Author: HKISSC_aDmin

國際海事組織一直致力使海事行業向前發展，其中之一就是提升女性於社區的代表性及地位。通過” Women in Maritime”計劃，國際海事組織採取策略方針以增強女性於海事方面的貢獻，成為海事行業重要的持份者。

為了慶祝2021年3月8日星期一的國際婦女節，IMO正在開展了網上活動#MyMaritimeMentor。

全球海事界以及女士都可參加，於社交媒體上使用#MyMaritimeMentor標籤＃Twitter，LinkedIn和Instagram分享她們的導師和這張卡的照片。參與者還可以使用Facebook分享他們的照片，故事或對導師的致敬。

國際海事組織秘書長Kitack Lim表示：“對於海員來說，導師是作為人生職業生涯的海上明燈，指導著海員。”

這項活動提供了機會給大家去認識及表揚一些啟發他們的導師以及他們的工作以及呼應2021年聯合國婦女組織的主題 “女性的領導才能︰在COVID-19世界中達致平等的未來”。

國際海事組織堅決致力於幫助其成員國實現《聯合國2030年可持續發展議程》和17個可持續發展目標，特別是實現性別平等並賦予女性權力及提供可持續發展的就業機會。

2019年，國際海事組織大會通過了關於保留2019年世界海事主題以及實現女性在海事行業中無障礙工作環境的決議A.1147（31），敦促未來幾年採取行動，​​促進海事行業中性別平等，並創造一個平等，多元化，少偏見的工作環境。

身處海事行業的女性 – IMO的性別平等計劃

如今，在全球120萬名海員中，女海員僅佔2%，而當中94%都是在郵輪業中服務。在這個一直以來都是由男性主導的行業中，IMO一直致力幫助行業向前發展及提升女性於21世紀中的地位。

在海事行業發展過程的框架內，IMO通過 “Women in Maritime” 計劃，以 “培訓，視野及認知”為口號，採取策略方針以提高女性於海事方面的貢獻，成為業內的持份者。IMO致力提供岸上及海上的就業機會，繼續支持女性於海事行業發展。

IMO的性別平等計劃始於1988年。當時，只有少數海事培訓機構向女學生招生。自那時開始，IMO建立了體制框架，透過性別平等計劃，將性別問題納入IMO的政策和程序中，使女性更容易獲得海事培訓和就業機會。

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IMO has been making a concerted effort to help the maritime industry move forward and support women to achieve a representation within the community. Through its Women in Maritime programme, IMO has taken a strategic approach towards enhancing the contribution of women as key maritime stakeholders.

To continue with this work and to celebrate International Women’s Day on Monday, 8 March 2021, IMO is launching the online campaign #MyMaritimeMentor.

Women and the global maritime community are invited to participate by sharing a photo of their mentor and this card, using the hashtag #MyMaritimeMentor on social media: Twitter, LinkedIn and Instagram. Participants can also use Facebook to share their photos, stories or tributes to their mentors.

“Mentors are invaluable navigational aids for individuals along their career path,” IMO Secretary-General Kitack Lim said.

This campaign will provide the opportunity for individuals to recognize the work of an inspiring mentor in the maritime industry. This reflects the 2021 UN-Women theme: “Women in leadership: Achieving an equal future in a COVID-19 world”.

IMO is strongly committed to helping its Member States achieve the UN 2030 Agenda for Sustainable Development and the 17 Sustainable Development Goals (SDGs), in particular,  Goal 5 “Achieve gender equality and empower all women and girls” and Goal 8, decent work for all.

In 2019, the IMO Assembly adopted Resolution A.1147(31) on Preserving the legacy of the World Maritime theme for 2019 and Achieving a Barrier-Free Working Environment for Women in the Maritime Sectorwhich urges firm action in coming years to advance gender equality throughout the maritime sector and help create an enabling work environment that embraces equality, diversity and reduces bias.

Women in Maritime – IMO’s gender programme

Today, women represent only two percent of the world’s 1.2 million seafarers and 94 percent of female seafarers are working in the cruise industry. Within this historically male dominated industry, IMO has been making a concerted effort to help the industry move forward and support women to achieve a representation that is in keeping with twenty-first century expectations.

Within the framework of maritime development, and through its Women in Maritime programme, under the slogan: “Training-Visibility-Recognition”, IMO has taken a strategic approach towards enhancing the contribution of women as key maritime stakeholders. IMO continues to support the participation of women in both shore-based and sea-going posts.

IMO’s gender programme was initiated in 1988. At that time, only a few maritime training institutes opened their doors to female students. Since then, IMO’s gender and capacity-building programme has helped put in place an institutional framework to incorporate a gender dimension into IMO’s policies and procedures. This has supported access to maritime training and employment opportunities for women in the maritime sector.

