno mengine, zimepangwa na kuunganishwa pamoja kulingana na mada yao, kwa hivyo kila moja ya vifungu katika MLC 2006 (tazama A6." Ni nini mada ya ―Vichwa vya habari?] Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. A10 - A10 Ni nini tofauti kati ya Makala, Kanuni, Viwango na Miongozo? """Masharti yote ya MLC-2006 lazima yatimizwe na nchi zinazokubali, au, katika kesi ya Miongozo yake, kuzingatiwa na nchi hizo." Ni nini hali ya Miongozo katika Sehemu B ya Kanuni?]. Tofauti kuu kati ya masharti haya ni kwamba Makala zina taarifa za jumla zaidi za kanuni, wajibu na haki na maelezo maalum yaliyowekwa katika Kanuni na Kanuni. Vifungu hivyo pia vina vifungu vinavyohusiana na masuala ya kisheria ya utendaji na matumizi ya Mkataba kama vile ufafanuzi, marekebisho na kuingia kwa nguvu na kuanzishwa kwa Kamati maalum ya Tripartite chini ya Kifungu cha XIII. Tofauti kati ya kanuni na viwango na miongozo ni kwamba kanuni ni kawaida maneno katika maneno ya jumla sana, na maelezo ya utekelezaji kuwa ilivyoelezwa katika kanuni (yaani, viwango na miongozo). A11: A11 ni A11 Ni nini "kimsingi sawa" masharti? "Mkataba wa Mkataba wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa wa Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa ya Kimataifa "".""" "Hii inamaanisha kwamba, ""kifungo cha kujiridhisha ni cha msingi, lakini haimaanishi uhuru kamili, kwa kuwa ni jukumu la mamlaka inayohusika na ufuatiliaji wa utekelezaji katika ngazi ya kitaifa na kimataifa kuamua sio tu ikiwa utaratibu unaohitajika wa kujiridhisha umefanywa, lakini pia ikiwa umefanywa kwa imani nzuri kwa njia ambayo inahakikisha kwamba lengo la kutekeleza kanuni na haki zilizoelezwa katika kanuni zinatimizwa kwa njia nyingine.""" Katika hali hii, wanachama wanaoridhia wanapaswa kutathmini masharti yao ya kitaifa kutoka kwa mtazamo wa usawa wa msingi, kugundua lengo na kusudi la jumla la MLC, Kanuni ya 2006, kifungu cha A kinachohusika (kulingana na kifungu cha 4 (a)), na kuamua ikiwa sheria iliyopendekezwa ya kitaifa inaweza, kwa uaminifu, kuchukuliwa kuwa inafanya kazi kwa masharti ya sehemu A (kama inavyotakiwa na kifungu cha 4 (b). "Kama ilivyoelezwa katika sehemu ya 1 ya taarifa ya ""Mafunzo ya Kazi ya Bahari"" iliyohifadhiwa kwenye meli zilizothibitishwa, ""Kama ilivyoelezwa katika sehemu ya 1 ya taarifa ya ""Mafunzo ya Kazi ya Bahari"" iliyohifadhiwa kwenye meli zilizothibitishwa, ""Kama ilivyoelezwa katika sehemu ya 1 ya taarifa ya Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba.""" Ni nini kinachohitajika katika sehemu ya I ya Taarifa ya Ufuatiliaji wa Kazi ya Bahari? A12 - A12 Ni nini hali ya Miongozo katika Sehemu B ya Kanuni? Nchi ambazo zinakubali MLC 2006 lazima zipate sheria za kitaifa au kuchukua hatua nyingine ili kuhakikisha kwamba kanuni na haki zilizoelezwa katika kanuni zinatekelezwa kwa njia iliyoainishwa na Viwango vilivyoelezwa katika Sehemu A ya Kanuni (au kwa njia sawa na hiyo). Ni nini ―halali sawa na utoaji?] Kwa mujibu wa sheria za nchi, nchi zote zinapaswa kuamua jinsi ya kutekeleza sheria zao, na pia ni hatua gani zinazopaswa kuchukuliwa ili kuhakikisha kwamba MLC 2006 inatumiwa kwa usahihi. "Kama ilivyoelezwa hapo juu, nchi zinazokubali lazima zizingatie kwa usahihi kufuata Miongozo iliyowekwa katika Sehemu ya B ya Kanuni.""" Kwa masharti kwamba wameipa hii kuzingatia, nchi za kuridhia zinaweza