A couple of years ago, Harvard Business School chose the best business model of that year. It chose Somali piracy. Pretty much around the same time, I discovered that there were 544 seafarers being held hostage on ships, often anchored just off the Somali coast in plain sight.
Prije nekoliko godina, Harvardska poslovna škola je birala najbolji poslovni model te godine. Izabrala je Somalsko piratstvo. Baš nekako u to vrijeme, otkrila sam da postoji 544 pomoraca koje drže kao taoce na brodovima, često usidrene samo malo pokraj Somalske obale svima na vidiku.
And I learned these two facts, and I thought, what's going on in shipping? And I thought, would that happen in any other industry? Would we see 544 airline pilots held captive in their jumbo jets on a runway for months, or a year? Would we see 544 Greyhound bus drivers? It wouldn't happen.
Kako sam naučila te dvije činjenice, pomislila sam: što se događa s brodarstvom? I pomislila sam: bi li se to dogodilo u bilo kojoj drugoj industriji? Bismo li vidjeli 544 pilota zarobljenih u njihovim jumbo jetovima na pisti kroz mjesece, ili godinu? Bismo li vidjeli 544 vozača autobusa? To se ne bi dogodilo.
So I started to get intrigued. And I discovered another fact, which to me was more astonishing almost for the fact that I hadn't known it before at the age of 42, 43. That is how fundamentally we still depend on shipping. Because perhaps the general public thinks of shipping as an old-fashioned industry, something brought by sailboat with Moby Dicks and Jack Sparrows. But shipping isn't that. Shipping is as crucial to us as it has ever been. Shipping brings us 90 percent of world trade. Shipping has quadrupled in size since 1970. We are more dependent on it now than ever. And yet, for such an enormous industry -- there are a 100,000 working vessels on the sea — it's become pretty much invisible.
Pa me počelo intrigirati. A otkrila sam i još jednu činjenicu, koja je za mene bila još i više začuđujuća ponajviše radi činjenice da ju nisam znala prije dobi od 42, 43. To je koliko bazično i dalje ovisimo o brodarstvu. Možda šira javnost razmišlja o brodarstvu kao o starinskoj industriji, nečemu u vezi s jedrenjakom, s Moby Dickovima i Jack Sparrowima. Ali brodarstvo to nije. Brodarstvo nam je onoliko bitno koliko je uvijek i bilo. Brodarstvo nosi 90 posto svjetske trgovine. Brodarstvo se veličinom učetverostručilo od 1970. Više smo ovisni o njemu sada nego ikada. Pa ipak, za tako ogromnu industriju -- više je od 100.000 djelatnih lađa na moru -- postalo je poprilično nevidljivo.
Now that sounds absurd in Singapore to say that, because here shipping is so present that you stuck a ship on top of a hotel. (Laughter) But elsewhere in the world, if you ask the general public what they know about shipping and how much trade is carried by sea, you will get essentially a blank face. You will ask someone on the street if they've heard of Microsoft. I should think they'll say yes, because they'll know that they make software that goes on computers, and occasionally works. But if you ask them if they've heard of Maersk, I doubt you'd get the same response, even though Maersk, which is just one shipping company amongst many, has revenues pretty much on a par with Microsoft. [$60.2 billion]
Sad, može zvučati apsurdno reći tako nešto u Singapuru, jer brodarstvo je ovdje tako prisutno da ste uglavili brod i na krov hotela. (Smijeh) Ali drugdje u svijetu, ako pitate širu javnost što znaju o brodarstvu i koliko trgovine ide preko mora, dobit ćete u biti upitan pogled. Pitate li nekog na ulici jesu li čuli za Microsoft. Mislim da će reći 'da', jer će znati da oni rade softver koji ide u računala, i povremeno radi. Ali ako ih pitate, jesu li čuli za Maersk, sumnjam da ćete dobiti isti odgovor, iako Maersk, koja je samo jedna brodarska kompanija među njih punom ima prihode prilično blizu onih Microsofta. [60,2 mlrd $]
Now why is this? A few years ago, the first sea lord of the British admiralty -- he is called the first sea lord, although the chief of the army is not called a land lord — he said that we, and he meant in the industrialized nations in the West, that we suffer from sea blindness. We are blind to the sea as a place of industry or of work. It's just something we fly over, a patch of blue on an airline map. Nothing to see, move along.
