Mr Ristau, as Secretary-General of the German Mission to Seafarers, you are responsible for the “Fair across the Sea” alliance. What is of particular concern to you?
When people talk about sustainability in shipping, the subject is almost always limited to ecological aspects, such as the carbon emissions of the ship engines. But sustainability also includes social aspects, and that means the working conditions of the crews on board. Virtually no attention is paid to the seafarers. For instance there are no regional publications about how many seafarers arrived at or departed from the North German ports in any given year, although precise data is available about the number of cruise passengers, containers, automobiles etc. Not even the port statistics include the seafarers.
The expression “sea blindness” sums up this phenomenon very accurately. We see the sea, go swimming in it or travel across the sea to get from one place to another. But the importance of global trade across the sea to supply us with goods, the importance of the sea for our climate, but also for the people who carry all these goods that we consume daily, is frequently disregarded.
Moreover, the presence of seafarers in the public eye has also decreased. Sailors walking around the city centres used to be a common sight. That is no longer the case because of the short stays in port and security fencing around the port.
What do you hope to achieve with the campaign?
Fair across the sea is an alliance that aims to raise the working conditions of seafarers above the minimum standards of the Maritime Labour Convention (MLC). Its demands include, for instance, basic legal rights such as permanent employment contracts, as well as continuing health insurance and social security for seafarers when they are on leave, sufficient minimum crew numbers on vessels to ensure breaks and prolonged rest periods (sleep) to prevent damage to their health. One day off every week would also be a welcome development, as the need for time off to relax and recuperate cannot simply be put on hold for 7 – 10 months until they reach the end of their employment contract. The same applies to the crews’ right to go on shore when their ship is in port.
Compliance with personal rights and privacy legislation on board is also important. We know from experience that this is not always the case.
And finally, providing seafarers with opportunities for further training and education is another major concern. This means informing the crews about their rights pursuant to MLC, and preparing them to cope with mental stress, which has increased enormously during the pandemic.
Supporters of the campaign include the Mission to Seafarers, the fair trade organisations and ver.di trade union.
We are currently considering making compliance with the collective agreements of the International Transport Workers’ Federation (ITF) a prerequisite for a shipowner to qualify for the annual greenports award presented by bremenports GmbH. What do you think of that idea?
I would welcome the inclusion of the conditions of the ITF collective agreements. However, we do not believe that these conditions are sufficient. Other criteria are also necessary to achieve fair shipping apart from payment in accordance with the collective agreements. There are other aspects that also have to be considered. Some of the things that have not yet been dealt with, but which are equally important for providing security for seafarers are, for example, pension provisions, prescribed rest periods, internet access on board and an official complaints procedure. Inclusion of the ITF standards as a criterion for the greenports award is a step in the right direction and we hope that others will follow.
The new Supply Chain Due Diligence Act hardly mentions the logistics sector in general or shipping in particular. How important do you think it is to include marine transport in that legislation?
The Supply Chain Due Diligence Act was intended to cover the entire transport route of a product and make it comprehensible. The present version is not detailed enough and should be extended to include the transport chain. Unfortunately, German law can address this matter only to a limited extent; global law would be more effective to facilitate enforcement.
You cooperate with other Missions to Seafarers and the ITF. What successes and what problems do you experience in your day-to-day work?
The organisations on land work in close cooperation and offer seafarers a broad-based support network. In legal terms, for instance, BG Verkehr acts as the government supervisory authority for the ports and is therefore entitled to inspect all vessels calling at regional ports. If it identifies any infringements of the MLC, BG Verkehr has the right to prevent the vessel from leaving the port. It does so, for example, if it establishes that the shipowners have not paid the crew’s wages for several months.
The ITF and the Mission to Seafarers are also the official complaints bodies. The DSM.care website is an easy access option where crew members can chat to the Mission to Seafarers, anonymously if they wish, and report any problems, including the infringement of labour laws on board. These complaints are then referred to the responsible body so that initial support can be offered.
Special support is available to seafarers who have to leave the ship because they are sick and therefore have to leave their job and go to the nearest hospital. Wherever possible, someone from the Mission to Seafarers visits them in hospital to offer individual support and assistance.