kutekeleza masharti ya lazima kwa njia tofauti, inayofaa zaidi hali zao za kitaifa. Katika kesi hii, serikali inayohusika inaweza kuombwa kuelezea kwa vyombo vya usimamizi wa ILO kwa nini imeamua kutofuata mwongozo katika Sehemu B ya Kanuni. A13 - A13 Sababu ya kuwa na Miongozo ya Sehemu ya B ilikuwa nini? Msimamo maalum uliopewa Sehemu B ya Kanuni [tazama A12. Ni nini hali ya Miongozo katika Sehemu B ya Kanuni?] Mkataba huu unategemea dhana ya uthabiti juu ya kanuni na haki pamoja na kubadilika kwa njia ambayo kanuni na haki hizo zinatekelezwa. Bila uvumbuzi huu, MLC 2006 haingeweza kamwe kutamani kuridhishwa kwa wingi: masharti mengi ya Mikataba ya Kazi ya Bahari iliyopo, ambayo yanahusiana na njia ya kutekeleza haki za msingi za baharini (mbele ya maudhui ya haki hizo), yamehamishwa kwa Miongozo ya Sehemu B ya Mkataba, kwani kuwekwa kwao katika Kanuni za lazima na Sehemu A (Vipimo) inaweza kusababisha vikwazo wazi vya kuridhia. A14 - A4 Miongozo ya ILO ya 2008 kwa ajili ya ukaguzi wa nchi ya bendera na maafisa wa udhibiti wa nchi ya bandari Miongozo ya Usimamizi wa Bwawa la Bahari ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli. Lakini hawana hadhi yoyote ya kisheria ya pekee. Miongozo hiyo haipaswi kuchanganyikiwa na Miongozo iliyo katika Sehemu B ya Mkataba wa MLC ya 2006, ambayo lazima ichukuliwe kwa uangalifu na nchi zinazokubali [tazama A12. Ni nini hali ya Miongozo katika Sehemu B ya Kanuni?]. Miongozo ya kimataifa, pamoja na mifumo ya kitaifa ya ukaguzi na vyeti vya nchi ya bendera na miongozo ya kitaifa kwa wakaguzi wa nchi ya bendera, ni mambo muhimu ya utekelezaji wa MLC 2006 na muhimu kwa kuhakikisha utekelezaji wa MLC 2006 kwa wingi. A15: A15 Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Mkataba wa kimataifa wa kazi (ILO) unajumuisha kanuni nane za msingi za haki za kazi, ambazo ni pamoja na uhuru wa chama na haki ya kujadili pamoja, kuondolewa kwa aina zote za kazi ya kulazimishwa, kuondolewa kwa kazi ya watoto, na kuondolewa kwa ubaguzi katika kazi na kazi. Mkataba huo umewekwa katika Utangulizi wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Nchi ambazo zinakubali MLC 2006 zinahitajika, chini ya kifungu cha tatu, kujisadikisha kwamba masharti ya sheria zao za kitaifa zinaheshimu haki hizo za msingi, katika muktadha wa MLC 2006. Hata hivyo, MLC 2006 haikuhitaji kufuata masharti ya Mikataba ya msingi au kuripoti kwa ILO juu ya hatua ambazo zimechukua ili kutekeleza Mikataba hiyo. Nchi zilizoridhia Mikataba ya msingi, bila shaka, zina wajibu wa kutoa ripoti kwa ILO juu ya hatua ambazo zimechukua ili kutekeleza majukumu yao chini ya Mikataba hiyo katika sekta zote za kazi, ikiwa ni pamoja na sekta ya baharini. A16 - A16 Mkataba wa MLC 2006 unasaidia nchi kuunga mkono mkataba huo na kutekeleza mahitaji yake. Katiba ya ILO (katiba ya ILO) 13 na Mikataba mingi ya ILO inatafuta kuzingatia hali za kitaifa na kuandaa kwa baadhi ya kubadilika katika matumizi ya Mikataba, kwa lengo la kuboresha hatua kwa hatua ulinzi wa wafanyakazi, kwa kuzingatia hali maalum katika sekta fulani na utofauti wa hali za kitaifa. Kubadilika kwa kawaida hutegemea kanuni za tripartism, uwazi na uwajibikaji. Wakati kubadilika kwa mujibu wa Mkataba ni kutekelezwa na serikali, ni kawaida kuhusisha mashauriano na wafanyakazi na waajiri mashirika yanayohusika, na maamuzi yoyote ambayo ni kufanywa