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The Impact of New Technology on Shipping Labor Market

New technology has its clear affections in our life, it has made world easer more than past, and also it has created new business fields and careers, in other hand, it made a lot of people unemployed. Shipping labor market is one of the most effected business markets, the widest range of effected labor force are workers, whom popularly named “ratings”. But, to be fair the workers states before the innovating of the new technologies was not good enough, as some people expected, when they hear about the affection of new technology, and how it make the work easer.

In this essay we will mention the both sides, positive and negative affection of new technology on the shipping labor market. Losing the Job: In one of its reports the International Labour Organization (ILO), described the situation of seamen in the year 2006, the report says: “While the current shipbuilding boom has created strong demand for officers worldwide, the trend towards increasingly automated vessels also reduces the need for ratings.

” (Gill) The report also mentioned the attitude in Philippines that supplies” 20%” of world’s seamen: “On the wide sidewalk of T. M. Kalaw, a busy thoroughfare near Manila’s port area, several dozen

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out-of-work seafarers and shipping company representatives meet in an informal but highly efficient labour mart”. (Gill) The impact didn’t stop at seamen, but it extended to another field of shipping market.

The airlines labor was also affected. An academic study about the impact of new technologies, told about this impact: “Thus, the effect of ICT (communications and information technologies) on, say, airline ticketing, has been primarily to replace labour by computer equipment, and only secondarily to allow remaining workers to be employed in India rather than the US or Europe.

(Technology that can capture voice or handwriting will make Indian medical transcription obsolete). ” (Venables 15). He added “This suggests that even if more activities become weightless the share of world expenditure and employment attributable to these activities will remain small — perhaps as little as a few percent of world GDP” (Venables 15). Ships as Unique Floating Bodies:

John King, the professor of maritime technology at Cardiff University, says in his study titled “Technology and the seafarer”: “For many thinkers, the impact of technology upon those who come under its influence is not necessarily benevolent or beneficial” (King 2). He gave an example by Marx “observed that: Technology discloses man’s mode of dealing with nature, the process of production by which he sustains his life, and thereby also lays bare the mode of formation of his social relations, and of the mental conceptions that flow from them” (King 2).

He talks in a particular chapter titled “Marine Technology” about ships a distinguished: “The evolution of ships and boats and other maritime structures can be regarded as the continual resolution of a conflict between what is possible and what is desired, between the Laws of Nature and human purpose. Today, after several hundred years of scientific enquiry, we are quite familiar with the former and our attention thus more easily focuses on the latter. Ships, in all their varieties, are recognisable because of what they do.

But it is through the particular application of the Laws of Nature that a ship is distinguishable from the general class of all floating bodies” (King 3). King describes: “The fundamental property of an artefact that can support human presence at sea is the ability to provide an environment that is secured against the action of water. Buoyant material arranged to support a swimmer’s head meets this requirement in the simplest way possible; but this is not sufficient to produce something recognisable as a boat.

Additional conditions must be met. First, buoyancy must be so arranged that it can support without capsizing; second, it must be capable of providing support clear of dry land – in other words it must be capable of controllable movement; third, it must be so arranged that it is capable of withstanding the rigours of the sea. These three conditions correspond to the areas of interest that naval architects today know as hydrostatics, hydromechanics and structures” (King 4).

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