Seafarers are unhappy with the state of the maritime world

The Seafarers Happiness Index (SHI) showed indicators that the enduring coronavirus disease 2019 (COVID-19) pandemic has caused a significant decline in seafarers’ happiness levels.

The overall average happiness level dropped to 6.41 in the fourth quarter of 2021 from 6.59 in the third quarter, highlighting various COVID-induced issues that currently plague life at sea.

What's making seafarers happy

Out of ten key issues, only four saw a higher happiness level, and even then, the increases remain minimal at best. Happiness with internet connection while onboard saw the highest increase, rising to 6.92 from 6.6, while happiness with shore leave went to 4.63 from 4.6. Happiness about food rose to 6.66 from 6.6, and lastly, happiness about training went 7.21 from 7.0.

Despite the higher happiness levels, however, only happiness with internet connection had mostly positive sentiment. When asked about shore leaves, seafarers describe life at sea as being in “full lockdown” as many ports prohibited shore leaves due to COVID-19. Although such implementations are justifiable, especially considering more contagious variants such as Omicron, seafarers hope that newer ways to be given breaks can still be considered.

Regarding food, the SHI notes that “seafarers tend to find solace in food,” hence the slight increase in happiness. However, issues on cultural and religious inclusivity were also popular sentiments among seafarers. For example, some vessels reportedly had problems about supplies of Halal food. Seafarers generally understand that solving food-related issues can be challenging for cooks, but they also mention that it’s “completely unfair that the same dishes repeat themselves day in/day out.”

On the other hand, while seafarers are relatively happier about onboard training, some also mentioned that they merely “go through the motions” because everyone seems disinterested in the drills and exercises. The SHI argues, “There is apathy creeping in, even about standards and safety,” because seafarers have been in sea for too long.

What's making seafarers less happy

General happiness dropped to 6.56 from 6.8, and seafarers cite primarily COVID-related reasons for their answers. Because they are still not universally considered as key workers, they lack access to vaccines, and have to go through the “draconian” processes of repeated testing and seemingly substandard quarantine provisions.

“For me what I earn is not enough for totally stressful work,” wrote another seafarer explaining the decrease in happiness levels regarding wages. In this category, happiness dropped to 6.29 from 6.78, with some seafarers already questioning why they stay in the profession. According to them, senior officers used to have salaries comparable to that of doctors and lawyers, and yet they now endure “below-inflation” pay bumps, and are even faced with pay freezes from time to time.

Additionally, seafarers also complain about their current capacity to stay fit and healthy while on board. Many of them cited lack of equipment and gyms being used for other purposes, but another contributing factor to the steep drop to 6.78 from 7.12 is that with 12 or more hours of work, most of them barely have the time to exercise in the first place.

“It is not uncommon to see 10kgs or more gained per trip. A combination of poor food and lack of movement,” said one seafarer. The issue of weight gain raises potential problems for the future, as the SHI notes how it can “bring a range of health problems,” which can, in turn, affect the capacity for seafarers to provide their labor.

Happiness towards workload similarly dropped to 6.3 from 6.61, with seafarers saying that their watch systems changed all of a sudden, and that the fatigue from 6-on/6-off watch patterns will cause accidents. At the same time, one seafarer wrote that when he joined the company, “five people used to do the same job as two do now.”

Issues surrounding “job creeps” also run amok as the SHI notes reports of Third and Chief Mates’ duties being passed to the Second Mate, while Second Mates are still given the same working hours and salaries.

Fatigue may be affecting seafarers’ relationships with each other as well, with happiness levels regarding interaction with other crew dropping to 7.42 from 7.63. The SHI writes, “When there is pressure, seafarers have the tendency to perhaps see the worst in each other.” This is best illustrated by accusations that some crewmates were “selfish, vain, and lazy.”

Lastly, happiness regarding welfare facilities offshore went to 5.39 from 5.62, although the SHI notes that the lockdown of ports made for “very little positive feedback” for this category. Nevertheless, seafarers showed much appreciation for volunteers who run the welfare centers and provide supplies and support despite limited access.