taarifa kwa ILO na serikali inayohusika. Hii inaonekana kama mbinu muhimu na muhimu ya kuhakikisha kwamba nchi zote, bila kujali hali za kitaifa, zinaweza kushirikiana na mfumo wa kisheria wa kimataifa na kwamba majukumu ya kimataifa yanaheshimiwa na kutekelezwa, kwa kiwango kinachowezekana, wakati pia kufanya juhudi za kuboresha hali. Hii ni muhimu hasa kwa sekta ya kimataifa kama vile usafirishaji. Mkataba wa MLC 2006 kwa ujumla unafuata mbinu hii na pia hutoa kubadilika kwa ziada, muhimu kwa sekta, katika ngazi ya kitaifa. Mkataba huo unatafuta kuwa thabiti juu ya haki na kubadilika juu ya utekelezaji. Kizuizi kikuu cha kuridhia Mikataba ya sasa ya kazi ya baharini ni maelezo ya kupita kiasi katika mengi yao. Mkataba wa MLC 2006 unaweka haki za msingi za baharia kwa kazi nzuri katika taarifa thabiti, lakini huacha kiwango kikubwa cha kubadilika kwa nchi zinazokubali kuhusu jinsi watakavyotekeleza viwango hivi kwa kazi nzuri katika sheria zao za kitaifa. Mkataba wa MLC 2006 ni mkataba wa kimataifa wa kimataifa wa kimataifa ambao unahusu utekelezaji wa sheria za kimataifa, na kwa hivyo ni muhimu kwa nchi zote kutekeleza MLC 2006 kwa njia inayofaa. """Mambo mengi katika Mikataba iliyopo ambayo yalikuwa yametokeza ugumu kwa baadhi ya serikali zinazopendezwa na kuridhia Mkataba huo yamewekwa katika Sehemu ya B ya Kanuni." Ni nini hali ya Miongozo katika Sehemu B ya Kanuni? Katika hali fulani, utekelezaji wa viwango vya lazima katika sehemu A ya kanuni (mbele ya kichwa 5) inaweza pia kupatikana kwa njia ya hatua ambazo ni sawa sana [tazama A11]. Ni nini -kiwango sawa kiasi? Katika hali fulani, matumizi ya maelezo katika kanuni inaweza kuwa relaxed kwa baadhi ya meli ndogo <unk> chini ya 200 jumla ya tonnage (GT) ambayo si kwenda juu ya safari ya kimataifa [tazama B7. Je, nchi inayokubaliana na Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba? ]; - wakati meli zote zinazohusishwa na Mkataba lazima zichunguzwe kwa kufuata mahitaji yake [tazama C5.1.g. Je, ni lazima meli zote zichunguzwe? "Hii ni kwa sababu serikali ya nchi ya bendera haipaswi kutoa vyeti kwa meli ndogo kuliko 500 GT isipokuwa mmiliki wa meli husika anaomba vyeti. """ Meli zote zinapaswa kuthibitishwa chini ya kanuni ya 5.1.3? MLC 2006 inatoa fursa kwa nchi za bendera kutumia mashirika kama vile mashirika ya uainishaji kufanya mambo ya mfumo wa ukaguzi wa meli na vyeti kwa niaba yao. Je, nchi ya bendera inaweza kugawa majukumu yake? A17 - A17 - A17 - A17 Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Mkataba wa MLC 2006 bado haujatumika kama sheria ya kimataifa kwa nchi ambazo zimeridhia. Itifaki hii itaanza kutumika miezi 12 baada ya tarehe ambayo imesajiliwa na angalau wanachama 30 wa ILO na sehemu ya jumla ya jumla ya meli duniani ya angalau 33%. Hii ni kiwango cha juu kuliko kiwango cha kawaida cha kuridhia (kwa Mikataba ya ILO), na inakusudiwa kuhakikisha athari kubwa ya kweli. Inaonyesha ukweli kwamba mfumo wa utekelezaji na utimilifu ulioanzishwa chini ya Mkataba unahitaji ushirikiano wa kimataifa wa kuenea ili kuwa na ufanisi. Kwa kuwa wajibu mwingi chini ya Mkataba huo unaelekezwa kwa wamiliki wa meli na nchi za bendera, ni muhimu kwamba wanachama wa ILO wenye maslahi makubwa ya baharini wakubali Mkataba huo. Mkataba wa MLC 2006 umekubaliwa na nchi zaidi ya asilimia moja ya jumla ya meli duniani, ingawa inahitaji