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As I reflect on another recent sad event for our industry with news of the deaths of innocent seafarers on the True Confidence – hit by missiles fired by Houthi rebels in the Red Sea – it's difficult to be anything other than pessimistic about the situation that our maritime professionals face just going about their business.

The newly elected secretary-general of the International Maritime Organization (IMO) Arsenio Dominguez was right to point out that seafarers should never become collateral victims. Unfortunately, it seems all too often that is what they are.

It is so wrong but for too many in this business, shipowners, managers, charterers, insurers and most depressingly the flag states that have the responsibility to enforce fundamental social and employment rights, seafarers are just commodities and collateral.

Most seafarers don't come from the country of the flag of the ship upon which they serve, and neither do the owners of the ships. This engenders an 'out of sight, out of mind' mentality (sometimes referred to as 'sea blindness'). But bemoaning this depressing state of affairs is often fruitless. We must redouble our efforts to drive home the message that shipping and seafarers, and all our maritime professionals, are key workers. They are crucial to supply chains and for maritime resilience and security.

There is hope that the tide is turning. The IMO and International Labour Organization (ILO) have pledged to redouble their co-operation and agreed a programme of work in a Tripartite Joint Working Group to address seafarers' issues and the 'human element'. In 2023 we grappled with the abandonment of seafarers, and last month they discussed bullying and harassment – including sexual assault and sexual harassment. Later this year we will tackle the continued criminalisation of seafarers.

Our members will know from the General Meeting last year that the Just Transition is a core issue for Nautilus, and it is important to acknowledge that this is widely understood in the maritime industry. Last month the IMO formally agreed to launch a comprehensive review of STCW. Finally, next year we will again gather in Geneva at the ILO Special Tripartite Committee to consider further amendments to the Maritime Labour Convention.

There is also much hope that on the back of Covid-19, and the shocking treatment of seafarers, there are shipowners that see the world as we do. They share our concerns and want to work together to advance the employment conditions of seafarers.

As an industry there is growing recognition of the need for a new social contract for seafarers and for measures to support good shipowners to enhance the standing of seafarers and go beyond minimum standards. If these measures translate into meaningful action and garner the support from governments and other stakeholders, then I remain hopeful that we can see real recognition and an end to the treatment of seafarers as mere commodities and, yes, collateral victims.

Maritime professionals – all our seafarers and those ashore – are key workers. They deserve a future that is secure, with skills for now and for the years ahead. A diverse, inclusive, and equitable industry that respects and celebrates the roles of maritime professionals.

For too many in this business – from shipowners to charterers, and, most depressingly, the flag states that have the responsibility to enforce fundamental social and employment rights – seafarers are just commodities

As I reflect on another recent sad event for our industry with news of the deaths of innocent seafarers on the True Confidence – hit by missiles fired by Houthi rebels in the Red Sea – it's difficult to be anything other than pessimistic about the situation that our maritime professionals face just going about their business.

The newly elected secretary-general of the International Maritime Organization (IMO) Arsenio Dominguez was right to point out that seafarers should never become collateral victims. Unfortunately, it seems all too often that is what they are.

It is so wrong but for too many in this business, shipowners, managers, charterers, insurers and most depressingly the flag states that have the responsibility to enforce fundamental social and employment rights, seafarers are just commodities and collateral.

Most seafarers don't come from the country of the flag of the ship upon which they serve, and neither do the owners of the ships. This engenders an 'out of sight, out of mind' mentality (sometimes referred to as 'sea blindness'). But bemoaning this depressing state of affairs is often fruitless. We must redouble our efforts to drive home the message that shipping and seafarers, and all our maritime professionals, are key workers. They are crucial to supply chains and for maritime resilience and security.

There is hope that the tide is turning. The IMO and International Labour Organization (ILO) have pledged to redouble their co-operation and agreed a programme of work in a Tripartite Joint Working Group to address seafarers' issues and the 'human element'. In 2023 we grappled with the abandonment of seafarers, and last month they discussed bullying and harassment – including sexual assault and sexual harassment. Later this year we will tackle the continued criminalisation of seafarers.

Our members will know from the General Meeting last year that the Just Transition is a core issue for Nautilus, and it is important to acknowledge that this is widely understood in the maritime industry. Last month the IMO formally agreed to launch a comprehensive review of STCW. Finally, next year we will again gather in Geneva at the ILO Special Tripartite Committee to consider further amendments to the Maritime Labour Convention.

There is also much hope that on the back of Covid-19, and the shocking treatment of seafarers, there are shipowners that see the world as we do. They share our concerns and want to work together to advance the employment conditions of seafarers.

As an industry there is growing recognition of the need for a new social contract for seafarers and for measures to support good shipowners to enhance the standing of seafarers and go beyond minimum standards. If these measures translate into meaningful action and garner the support from governments and other stakeholders, then I remain hopeful that we can see real recognition and an end to the treatment of seafarers as mere commodities and, yes, collateral victims.

Maritime professionals – all our seafarers and those ashore – are key workers. They deserve a future that is secure, with skills for now and for the years ahead. A diverse, inclusive, and equitable industry that respects and celebrates the roles of maritime professionals.

Labour prime minister Sir Keir Starmer has the mandate to make real improvements to the maritime economy. Now is the time for swift and strategic action.

