In an exclusive interview to SAFETY4SEA, David Hammond, Executive Director of Human Rights at Sea International (HRASI), calls maritime stakeholders to incorporate the principles and terminology of human rights within maritime operations, and actively advocate for transparency and accountability. ‘’Do not treat human rights protections as just the “S” in ESG’’, he says, highlighting that safeguarding human rights is an integral obligation for both states and businesses alike.
David informs that ongoing international efforts are being made to address the issue of crew abandonment. However, he emphasizes the necessity for further progress in safeguarding seafarers’ rights. In this context, he observes a persistent lack of coordination and agreement, with a primary focus on protecting commercial reputation posing significant obstacles to effectively addressing seafarers’ human rights issues.
SAFETTY4SEA: In your opinion, what are the current major challenges and issues regarding the human rights of seafarers globally?
David Hammond: The major challenges and issues remain around assuring full transparency and accountability through disclosure for all incidents involving abuses of human and labour rights of seafarers. Without constant profiling and exposure lessons cannot be learned and the necessary remediation measures rapidly instigated by port, coastal and flag state authorities. As I have said for over ten years and as a former helicopter pilot, just compare how the aviation industry treats incidents, issues reports and learns from them. A default in aviation is not one of worker / crew criminalisation, especially as we are all inherently fallible.
S4S: Can you please provide an overview of your background and experience in the maritime industry? What motivated you to focus on human rights issues within the context of seafaring?
D.H.: In terms of experience, as a former military seafarer from the start of my career through to the present day I have been fortunate to have been provided opportunities not just to live, work and transit at sea, but also to overlay legal training as an English barrister and work for the UK Foreign Office on matters of international law in challenging roles and locations. I went on to establish civil society organisations to work up to UN level while developing soft-law initiatives and related programmes focused around protecting individual’s human rights at sea. The DNA was set when I stepped aboard my first ship at 18 years old and was built on in trying to address abuse whenever and wherever I saw it occurring.
S4S: Can you share some success stories or positive outcomes resulting from industry’s efforts so far in advocating for seafarers’ rights?
D.H.: The ongoing international advocacy for addressing crew abandonment continues unabated and while the issue should have been comprehensively addressed by 2024, the wealth of organisations and news outlets which continue to focus on keeping the issue at the forefront of people’s awareness and policy maker’s minds – must be congratulated in doing so. Further, the clarification by the UN Secretary General in 2020 that working conditions for seafarers during the pandemic was a humanitarian issue and hence their human rights must be protected, was a seminal point for the emerging human rights at sea narrative.
S4S: Are you satisfied with industry progress on addressing seafarers’ human rights issues? What should be our next steps?
D.H.: In short, no. The fact that the UK charity, Human Rights at Sea, was established and became an SME at state and UN level in 2022 should arguably not have occurred in the industry. Nonetheless, for ten years the charity has driven change and influenced policy and legislation around the world – and not just in shipping. Further, there is a continued lack of co-ordination and agreement as to how such abuses should be dealt with, often influenced, and focused around protecting commercial reputation, as opposed to upholding victims and survivor’s best interests first.
S4S: How should industry stakeholders work to improve life onboard and foster seafarers’ resilience?
D.H.: Improvements onboard and crew resilience variously stems from direct worker engagement including embedding young seafarers’ views in policy making as the next generation, having open lines of management communication, avoidance of criminalisation unless applicable under the circumstances, and continued public advocacy which prioritises lessons learned and provides rapid access to effective remediations for those abused.
S4S: Do you think there is need for regulatory update or best practices towards to further enhance crew welfare?
D.H.: At this time, I do not think so. There are established international standards for labour and human rights’ protections backed by good operators readily complying and complimented by industry associations, union and independent civil society oversight. The various welfare organisations continue their work at the front-end, while in the last 10 years I have noted a greater fostering of the willingness to be honest and “know and show” on issues around exposure of bad practices. For example, the work of the likes of CHIRP Maritime and increasing insurance engagement by Gard AS and the IG should be recognised.
S4S: If you could change one thing in the shipping industry from your perspective, what would it be and why?
D.H.: One change would be the speed of resolution of all incidents involving crew abuse. No worker should have to submit themselves, or be subject to the likes of protracted investigations, legal barriers to disclosure, black-listing, failures to repatriate, failures to access medical care, abandonment or simply not be paid a decent living wage on time as per their employment contract.
S4S: Do you have any new projects/plans/ initiatives to further support crew welfare within maritime that you would like to share?
D.H.: I firmly believe in the development and adoption of the Geneva Declaration on Human Rights at Sea at state and commercial level as a complimentary baseline of soft-law core principles to further promote and uphold human rights protections at sea. This should easily sit alongside the hard law of the MLC and active ongoing policy development by UN stakeholders. It should not be treated as a threat to established convention and previous order just because it originated from civil society.
S4S: What actions should we take to collectively create an inclusive and attractive industry?
D.H.: Simply put; be inclusive and transparent and walk the walk. No young person wishes to join an industry which harbours attitudes contrary to the development of society in general.
S4S: What advice would you give to maritime industry leaders, policymakers, and other stakeholders to further promote and protect the human rights of seafarers?
D.H.: Mainstream the principles and language of human rights at sea, actively promote transparency and accountability throughout the business structure and related supply chains, do not marginalise worker’s voice and do not treat human rights protections as just the “S” in ESG, or a side issue for a UN agency Working Group. It is a whole state and business requirement to be aligned with, and to protect everyone’s fundamental rights, without exception.
The views presented are only those of the authors and do not necessarily reflect those of SAFETY4SEA and are for information sharing and discussion purposes only.