Zašto je to tako? Prije nekoliko godina, prvi gospodar mora britanskog admiraliteta -- zove se prvi gospodar mora, iako se zapovjednik vojske ne zove gospodar zemlje (gazda, op. prev.) -- Rekao je da mi, a mislio je na industrijalizirane nacije Zapada, da patimo od morskog sljepila. Slijepi smo na more kao mjesto industrije ili rada. Ono je samo nešto preko čega preletimo, komad plavog na karti zračne linije. Ništa za vidjeti, produži dalje.
So I wanted to open my own eyes to my own sea blindness, so I ran away to sea. A couple of years ago, I took a passage on the Maersk Kendal, a mid-sized container ship carrying nearly 7,000 boxes, and I departed from Felixstowe, on the south coast of England, and I ended up right here in Singapore five weeks later, considerably less jet-lagged than I am right now. And it was a revelation. We traveled through five seas, two oceans, nine ports, and I learned a lot about shipping.
Pa sam željela otvoriti vlastite oči na vlastito morsko sljepilo, te sam pošla na more. Prije par godina, ukrcala sam se na Maersk Kendal, srednje velik kontejnerski brod koji nosi skoro 7.000 sanduka, i otisnula sam se iz Felixstowa, na južnoj obali Engleske. a završila točno tu u Singapuru pet tjedana kasnije, sa značajno manjim jet-lagom nego sada. A to je bilo otkrivenje. Putovali smo kroz pet mora, dva oceana, devet luka, i naučila sam puno o brodarstvu.
And one of the first things that surprised me when I got on board Kendal was, where are all the people? I have friends in the Navy who tell me they sail with 1,000 sailors at a time, but on Kendal there were only 21 crew. Now that's because shipping is very efficient. Containerization has made it very efficient. Ships have automation now. They can operate with small crews. But it also means that, in the words of a port chaplain I once met, the average seafarer you're going to find on a container ship is either tired or exhausted, because the pace of modern shipping is quite punishing for what the shipping calls its human element, a strange phrase which they don't seem to realize sounds a little bit inhuman. So most seafarers now working on container ships often have less than two hours in port at a time. They don't have time to relax. They're at sea for months at a time, and even when they're on board, they don't have access to what a five-year-old would take for granted, the Internet.
A jedna od prvih stvari koje su me iznenadile kada sam se ukrcala na Kendal je bila, gdje su svi judi? Imam prijatelje u mornarici koji mi kažu da plove odjednom sa 1.000 mornara, ali na Kendalu je bila posada od samo 21 člana. To je zato što je brodarstvo vrlo učinkovito. Kontejnerizacija ga je učinila vrlo učinkovitim. Brodovi sad imaju automatizaciju. Mogu raditi s malim posadama. Ali to također znači, riječima lučkog kapelana kojeg sam jednom upoznala, prosječni moreplovac na kojeg ćete naići na kontejnerskom brodu je ili umoran ili iscrpljen, jer je ritam modernog brodarstva poprilično zamoran za ono što brodarstvo naziva svojim ljudskim elementom, čudna fraza za koju se čini da ne shvaćaju kako zvuči pomalo neljudski. Tako većina moreplovaca koji sada rade na kontejnerskim brodovima često imaju manje od dva sata u pojedinoj luci. Nemaju vremena za odmor. Na moru su mjesecima, a čak i kad su ukrcani, nemaju pristup onome što bi petogodišnjak uzeo zdravo za gotovo, Internetu.
And another thing that surprised me when I got on board Kendal was who I was sitting next to -- Not the queen; I can't imagine why they put me underneath her portrait -- But around that dining table in the officer's saloon, I was sitting next to a Burmese guy, I was opposite a Romanian, a Moldavian, an Indian. On the next table was a Chinese guy, and in the crew room, it was entirely Filipinos. So that was a normal working ship.
I još jedna stvar koja me iznenadila kad sam se ukrcala na Kendal je bila pored koga sjedim -- ne kraljica; ne mogu zamisliti zašto su me smjestili pod njen portret -- ali oko tog stola za večeru u časničkom salonu, sjedila sam pored lika iz Burme, nasuprot su bili Rumunj, Moldavac, Indijac. Za susjednim stolom je bio momak iz Kine, a u prostoru za posadu, svi su bili Filipinci. Dakle to je bio normalan radni brod.
