Political instability and the Covid-19 pandemic have shown that a strong Merchant Navy is essential for national security, says Nautilus general secretary Mark Dickinson
I was recently invited to speak to the NATO Transport Group in Brussels. At the meeting, I made one thing clear – the security and resilience of the NATO alliance hinges on the strength of its combined Merchant Navies.
Without support from robust, nationally flagged merchant fleets and a well-trained, readily available, national seafarer workforce, the ability of NATO members to project power, sustain military operations and respond effectively to global crises is severely compromised.
The situation is already beyond dire, and this is not a new problem. We have repeatedly highlighted over several decades that the necessary merchant shipping and crews to respond to conflicts such as the Falklands War and the Gulf War are not there anymore and have not been for a considerable time.
Across NATO member countries, we've witnessed a steady decline in nationally flagged merchant vessels and national seafarers, as shipowners have increasingly opted for the convenience and cost-savings of flags of convenience. The pool of domestic seafarers has dwindled, with many of the allies' – and, critically, the UK and US – merchant marines facing steep declines in both officer and rating numbers.
This is a crisis that NATO countries can no longer afford to ignore. The Merchant Navy is the vital link that enables seamless transportation of personnel, equipment, and supplies during times of conflict or crisis. Without this maritime backbone, NATO's ability to fulfil its core mission of collective defence is severely compromised. The solution is clear: NATO member states must make bold, decisive investments in their Merchant Navies and home-grown seafarer training programmes.
This is not about preserving national pride or economic interests – it is a matter of national and international security. Governments must prioritise funding for maritime education including cadet and apprentice programmes, ensuring a steady pipeline of qualified seafarers to crew national-flagged vessels.
Incentives and support mechanisms, such as competitive compensation, career progression opportunities, and labour protections, must be put in place to make seafaring careers more attractive.
Equally important is the need for closer collaboration between governments and the maritime industry. Shipowners must be encouraged to register their vessels under national flags and employ domestic seafarers.
The stakes could not be higher. As I pointed out to the NATO Transport Group, China has recognised the strategic importance of maritime power and has been actively building its naval and merchant shipping capabilities for many years. NATO members, once dominant naval powers, now find themselves playing catch-up, risking the loss of a critical military advantage.
It's time for NATO to wake up and invest in its maritime backbone. Failure to do so could have dire consequences for the security of the entire transatlantic community. We cannot allow our Merchant Navies and seafarer workforces to wither away, leaving us at the mercy of foreign-flagged vessels and crews during times of crisis.
Now is the time for bold decisions. Let's not wait until the next conflict or crisis to realise the true value of a strong, nationally flagged Merchant Navy and a well-trained, readily available national seafarer workforce.
NATO member states must make bold, decisive investments in their Merchant Navies and national seafarer training programmes
Mark Dickinson, Nautilus general secretary
From the general secretary January February 2024
Employers take note: trade unions will use their power on behalf of seafarers, says general secretary Mark Dickinson
I often write about partnership, social dialogue and the challenges trade unions face from employers, some of whom no longer seem to value engagement with us as the voice of their employees. Some events in 2023, and the media interest that followed, perhaps offer a salutary message to those who think we can be ignored. When our members have had enough, they will act, and we have the power to take industrial action in our toolbox, plus the power of the media and consumer choice too.
Our toolbox is growing in other ways too. The trade union movement globally is developing links with institutional investors. These people invest our pensions (sometimes referred to as workers' capital) and they are actively pursuing and embedding environmental, social and governance (ESG) factors in all their investment decisions. This is partly about best practice, responding to consumer and individual investor concerns, but also in response to legislation following major scandals of malfeasance and greed. Concerns about corporate governance, lack of diversity on boards, directors' pay and the impact of business on the environment. Now we are seeing increasing attention to the "S" in ESG and this is where workers and their trade unions come into play.
Nautilus is at the heart of this debate, highlighting what nonsense it is to ship raw materials and goods carrying the fairtrade logo on ships where seafarers are being exploited. No question that farmers in the global south should be paid a decent price for their produce. No question that consumers will pay extra to ensure a fair deal for producers. Fairtrade bananas, tea, coffee and chocolate is one thing, but fair transport for seafarers moving these goods to market is our justifiable demand.
The talk of human rights due diligence is about workers in the entire supply chain, not just shipping. Social and employment rights are recognised as human rights and employers increasingly want to reassure regulators, customers and investors that they operate to the highest standards of governance, environmental protection and ensuring decent work throughout the business and third-party transactions.
Nautilus is an active participant in global relations seeking to foster the highest standards for our members and advancing justice for all seafarers. I see much to be hopeful about for the future of our maritime professionals. I know there are many employers, sadly not yet the majority, who understand the winds of change are blowing in the direction of seafarers. They want to actively and genuinely engage with us to advance our industry and those who seek to make their careers in maritime. There is a lot of change happening now and a lot more uncertainty to come. The impact of new technology, artificial intelligence and the necessary actions to decarbonise the shipping industry are key.
There is much being done, I have written before about the global partnership launched in October 2022 between International Transport Workers' Federation (ITF), the International Maritime Employers' Council (IMEC) and International Chamber of Shipping (ICS). Already these organisations have advanced their partnership to acknowledge the crucial need for unions, employers and governments to elaborate a new social contract for seafarers that builds on the just transition and addresses the recruitment and retention of these key workers.
As we begin 2024, it remains crystal clear to me that we must advance the rights of seafarers. The lessons of the Covid-19 pandemic and the resulting crew change crisis must be learnt. We cannot continue to treat seafarers with disdain and ignore their fundamental rights. If the industry does ignore them, or fails to respond meaningfully, then they need to remember that we have lots of tools in our toolbox, some of them are very powerful indeed and we are learning how to use them!.
From the general secretary March April 2024
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.
From the general secretary May June 2024
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.
From the general secretary July August 2024
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.
From the general secretary September October 2024
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.