The struggles of Filipino seafarers

Being one of the largest sources of seafarers in the world, the Philippines was especially dealt a heavy blow by the COVID-19 pandemic. In 2019, before the onset of the pandemic, 380,000 Filipino seafarers were deployed overseas, but by mid-2020, 17,845 outbound or deployed seafarers were recorded by the Philippine Overseas Employment Agency (POEA).

Although the POEA announced that over 136,000 Filipino sailors were able to board ships from July to October, the fact that this number is still much less than what we had pre-pandemic remains alarming, given the fact that seafarers, which are classified as overseas Filipino workers, constituted 9.3% of the country’s gross domestic product and 7.3% of its gross national income.

In addition, the POEA reported through the Maritime Industry Authority (MARINA) that 2020 saw a 54% decrease in seafarers deployed overseas, going from 469,996 at the end of 2019 to 217,223 in 2020.

Nevertheless, the MARINA reports that the Department of Transportation’s (DOTr) Maritime Sector opened additional ports in Manila, Subic, Bataan, and Cebu as “international hub and gateway ports for crew change” and that they are constantly monitoring Passenger and Cargo Shipping Operations in areas under Modified General Community Quarantine (MGCQ) and General Community Quarantine (GCQ).

They also reached out to the IMO (International Maritime Organization) for the establishment of the Philippines Green Lane to ensure the fast and safe travels of seafarers.

While seafarers still aren’t universally considered key workers, the Inter-Agency Task Force on Emerging Infectious Diseases (IATF-EID) approved the DOTr’s recommendation to classify seafarers under A4 (Frontline personnel in essential sectors, including uniformed personnel and those in working sectors identified by the IATF as essential during enhanced community quarantine) in the vaccine prioritization framework. This is a relatively big jump from formerly being under B3 (Other essential workers) or B5 (Overseas Filipino Workers).

A more apt prioritization for seafarers does not necessarily solve much, however, when the national vaccination program in the Philippines remains below the global average. As of August 2021, 53 doses were administered for every 100 people globally, but the Philippines was only delivering 18 for every 100 Filipinos.

Indeed, the stature of the Philippine maritime industry must be among the priorities of the new government officials to be elected this year if we would like to maintain our position as the largest source of seafarers in the world.

Implications for life at sea in 2022

The downsides reported in the latest SHI are very much connected to or are even possibly caused by each other. For example, with increasing levels of dissatisfaction with workload, seafarers are bound to feel more fatigued than ever, and if they report no longer having energy to exercise after 12 or more hours of work, it can also be assumed that they may have lesser energy to still interact with other crewmates because they would rather use their free time to rest.

Then, with a good understanding of how much they work on a daily basis, they would expect to get higher wages to compensate for the additional hours or tasks, but they don’t, and on top of this, they are barely given any time to take breaks offshore, which will inevitably lead to lower general happiness levels.

As the SHI writes, “Go to the sea and see the world” used to be the big selling point of becoming a seafarer, but it is no longer the case, and it might not be ever again, unless “life at sea is improved, and unless seafarers are recognized and respected as key workers.”

Overall, issues exacerbated by the ongoing COVID-19 pandemic seem to be one of the roots of seafarers’ unhappiness in the latter months of 2021. If left unattended, we might truly be “sleepwalking to a manning crisis” as Yves Vandenborn, Director of Loss Prevention at Standard Club says. After all, seafarers are extremely critical, moreso during the pandemic.

The SHI was made to “provide indicators of key issues around the happiness of seafarers, both onshore and aboard,” and it contains ten key questions about the following: general happiness, connectivity, shore leave, wages, food, fitness, training, interactions, workload, and welfare. The SHI was founded by The Mission to Seafarers in collaboration with the Wallem Group and Standard Club.

For more information, the full report can be accessed through this link.

Antonio Gabriel D. Tongco is a writer and communication major who also likes to explore other facets of writing such as research and SEO. The views expressed are his own.

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