(This material is taken from IMO website.)

https://www.imo.org/en/About/Events/Pages/IWD2021.aspx

https://www.imo.org/en/OurWork/TechnicalCooperation/Pages/WomenInMaritime.aspx

自動船發展專題報告 Report on Autonomous Ship

2018年11月，香港商船高級船員協會與香港航業海員合倂工會委托上海海事大學商船學院就自主船舶對海員職業發展和航海教育培訓的影響進行了專題研究。以下是研究成果的部分内容：

       據了解，第一艘完全自主船將於2020年左右投入使用。過去數年，本會與上海海事大學、香港商船高級船員協會亦一同對有關自主船對海員職業發展和航海教育培訓的影響作出了一些研究。

隨著科技的快速發展，船舶的駕駛和管理朝著智能化和自主化方向進一步發展。根據IMO的定義，自主船舶為在某程度上可以不依賴人機交互操作而獨立運行的船舶。另外，有學者認為，無人船舶同樣享有《聯合國海洋法公約》(UNCLOS公約) 所規定傳統船舶在公海或專屬經濟區享有的自由航行權以及領海中無害通過權。

自主船舶的關鍵技術包括：資訊物理系統、綜合駕駛台系統、環境資訊感知、避碰路徑規劃、航跡控制、物聯網、雲計算和大數據。自主船舶的發展勢必會對船舶的配員標準和岡位產生一定的影響。在足夠的技術支持和預警系統的情況下，某些操作可能是自動化的，但備用人員準備好接受手動控制，船員將更加依賴於電腦和自動化技術。由於幾十年來，船上船員隊伍的數量已經普遍維持在22人左右。自主船的出現對船員數量變化和影響並不明顯，但崗位對自動化、資訊化相關知識以及邏輯和批判思維能力有更大的要求。

根據報告，以最具代表性的“3000總噸及以上”和“主機功率3000千瓦級以上”一般船舶作為研究對象。同等類型的遙控船舶的最低安全配員比傳統船舶多2人。即配有船員的遙控船舶人數不減反增，雖船長可能會轉為岸基船長，輪機長轉為岸基技術人員，但同時會增加一些岸上的技術崗位。另外，無船員的遙控船舶不再依賴在船船員，代之由岸上遙控人員完成，大大減少了船舶配備船員的人數與崗位種類。

在航海教育方面，資訊技術相關知識的廣度和難度將會提高。公約和法規等方面的培訓要求將更加嚴格。定制化專項培訓會更為普遍。工程技術培訓重要性加強。加強邏輯和批判性思維訓練。領導力培訓會增加。

總括而言，此類自主船將對岸基技術支持人員提出了更高的要求。無人船需要更專業的人員在船舶運營中心工作，對船舶航行提供技術支援和決策。配有船員的遙控船舶的航海從業人員所需知識結構產生了很大的變化。

It is reported that the first fully autonomous ship will be put into operation around 2020. In the past few years, we has worked with Shanghai Maritime University and the Hong Kong Merchant Navy Officers’ Guild to conduct the research on the impacts of Marine Autonomous Surface Ship (MASS) on the seafarer’s career and MET.

Thanks to rapid improvement of technology, the navigation and management of ships is further developed towards intelligence and automation. As defined by IMO, Maritime Autonomous Surface Ship means a ship, which, to a varying degree, can operate independently without man-machine interaction. Furthermore, some researchers hold that unmanned vessel could also enjoys the same rights in the stipulation of UNCLOS Convention in public sea and exclusive economic zone of right of navigation and the right of innocent passage in territorial sea.

The key technologies for autonomous vessels include Cyber-physical Systems, Integrated Bridge System, environmental information perception, collision avoidance path planning, track control, Internet of Things, cloud computing and big data. The development of autonomous ship is certain to influence the standard and consequently effect on the seafarer’s post and number. In the case of adequate technical support and early warning systems, some operations may be automated, but the standby personnel are ready for manual control. Crews will rely more on computers and automation technology. the number of crew members on board has been generally maintained at around 22 for decades. Development of ship with process automation has no obvious impact on the number of crews and the position but the post has greater requirements for automation, information related knowledge and logical and critical thinking abilities.

