HRAS Interview No.27: Jason Lam ITF Hong Kong – Beyond the Reach of Labor Laws

Beyond the Reach of Labor Laws

China ratified the Maritime Labor Convention last year; Hong Kong is yet to do so. Jason Lam, International Transport Workers’ Federation (ITF) Inspector in Hong Kong, talks about the union’s role in wage negotiations, how the MLC is raising conditions for many seafarers and why others are beyond its reach.


What role does the Hong Kong ITF play in seafarer welfare?

Our office often handles cases in mainland China as well as Hong Kong, as the ITF is not present in China other than in Hong Kong. Our main focus is the ITF flag of convenience campaign that aims to protect seafarers working on ships whose flag state does not offer strong legislation to protect them. The union has set up collective bargaining agreements with willing shipping companies to ensure that crews are paid according to our minimum wage scale and provided with decent working conditions on board. We conduct inspections to check on ships entering Hong Kong and handle any complaints from seafarers in the region, regardless of their vessel’s flag.

We have a close relationship with the local port state control in Hong Kong, but as Hong Kong has not ratified the MLC, the port state control cannot do much about seafarer welfare – they are mainly focused on the safety of the vessel.

So, the ITF helps in various ways; we try to negotiate with the owner and local authorities. Therefore, the union acts like a middleman between the worker and the employer. Legal action is usually a last resort if there’s really no chance of a resolution by negotiation. It’s always the last resort, because the crew will need to spend more time and sometimes money. Often the ITF will provide legal assistance, but it is a case by case decision.

We also work with charities such as the Mission to Seafarers. In fact, we often carry out routine inspections together. Each week the Hong Kong ITF randomly chooses to inspect three or four vessels out of the 100 or more that come into the harbour. The charities go to the ship to provide newspapers, medicines etc while we do our inspection. Sometimes, the charities hear about wage problems first and then share the information with us.

Has the MLC had an impact on seafarer welfare?

Nowadays, with the MLC entering into force, conditions on many ships, including flag of convenience ships, are much better than before. The most obvious improvement is in living conditions and rest hours. Management give more consideration to rest hours, because it is a serious deficiency if seafarers have had to work too long. Now, proper record is kept, and this is good for seafarers.

However, the MLC has not been ratified by all flag states. Hong Kong is one of the bigger shipping registries, but they are still to ratify. And many countries, even if they have ratified, have a long way to go to fully implement the MLC. In our experience, even a ship flagged with a state that has ratified can have problems.

How has the prolonged downturn in shipping affected seafarer welfare?

We have had more and more abandonment cases and seafarer complaints about unpaid wages in the last six months. It seems to happen cyclically with the shipping economy. There is no particular pattern with respect to flag or owner. We have cases with Chinese owners, Greek owners and owners in the Middle East.

Even now in China I am handling a case of abandonment. The ship has been in China for quite a long time without the seafarers being paid wages. This owner is from Bahrain. In another ongoing case, the Liberty Prrudentia, the owners are Indian.

Yet another ship, the Banco 1, has been stranded for about six years now – it has a Bahrain owner. They change the crew every year, but the current crew have not been paid for a year or more. The master has been there nearly two years now. A few months ago, the crew asked me to start legal action, and the ITF is assisting with a lawyer in China. Some of the crew want to leave, but they are obliged to stay in order to maintain minimum manning levels on board.

Mostly, the crews stay on board in cases like this, because they believe they still have a chance of getting money from the owner. This is very common. If the seafarers have not been paid for two or three months, they are willing to wait on board until they realize there is no chance. If they leave the vessel, they have nothing.

Usually shipping is a good career, because in many countries, as a seafarer, they earn much more than if they were working ashore. However, if the economy goes down or the company has problems, they can be hurt more, as they are dependent on the owner. They can’t just head home and look for another job – it’s not easy to withdraw their labour.

Seafarers on fishing vessels are not covered by the MLC. Are you still able to help them?

Not so much, but if there is a complaint we will try and help them through legal effort. It’s not that easy, because proceeds from the sale of a fishing vessel are not usually enough to cover legal costs. The fishing vessels in Hong Kong usually have a Taiwanese or Chinese owner, and, in my experience, most of the cases for compensation are closed through negotiation.