Now how is that possible? Because the biggest dramatic change in shipping over the last 60 years, when most of the general public stopped noticing it, was something called an open registry, or a flag of convenience. Ships can now fly the flag of any nation that provides a flag registry. You can get a flag from the landlocked nation of Bolivia, or Mongolia, or North Korea, though that's not very popular. (Laughter)
Sad, kako je to moguće? Jer najveća dramatična promjena u brodarstvu tijekom zadnjih 60 godina, kada ga je najviše šire javnosti prestalo zapažati, je nešto što se zove otvoreni registar, ili zastava pogodnosti. Brodovi sad mogu ploviti pod zastavom bilo koje nacije koja pruža registar zastava. Možete dobiti zastavu kopnom zatvorene zemlje Bolivije, ili Mongolije, ili Sjeverne Koreje, premda ta nije jako popularna. (Smijeh)
So we have these very multinational, global, mobile crews on ships. And that was a surprise to me. And when we got to pirate waters, down the Bab-el-Mandeb strait and into the Indian Ocean, the ship changed. And that was also shocking, because suddenly, I realized, as the captain said to me, that I had been crazy to choose to go through pirate waters on a container ship. We were no longer allowed on deck. There were double pirate watches. And at that time, there were those 544 seafarers being held hostage, and some of them were held hostage for years because of the nature of shipping and the flag of convenience. Not all of them, but some of them were, because for the minority of unscrupulous ship owners, it can be easy to hide behind the anonymity offered by some flags of convenience.
Tako da imamo te vrlo višenarodne, globalne, mobilne posade na brodovima. I to je za mene bilo iznenađenje. A kad smo došli u piratske vode, dolje kroz tjesnac Bab-el-Mandeb i u Indijski ocean, brod se promijenio. I to je također bilo šokantno, jer odjednom, shvatila sam, kako mi je kapetan rekao, da sam bila luda izabrati ići kroz piratske vode na kontejnerskom brodu. Nije nam više bilo dozvoljeno na palubu. Bile su duple piratske straže. A u to vrijeme, bilo je tih 544 pomoraca kao taoca a neki od njih su bili taoci godinama radi prirode brodarstva i zastave pogodnosti. Ne svi, ali neki su bili, jer za manjinu nesavjesnih vlasnika brodova, može biti lako sakriti se iza anonimnosti koju nude neke od zastava pogodnosti.
What else does our sea blindness mask? Well, if you go out to sea on a ship or on a cruise ship, and look up to the funnel, you'll see very black smoke. And that's because shipping has very tight margins, and they want cheap fuel, so they use something called bunker fuel, which was described to me by someone in the tanker industry as the dregs of the refinery, or just one step up from asphalt. And shipping is the greenest method of transport. In terms of carbon emissions per ton per mile, it emits about a thousandth of aviation and about a tenth of trucking. But it's not benign, because there's so much of it. So shipping emissions are about three to four percent, almost the same as aviation's. And if you put shipping emissions on a list of the countries' carbon emissions, it would come in about sixth, somewhere near Germany. It was calculated in 2009 that the 15 largest ships pollute in terms of particles and soot and noxious gases as much as all the cars in the world. And the good news is that people are now talking about sustainable shipping. There are interesting initiatives going on. But why has it taken so long? When are we going to start talking and thinking about shipping miles as well as air miles?
Što još naše morsko sljepilo skriva? Pa, ako odete na more na brodu ili na kruzeru, i pogledate gore na dimnjak, vidjet ćete vrlo crn dim. A to je zato jer brodarstvo ima vrlo malene marže, i žele jeftino gorivo, tako da koriste nešto zvano gorivo iz spremišta, koje mi je opisano od nekog iz industrije tankera kao nataloženi ostaci iz rafinerije, ili samo korak od asfalta. A brodarstvo je najzelenija metoda prijevoza. U pogledu ispuštanja ugljika po toni po milji, ispušta oko tisućine onog avijacije i oko desetinu kamionskog prijevoza. Ali nije bezopasno, jer ga ima toliko puno. Tako su brodarska ispuštanja oko tri li četiri posto, gotovo isto kao ona avijacije. A ako stavite brodarska ispuštanja na popis ispuštanja ugljika po zemljama, došlo bi negdje oko šestog, negdje blizu Njemačke. 2009. je izračunato kako 15 najvećih brodova zagađuju u pogledu čestica i čađe i štetnih plinova toliko koliko svi auti na svijetu. A dobre su vijesti kako ljudi sad pričaju o održivom brodarstvu. Pokrenute su zanimljive inicijative. Ali zašto je trebalo toliko dugo? Kad ćemo početi pričati i razmišljati o brodskim miljama jednako kao o zračnim miljama?