kupitishwa na nchi saba zaidi ili kuingia katika nguvu miezi 12 baadaye, na watendaji wengi wa sekta binafsi na nchi zimeendelea mbele ya hali ya kisheria ya kimataifa na wameanza kukagua na, ikiwa inahitajika, kuthibitisha meli. A18 - A18 Mkataba wa MLC 2006 umefikia kiwango cha kimataifa cha kupitishwa. Kuna viashiria kadhaa vinavyopendekeza kwamba kuridhia karibu kwa ulimwengu kutapatikana: moja ni kura isiyo na kifani kwa niaba ya Mkataba. Ilichukuliwa na Mkutano wa Kimataifa wa Kazi kwa kura ya rekodi ya 314 kwa upande na hakuna dhidi (nchi mbili (sauti nne) zilijizuia kwa sababu zisizohusiana na nyenzo ya Mkataba), baada ya ukaguzi wa kina na washiriki zaidi ya 1,000 kutoka nchi 106 za kimataifa. Kiwango hiki cha msaada karibu bila mfano huonyesha mashauriano marefu ya kimataifa ya pande tatu yaliyotokea kati ya 2001 na 2006 na msaada wa kudumu ambao ulionyeshwa na serikali na wafanyakazi na waajiri ambao walifanya kazi pamoja tangu 2001 kuendeleza maandishi ya Mkataba. Imetengenezwa ili kufikia karibu ratification ya ulimwengu kwa sababu ya mchanganyiko wake wa uthabiti juu ya haki na kubadilika kwa njia za utekelezaji wa mahitaji ya kiufundi zaidi na kwa sababu ya faida inayotoa kwa meli za nchi zinazoridhia. Mwishowe, meli za nchi zilizokubaliana ambazo hutoa hali nzuri ya kazi kwa baharia wao zitakuwa na faida kwani zitalindwa dhidi ya ushindani usio wa haki kutoka kwa meli zisizo na viwango [tazama A4. Nini maana ya -no zaidi ya upendeleo wa matibabu kifungu?]. Kwa kufaidika na mfumo wa vyeti, watapunguza au kuepuka uwezekano wa kuchelewesha kwa muda mrefu kuhusiana na ukaguzi katika bandari za kigeni. A19 - A19 Ni nini kinachotokea kwa Mikataba ya Kazi ya Bahari iliyopitishwa kabla ya 2006? Mkataba wa Mkataba wa Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli ya Meli. Nchi ambazo zimekubali MLC 2006 hazitakuwa na uhusiano na Mkataba wa MLC 2006 wakati MLC 2006 inapoanza kutumika kwao. Nchi ambazo hazikubali MLC-2006 zitaendelea kushikamana na Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Kuingia kwa MLC 2006 hakutaathiri Mkataba wa Bahari wa 2006 ambao haujatengenezwa katika MLC 2006. Mkataba wa ILO wa 2006 umefungwa na MLC Mkataba huo unabaki kuwa na nguvu kwa nchi ambazo zimeridhia mkataba huo, bila kujali Mkataba wa MLC wa 2006. Mkataba wa MLC wa 2006 pia haujali Mikataba ya Bahari ya ILO inayohusu wafanyakazi wa uvuvi na wa bandari. A20 - A20 Ni Mkataba gani wa ILO uliopitishwa na Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba? Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Mkataba wa Mkataba wa Bahari wa Mwaka wa 1920 na Mkataba wa 2003 kuhusu Hati za Utambulisho wa Bahari 185) na Mkataba wa 1958 ambao unarekebisha (Mkataba Nambari Mkataba wa Pensheni ya Bahari, 1946 (iii) Mkataba wa Mwaka wa 1921 kuhusu Umri wa Kiwango cha Chini (Wavunjaji na Wafanyabiashara wa Moto) 15). A212 - A21 Jinsi gani MLC 2006 inaweza kusasishwa? Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Aina zote mbili za utaratibu wa marekebisho <unk> chini ya Makala ya XIV kwa Mkataba kwa ujumla, na Makala ya XV kwa marekebisho tu kwa Kanuni. Utaratibu wa ratification ya wazi ya Kifungu cha XIV ni karibu na utaratibu wa sasa wa ILO wa kurekebisha Mikataba. Sehemu ya Mkataba ambayo inatarajiwa kuhitaji updated mara kwa mara, yaani Kanuni [tazama A9. Ni nini kanuni ya MLC? Mkataba wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji wa Utekelezaji. Utaratibu huu, ambao unategemea kwa kiasi fulani utaratibu ulioanzishwa tayari katika shirika lingine la Umoja wa Mataifa, Shirika la Kimataifa la Bahari (IMO), utawezesha mabadiliko ya kanuni hiyo kuingia katika nguvu, kwa nchi zote au karibu zote zilizoridhia, ndani ya miaka mitatu hadi minne kutoka wakati wanapopendekezwa. Hii itasababisha Mkataba ambao unadumishwa zaidi kuliko zile zilizopo. Mshiriki anayekubali hatakuwa na uhusiano na marekebisho ya kanuni ambayo yanaingia katika nguvu kulingana na kifungu cha XV cha Mkataba, ikiwa anaelezea kutokubaliana rasmi ndani ya kipindi cha kawaida cha miaka miwili. A22 - A22 Kamati Maalum ya Vyama Vitatu ni nini? Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba wa Mkataba. Uteuzi wa Kamati hii ni kuweka kazi ya Mkataba huu chini ya ukaguzi wa mara kwa mara. Kamati hiyo itajumuisha wawakilishi wawili walioteuliwa na serikali ya kila nchi ambayo imeridhia Mkataba, na wawakilishi wa wamiliki wa meli na baharia walioteuliwa na Baraza la Usimamizi baada ya kushauriana na Tume ya Pamoja ya Bahari ya ILO. Kamati ina jukumu muhimu kuhusiana na marekebisho ya Kanuni [tazama A9. Ni nini kanuni ya MLC? Kama makosa ni kutambuliwa katika kazi ya Mkataba, au kama Mkataba inahitaji kuwa updated, Kamati maalum ya Tatu itakuwa, kwa mujibu wa kifungu cha XV ya Mkataba, na mamlaka ya kupitisha marekebisho. Jinsi gani MLC 2006 inaweza kusasishwa? Kamati hiyo pia itacheza jukumu muhimu la ushauri chini ya kifungu cha VII kwa nchi ambazo hazina mashirika ya wamiliki wa meli au baharia kushauriana wakati wa kutekeleza MLC 2006. A232 - A23 Ni nini kinachohusika na maelezo ya ufafanuzi katika MLC 2006? "Kama ilivyo katika maandishi ya awali ya MLC ya 2006, maandishi ya awali ya hati nyingine za kimataifa hutoa habari kuhusu matarajio na nia ya watengenezaji wa Mkataba, lakini maandishi ya awali hayana wajibu wowote wa kisheria.""" Maelezo ya Maelezo ya Sheria na Kanuni za Mkataba wa Kazi ya Bahari, ambayo imewekwa baada ya Makala, pia sio ya kulazimisha, lakini ni, kama jina lake linavyopendekeza, kutoa ufafanuzi ambao utawasaidia nchi kuelewa vizuri uhusiano kati ya sehemu tofauti za Mkataba na asili ya majukumu chini ya kila sehemu ya MLC. Nini maana ya neno <unk>Member<unk>? Mkataba wa Kazi ya Bahari wa 2006 (MLC) na Mkataba wa Kazi ya Bahari wa 2006 (MLC) ni mkataba wa kimataifa wa kimataifa wa kazi ya baharini (ILO) ambao unahusu kazi ya baharini na kazi ya baharini. Mkataba huo unatumika na Shirika la Kazi la Kimataifa (ILO) kuelezea nchi ambazo ni wanachama wa ILO. Katika muktadha wa Mkataba huu, marejeo ya Mshiriki au kila Mshiriki yanapaswa kueleweka kama kurejelea nchi ambazo zimeridhia Mkataba, isipokuwa Mkataba unarejelea wazi Mshiriki yeyote wa Shirika (kama ilivyo katika kifungu cha 2 cha Makala ya XV, kwa mfano). A25 ya A25 Ni nani mamlaka yenye mamlaka? "Katika Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria ya Sheria.""" Ni neno linalotumiwa kuashiria idara ya serikali inayohusika na utekelezaji wa MLC 2006. Mazoea yanaweza kutofautiana kati ya nchi na mara nyingi zaidi ya idara moja au shirika (kwa mfano, kazi au baharini au usalama wa kijamii) inaweza kuhusika katika kutekeleza mambo ya MLC 2006 katika nchi na inaweza hivyo kuwa mamlaka ya mamlaka kwa suala maalum.