According to the report, the most representative general ships of “3000 gross tonnage and above” and “main engine power 3000 kw and above” have been selected as the research object. Under the same type of ship, the minimum safety manning of remote control ship is 2 more than the traditional ship. The personnel required for ship navigation will increase instead of decrease. Although the captain may be converted to a shore-based captain and the chief engineer to a shore-based technician, some technical posts on the shore will be added. Moreover, for the remote-control ship without crew, its navigation is completed by the no onshore remote-control personnel, instead of depending on the onboard crew. Therefore the number of crew equipped in ships and the types of posts have been greatly reduced.

In maritime education and training, the breadth and difficulty of relevant information technology knowledge will increase. Training requirements in areas such as conventions and regulations will be more stringent. Customised specialised training will be more common. The importance of engineer technology training will be strengthened. Logical and critical thinking training will be strengthened. Leadership training will increase.

To conclude, such marine autonomous surface vessel will have higher requirements for shore-based technical support personnel. What unmanned vessels need are higher level and well-educated talents to work in the vessel operation center, providing technical support and decision-making for the vessel’s navigation and operation. The knowledge structure required by maritime practitioners on Remote-control vessels with crew members has changed greatly.

報告詳細内容請見以下鏈接：

https://drive.google.com/file/d/1mCwyIE-kRz-OWwf7i_NbQtCfXm1KCQKB/view

Please read more if interested:

https://drive.google.com/open?id=1YlXevvcf1ICqZrk_f804xL9YrWHnwm5q

中國社會保險（社保）報告 Social Insurance in China

2018年1月，香港商船高級船員協會、香港航業海員合倂工會委托上海海事大學商船學院就中國海員的社會保險情況進行了專題研究。以下是該專題組對於中國海員社會保險情況的分析：

社會保險（社保）計劃由政府舉辦，強制某一群體將其收入的一部分作為社會保險稅（費）形成社會保險基金，在滿足一定條件的情況下，被保險人可從基金獲得固定的收入或損失的補償，它是一種再分配製度，它的目標是保證物質及勞動力的再生產和社會的穩定。主要是一種為喪失勞動能力、暫時失去勞動崗位或因健康原因造成損失的人口提供收入或補償的一種社會和經濟制度。

社會保險的主要項目包括養老保險、醫療保險、失業保險、工傷保險、生育保險。五項保險覆蓋人群分別達到9.15億、11.77億、1.88億、2.27億及1.92億。基金總收入為6.64萬億元人民幣；總支出為5.69萬億元人民幣，可見社保在中國的重要性。現時，社保把商業保險建成社會保障體系的“重要枝柱”，充分發揮商業保險對基本養老、醫療保險的補充作用，加上實施機關事業單位養老保險制度改革，令社保制度更全面。當中，養老金更十三連漲，2004年的月均647元人民幣提高至2017年的2000多元人民幣，對於我國收入分配發揮著定的積極作用。

截至2016年底，全國（內地）註冊船員1392751人，其中海船船員672961人，內河船員719790人，分別比2012年增長134.51%、127.08%、和142.30%，船員隊伍規模位居全球第一，由此可見社保對船員的影響是尤其深遠。隨著船員職業的發展，船員的流動性越來越強，船員勞務派遣行為越來越普遍和頻繁。社會自由船員沒有固定的用人單位，與用工單位簽訂勞務合同，這種勞務關係存在自由船員、外派公司都不按規定繳納社保的風險。

藉此，上海海事大學進行了多方面的中國海只社保繳費情況調研分析，研究對象主要為沿海地區工作的海員，鑑於海員流動性強和分佈廣泛的特點，本研究選取了8個城市及112名海員。有多於九成海員為國際性航區工作，八成受訪者表示於休假期間社會保險費用承擔來源是以公司與個人按正常比例標準繳納，其餘兩成人則全部個人承擔。在投保方面，有五成五的受訪海員會辦理全部五項的社保，由此可見中國海員對於自己的保障及待遇甚為重視。從問卷調查結果中分析可知，許多海員對於單位與其個人社保繳納費用與比例十分不了解，建議應對海員相應知識進行培訓與宣貫。建議對中國海員外派城市的海員社保繳納情況進行全面的數據收集與分析。

事實上，我國已經加入《2006海事勞工公約》，幾年來的履約實踐表明，已經建立起一套比較完善的社會保障體系，參保人群數量日益增加，社會保險基金規模不斷擴大，社會保障待遇水平不斷提高，更加註重立法與管理能力建設，社會保障法制化水平明顯提高。由於我國沿海城市與內陸城市、特區城市與一般城市、直轄城市與其他城市之間的經濟發展和人們的生活水平存在一定差異，各城市在對海員社保規定方面也根據當地發展的實際情況作出不同要求。

報告内容請見以下鏈接：

https://drive.google.com/open?id=1ZLBrook6UQd6cdHZ4mZD-J36AZavUgyd