🙆給高雄兒童，不會過敏的好空氣

明天是我參與空污大遊行的第五年，從2017年開始，我在各種空污會議/質詢上，提出具體建議，在民間團體與市府通力合作下，也確實逐步有達成幾項重要的空污措施，例如 #冬季興達電廠燃煤機組降載、 #中鋼煤礦砂改室內堆置（2023年完成）、 #啟動煉焦製程的汰換（2025年完成）。

空污減量，因牽涉到專業的電力業及工業製程改善，所以，不只對市民來說，很難切入技術面的改善情況，對於市議員來說，也是如此。因為這兩年我持續跟業界人士互動，有更深入理解其中一些眉角。持續監督，這就是市議員的職責所在。

在明天空污遊行前，我想提出幾點，我認為接下來應該要務實面對的問題：

1⃣大社工業區降編轉型：這是經濟部1993年的承諾，但卻沒有具體轉型準備，導致應該在2018年降編的承諾跳票。目前降編時程未明，除了讓廠商存在非常大的不確定感之外，當地居民對工廠空污改善的耐心也耗盡。

目前經濟部的規劃，是等大林蒲的循環經濟園區（2027年完工）再來進行大社工業區轉型，但如果要等到2027年，根本太久了，我認為市府應該要督促經濟部提出其他的可能選項，並且對大社工業區降編，訂出明確的時程。

2⃣高雄港空污改善：2018年我提出高雄港區的空污，對於高雄市區空品造成直接影響，港務公司及環保局隨後在2019年祭出「#推動船舶使用低硫燃油」及「#管制入港柴油車排放標準」兩項措施，至目前為止已推動第三年，相關空污減量成效應提出分析報告。

高雄港區的船舶用油，目前採用鼓勵使用低硫油方式，未來應該比照國際趨勢（MARPOL公約），推動入港船舶強制低硫油的使用，採取【未使用低硫油提高收費】+【獎勵船舶加裝脫硫設備】+【落實船舶進港前減速🛳】等配套方式，逐步改善高雄港的空污排放。

3⃣降低洩漏之有機揮發氣體：因為工業區的設備元件數量龐大，過去因為設備元件氣體洩漏，時常引發空污事件及工安事件，因此推動建構【⚠電子化設備元件風險管理系統⚠】，藉由電子化建構的大數據，預測出即將發生洩漏的熱區在哪裡，並且讓元件檢測的排定週期/範圍，能夠依據過去的數據背景來做更為精準的安排。

4⃣增加空污季室內運動空間：高雄人長期承受空污之重，在空污嚴重時（特別是濃度突然飆高的區域性空污事件），不只學校戶外運動課應該停辦，也應該透過各種訊息管道，即時提醒市民降低戶外活動；同時，市府應盤點校園、捷運站、公有場館附近的空間，不必一定興建大型運動中心，而是創造交通便利的小型室內運動空間，增加空污季時市民運動選擇。

為了我們下一代，空污的改善，真的勢在必行！

全球性的造假文化,徹底擊敗了”全球性的海事法規”

中文裏的"造假",望文生義一目了然,在英文則稱之為”調整文化”(culture of adjustment),講的是同一回事.船舶在國際間航行,譬如說要遵守10種國際法規,就好像在拼圖遊戲中要將10塊形狀各異的圖塊,經過大腦放入一個固定大小的框架之中. 每一個圖塊都各有其正當性,譬如:海上人命安全公約(SOLAS),譬如國際海上汙染公約(MARPOL),譬如國際勞工公約(MLC),還有數不完的當地檢查規則,數不完的公司內部規定,這一切都要完美無缺的放入一個固定尺寸的框架之中,這個框架是上帝給予每個人相同的”一天只有24小時”

因此為了符合各式各樣的檢查,當圖塊放不進框框之中時,為了爭取時間就只有拿出剪刀來將最後一塊直接剪成”需要的形狀”在中文稱之為造假,英文則稱之為”調整文化”.

世界海事大學（WMU）發布的一項新研究證實了商船上MLC工作和休息時間報告中的“廣泛”差異，這再次表明了該法規實施仍面臨的挑戰。在對包括海員，船舶經營者，港口國檢查官員，行業協會和非政府組織在內的大約80個利益相關者進行的一系列採訪的基礎上，研究小組表示，他們的數據“證實了現有文獻，並表明記錄了瀆職行為。

”研究完了之後呢?該造假的繼續造假,該瀆職的繼續瀆職.誰也沒法改變上帝的”人類公約”與"大自然規則”------每人一天都是只有24小時!!!
所以當每個組織,每個國家,每間公司都認為”自己的規定最重要”(猶如拼圖中每一小圖塊都用不銹鋼製成時)那麼唯一可以用剪刀去剪的一塊就是”船員的睡眠時間”而這一切就是”造假”,老外稱之為”調整”!

而世界海事大學的研究報告中還有意無意的漏掉了最重要的一點:造假文化是一個”瀆職共犯鍊”,主角並不只有船上負責”調整”的船副與船長,它還包括了各級政府,船東,與檢查單位(PSC,檢查HSE的驗船師….),不信的話2021年開始,全球各港對每一條靠港船舶共同實施”國際勞工公約”專項集中檢查,看看全球還有幾條能動的船???