As the general secretary of Nautilus International, I am deeply committed to advancing the interests of maritime professionals and safeguarding the future of our industry. Our recent election manifesto outlined the critical issues we face, particularly in relation to job security, a Just Transition and the essential skills needed for a thriving maritime sector and the corrosive impact of flags of convenience. This new government must commit to securing our maritime future, and here's how I believe it can do so.

Jobs and economic impact

The maritime sector is vital to the UK economy, yet it faces significant challenges. The introduction of the tonnage tax in 2000 aimed to grow the UK fleet and maritime skills base, and it initially succeeded. However, since the financial crisis of 2008, we’ve seen a decline. We must reinvigorate this initiative and ensure it remains competitive to attract shipowners back to the UK flag. By doing so, we can create more training opportunities and secure employment for our seafarers.

The use of flags of convenience (FoCs) with lax enforcement undermines industry standards and job security. FoCs create a system where regulatory oversight is minimal, and accountability is often non-existent. This undermines safety and environmental standards, as well as the employment and welfare of seafarers.

A Just Transition – investing in skills

Our maritime professionals must be prepared for the future, especially with ongoing environmental and technological changes. The transition to alternative fuels and new technologies demands a workforce that is well-trained and adaptable. This is where our call for more funding for maritime training becomes crucial. Every pound invested in training yields significant returns for the exchequer, generating almost five times the investment through economic activity.

Moreover, we advocate for a new National Maritime Training Organisation, which would ensure quality training and accountability from shipowners and training providers. Alongside this, increasing SMarT funding for cadets to 100% would remove one major barrier for employers to train and employ our maritime professionals.

As we navigate towards decarbonisation and new maritime technologies, it's imperative that our maritime professionals are not left behind. The shift to ammonia, hydrogen, and even fully electric ships will require upskilling and reskilling. Employers should bear the responsibility for the cost of this training, ensuring that our workforce remains at the forefront of maritime innovation.

Employment protection

The actions by P&O Ferries highlighted the vulnerabilities in our legal system. The mass sacking of experienced crew members and their replacement with cheaper, less experienced labour was a stark reminder of the need for stronger employment protections. We must end practices like fire and rehire and close legislative loopholes that allow such actions.

Our proposal includes a mandatory seafarers' welfare charter and the extension of the national minimum wage to all vessels operating in UK waters, regardless of flag or crew nationality. This would set a benchmark for minimum standards and prevent social dumping.

The UK maritime sector stands at a crossroads. By investing in skills, securing job protections, tackling flags of convenience, we can build a resilient and prosperous future for our maritime industry.

Shipping is vital to our nations' economies, but national Merchant Navies have been allowed to diminish. Rejuvenation policies to grow national seafarers' jobs are urgently needed.

Our nations' Merchant Navies once stood as a source of major employment for British, Dutch and Swiss seafarers.

Unfortunately, the sight of a national flag on a vessel is becoming less frequent and is even less likely to represent employment of our members. More common now is the flag of convenience — countries like Liberia, Marshall Islands or Panama, too often with crew from the global south on lower pay.

One of the main causes of the decline in British and Dutch seafarers is the rise of 'social dumping', the practice of employing workers on lower pay and weaker conditions, undermining local employment. The workers are not to blame. There are enough jobs for all. But there must be protections for local conditions, not a slide into international minimums.

Seafarers from many higher-cost countries have struggled for employment internationally due to the growth of flags of convenience and the driving down of wages and conditions. However, most countries with a coastline retain some form of 'cabotage', whereby they seek to address the competitive advantage of foreign flagged vessels and foreign crew in their domestic coastal trading. There are very good reasons to do so, especially from a national resilience and security perspective. This is why the most prominent promoter of cabotage is the United States.

The UK and the Netherlands have historically been global outliers without any substantial cabotage law. This lack of protection left our industry particularly exposed and vulnerable to international trends undermining employment of our nations' seafarers.

Cabotage alone will not reverse the downward trend.

There is also an urgent need to reform maritime training, supporting young people, from all backgrounds, to access a career at sea.

In the UK, the Maritime Skills Commission (MSC) has called for 100% funding for the Support for Maritime Training (SMarT) scheme, which currently stands at 50%. The Netherlands has supported fully-funded training for many years.

The MSC has also recommended the establishment of a single national maritime training provider to ensure sponsoring employers are held accountable for the training and sea time provided to cadets/trainees in return for the financial support provided. Creating a world-class training regime will ensure we can attract more people with greater diversity into our industry.

The Merchant Navy should be a source of good, unionised jobs, particularly for those living in our port cities and coastal communities. To revitalise Merchant Navies and make them fit for the future, we need governments to support us, to provide support from unfair competition and protection from social dumping, to create jobs and training opportunities for national seafarers.

There is a shortage of seafarers in our countries and, normally, a shortage creates the need for employers to invest in good wages and all other aspects of job satisfaction and attraction. However, without support for national seafarers, there are always international seafarers available for hire, which takes away the urgent need for employers to invest in national maritime professionals. That also leads to national seafarers leaving the sector, bad publicity and critically low attraction of students to the maritime colleges.

Employers have neglected seafarer investment for too long. Action by social partners, unions and shipowners, and governments to increase the attractiveness of jobs for national seafarers is beyond urgent.