I also traveled to Cape Cod to look at the plight of the North Atlantic right whale, because this to me was one of the most surprising things about my time at sea, and what it made me think about. We know about man's impact on the ocean in terms of fishing and overfishing, but we don't really know much about what's happening underneath the water. And in fact, shipping has a role to play here, because shipping noise has contributed to damaging the acoustic habitats of ocean creatures. Light doesn't penetrate beneath the surface of the water, so ocean creatures like whales and dolphins and even 800 species of fish communicate by sound. And a North Atlantic right whale can transmit across hundreds of miles. A humpback can transmit a sound across a whole ocean. But a supertanker can also be heard coming across a whole ocean, and because the noise that propellers make underwater is sometimes at the same frequency that whales use, then it can damage their acoustic habitat, and they need this for breeding, for finding feeding grounds, for finding mates. And the acoustic habitat of the North Atlantic right whale has been reduced by up to 90 percent. But there are no laws governing acoustic pollution yet.
Također sam putovala i na Cape Cod da vidim nepogodu koja je zadesila sjevernoatlantskog pravog kita, jer to je za mene bila jedna od najneočekivanijih stvari glede mog vremena na moru, i na koje me razmišljanje potakla. Znamo za čovjekov utjecaj na ocean u pogledu izlova i pretjeranog izlova ribe. Ali zbilja ne znamo puno o tome što se događa ispod vode. I zapravo, brodarstvo tu ima ulogu za odigrati, jer buka brodarstva je doprinijela oštećenju zvučnog staništa oceanskih stvorenja. Svjetlost ne prodire ispod površine vode, tako da oceanska stvorenja poput kitova i dupina i čak 800 vrsta ribe komuniciraju zvukom. A sjevernoatlantski pravi kit može odašiljati preko stotina milja. Grbavac može odaslati zvuk preko cijelog oceana. Ali supertanker se također može čuti kako dolazi preko cijelog oceana, a kako je buka koju propeleri stvaraju pod vodom ponekad iste frekvencije koju koriste i kitovi, može im oštetiti zvučno stanište, a ono im treba za razmnožavanje, za pronalaženje pašnjaka, za pronalaženje bližnjih. A zvučno stanište sjevernoatlantskog pravog kita je smanjeno za 90 posto. Ali još ne postoje zakoni koji bi upravljali zvučnim zagađenjem.
And when I arrived in Singapore, and I apologize for this, but I didn't want to get off my ship. I'd really loved being on board Kendal. I'd been well treated by the crew, I'd had a garrulous and entertaining captain, and I would happily have signed up for another five weeks, something that the captain also said I was crazy to think about. But I wasn't there for nine months at a time like the Filipino seafarers, who, when I asked them to describe their job to me, called it "dollar for homesickness." They had good salaries, but theirs is still an isolating and difficult life in a dangerous and often difficult element.
A kad sam došla u Singapur, i ispričavam se za ovo, ali nisam htjela sići sa svog broda. Zbilja sam voljela biti na Kendalu. Posada je sa mnom dobro postupala, imala sam razgovorljivog i zabavnog kapetana, i rado bih bila potpisala za još pet tjedana, nešto za što je kapetan također rekao da sam luda kad o tome razmišljam. Ali ja nisam bila tamo kroz devet mjeseci u komadu poput filipinskih pomoraca, koji, kad sam ih pitala da mi opišu svoj posao, oni ga nazvali "dolar za čežnju za domom." Imali su dobre plaće, ali njihov je ipak izoliran i tegoban život u opasnom i često teškom elementu.
But when I get to this part, I'm in two minds, because I want to salute those seafarers who bring us 90 percent of everything and get very little thanks or recognition for it. I want to salute the 100,000 ships that are at sea that are doing that work, coming in and out every day, bringing us what we need. But I also want to see shipping, and us, the general public, who know so little about it, to have a bit more scrutiny, to be a bit more transparent, to have 90 percent transparency. Because I think we could all benefit from doing something very simple, which is learning to see the sea.
Ali kad dođem do ovog dijela, dvoumim se, jer želim časno pozdraviti te pomorce koji nam donose 90 posto svega a dobijaju jako malo hvale ili priznanja za to. Želim časno pozdraviti 100.000 brodova koji su na moru koji rade taj posao, dolaze i odlaze svaki dan, donoseći nam ono što trebamo. Ali također želim vidjeti brodarstvo, i nas, široku javnost, koja zna toliko malo o njemu, da malo više preispituje, da bude malo vidljivije, da ima 90 posto transparentnosti. Jer mislim da bi svima bilo korisno kad bismo učinili nešto vrlo jednostavno, naučili vidjeti more.
Thank you.
Hvala vam.
(Applause)
(Pljesak)