港口要節省PSC檢查員,船東要節省船員,船上只有”略作調整”讓大家都活得下去,這就是”人”的價值所在,想想看如果全球統一用”電腦”來記錄船員起居時間(手環),來執行PSC檢查,就知道問題出在哪裡了.所以說,海上船舶的安全,是一種系統性的結構問題,船員的功能之一就是在於他們的弱勢,可以隨時被”調整”.
#CultureofAdjustment

國際船長協會(IFSMA)於今晨發布重磅消息,籲請各船船長為遵守各項國際公約(SOLAS,MLO,MARPOL,ISM,SMS….)發函給船旗國及公司主管(DPA): 在船員遣返,醫療救護,船員情緒,等影響安全之問題未獲解決之前, 船舶將於到達第一港口之後,不在開航!!!Dear Shipmaster, NOTICE TO ALL SHIPMASTERS We, the members of the IFSMA Executive Council and the IFSMA Secretariat do hope that this letter finds you, your crews and all your families safe and well wherever you are. This global COVID-19 pandemic has had an enormous impact on all the maritime industry, but it is you the seafarer who must not be forgotten. We hope you are all aware of the work that the International Maritime Organisation (IMO) together with IFSMA and other key non-Governmental Organisations (NGOs) are putting in on your behalf to enable crew changes to take place. The International Chamber of Shipping (ICS) and the International Transport Workers’ Federation (ITF), supported by its affiliated unions, have been working closely with IFSMA to put pressure on Governments to start taking measures to ensure this happens to keep you, the seafarers, safe and for ships to trade safely around the world. To date, a relatively small number of steps have been taken by relatively few nations, since most are only concentrating on their internal domestic struggles against the global COVID-19 pandemic and are sometimes seemingly oblivious to your plight at sea. Since the pandemic was declared by WHO in February, many Governments and International Organisations rightly declared Force Majeure for keeping you at sea. IFSMA wishes to reiterate that it now considers this no longer appropriate. Shipmasters, their crews and all in authority in the Shipping Industry remain subject to normal contractual conditions in accordance with the ILO’s Maritime Labour Convention and all IMO Codes, Conventions, Rules and Regulations. Easing of Restrictions NOT being Extended Shipmasters share the responsibility of their ship owners and ship operator employers for the safety and welfare of their crew and for the protection of the marine environment and it is for this reason IFSMA writes personally to you today. The IMO has issued industry developed Crew Change Protocols for the guidance of nations. Despite many nations starting to ease lockdown restrictions, not all have been extended to facilitate crew changes; those that have been implemented have been driven by shipowners, crew managers and unions, with little help from nations. Notwithstanding that a recent small number of repatriations and crew changes are showing some signs of becoming easier, IFSMA is increasingly concerned that there is now clear potential for the wholly unwarranted criminalisation of the Shipmaster if a maritime incident takes place in which tiredness and the mental health of their officers and crew are subsequently found to have undermined the safe operation of their ship.
International Federation of Shipmasters‘ Associations IFSMA • IMarEST • 1 Birdcage Walk • London SW1H 9JJ • United Kingdom Phone: +44 20 7261 0450 • Fax: +44 20 3468 2134 • Email: HQ@ifsma.org • Website: www.ifsma.org Beware Fatigue IFSMA wishes to remind all Shipmasters of their responsibility to protect themselves and their crew against attempts of suicides, fatigue, caused by long working days and extended tours of duty, as enshrined in the International Convention on Standards of Training, Certification and Watchkeeping, 1978 and the Maritime Labour Convention, 2006 (as amended). Your attention is also drawn to the International Convention for the Safety of Life at Sea, 1974 Regulation 34-1 which clearly states:- “The owner, the charterer, the company operating the ship as defined in regulation IX/1, or any other person shall not prevent or restrict the master of the ship from taking or executing any decision which, in the master’s professional judgement, is necessary for the safety of life at sea and the protection of the marine environment” ISM Code/SMS/MLC The International Safety Management (ISM) Code also states that the Company should ensure that the Safety Management System (SMS) operating on board the ship contains a clear statement emphasising the master's authority. The Company should establish in the SMS that the master has the overriding authority and the responsibility to make decisions with respect to safety and pollution prevention and to request the Company's assistance as and when may be necessary. Finally, IFSMA draws your attention to MLC Regulation 5.1.5, On-board complaints procedures. If, despite your best efforts as master, you feel the safety of your ship and crew is compromised due to lack of support from the shipowner or other factors, because: 1. Your crew is significantly beyond their contract term 2. Your crew is fatigued 3. You are short handed 4. You are concerned about the safe operation of your ship 5. You do not have sufficient PPE including sanitisers/testing (etc) 6. You do not have access to appropriate supplies including medicines 7. You cannot get access to urgent medical and urgent dental services ashore 8. Your crew is not provided free wifi/internet contact with home 9. Your crew want to go home Then: You have a duty and responsibility to report this to the shipowner (whose name and address must be stated on your seafarers’ employment agreement and the MLC Certificate carried onboard). Put the interests of your crew first. If they are not being granted their full MLC entitlements, such as: repatriation, access to medical care, entitlement to nutritious food, water and other supplies, then register their complaints with the shipowner.
International Federation of Shipmasters‘ Associations IFSMA • IMarEST • 1 Birdcage Walk • London SW1H 9JJ • United Kingdom Phone: +44 20 7261 0450 • Fax: +44 20 3468 2134 • Email: HQ@ifsma.org • Website: www.ifsma.org Under both SOLAS and the ISM Code you also have an obligation to report significant safety issues to the Shipowner (DPA) and the flag State and ensure you advise your Associations and Unions of what you are doing. You need to do this for your own protection from possible criminalisation in the event of a maritime incident, and for the safety of your crew and others. In the event that the issues you raise are not satisfactorily resolved you are entitled to refuse to sail on entry into your next port. Enclosed with this letter is a list of some of the points you might also wish to consider including in any Report/Complaint to your DPA or Administration Take care and keep safe and remember that IFSMA, the ITF and your unions stand behind you and are here to give you full support. On behalf of the IFSMA Executive Council and the IFSMA Secretariat,