I recently handled a complaint about a seafarer from Myanmar working on a fishing vessel owned by a Taiwanese company. The crew had been working on the fishing vessel for over a year and their families hadn’t heard from them and were worried. They made contact with ITF in Myanmar, who then contacted me. I was able to track down the owner, and the company finally sent the seafarers home in May. I received a very happy email from the family saying they had met their brother at the airport.

We’ve also had some recent cases of seafarers from Vietnam and Myanmar who were told they were going to work on a large cargo vessel. There was no mention of a fishing vessel, but they ended up on a small boat catching squid off Africa. Usually these scenarios involve very low wages, about $200 or $300 per month, and the living conditions are very bad. The master is usually Chinese or Taiwanese and the crew are from Myanmar, so communication is not good.

We received a complaint about a lack of provisions on board another fishing vessel recently. The wages were not paid on time either. We tried to contact the company to make sure the seafarers were at least paid what their contract stated. This type of vessel does not have ITF collective bargaining agreements, so we cannot ask for more.

When has legal action been successful?

In June last year, after being stuck on board, unpaid, for eight months in the middle of Hong Kong harbor, the crew of the casino ship New Imperial Star headed home, thanks to legal action undertaken with the assistance of the ITF.

The crew of 46 are owed $564,000 in back pay and compensation. The case is currently before the High Court of Hong Kong, and it is anticipated that the court will release their wages after selling the ship. The ITF and the Merchant Navy Officers’ Guild-Hong Kong funded an advance on their wages and paid for their tickets home.

The case is a success story for us. The legislation in Hong Kong is actually better than in a lot of other countries. We hope to achieve a similar outcome for the crew of the Liberty Prrudentia. This vessel is at anchor in Zhoushan in northern China, and the crew have gone unpaid since November 2016. They have had limited supplies of food and water, and the owner is bankrupt. The Indian embassy have been informed and have arranged visa extension for the crew while we help them make a legal claim.

What are the challenges for seafarers looking for help?

If everything worked perfectly, there would not be a need for a union. Our role then is if the authorities or owners don’t respond, seafarers will contact us. They find that the union is closer to them, and, in our area, we know better than they do how to contact local authorities. Sometimes they are not aware of legislation that could help them, and often they don’t know how to contact their own embassy. That was the case with the crew of the Liberty Prrudentia, so we contacted the Indian embassy in Shanghai and asked them to help.

Do you believe that Human Rights at Sea has been helpful?

The case of the Liberty Prrudentia is my first experience of cooperating with Human Rights at Sea. Both Mission to Seafarers and Human Rights at Sea are quite important for protecting seafarers’ rights. If a seafarer has a problem at sea, there is no support, and they need to find a solution by all means they can – the union, charities and the authorities. I think the more options they have, the easier it will be for them to get the information they need to protect their rights.

Thank you, Jason.


Important Note. The subject matter and content of all ‘HRAS Interviews’ represents the views of the interviewee only; they do not necessarily represent the views, opinions or charitable objectives of Human Rights at Sea. In the interests of continuing objective, free, fair and open debate on all topics which have a bearing upon, or closely relate to the subject of human rights in the maritime environment, Human Rights at Sea reviews all submissions to the HRAS Interview site and retains sole discretion whether or not to publish the contents. Human Rights at Sea is committed to transparent and free dialogue independent of all political, religious or other perspectives held institutionally, corporately or individually.  For further information:



The HRAS Interview: Dr. Lynn Simpson – Sailing War Zones and Cultural Conflicts – Part 3/3

Sailing War Zones and Cultural Conflicts [Part 3/3]


Veterinarian Dr Lynn Simpson is a veteran of Australia’s live export trade and a veteran of Red Sea and Persian Gulf voyages delivering sheep and cattle to the Middle East. She speaks to HRAS about her experiences sailing with a mix of cultures on board through regions where their countrymen were at war.

What cultural issues were there with a mix of nationalities on board the livestock carriers you worked on?

It used to be quite tricky sometimes if you had a Muslim crew and we would trade with a country like Israel. There would be Palestinians on board who obviously had a deep-seated problem with stepping on what is considered Israeli soil. I had Palestinian officers who were lovely, they were really rational, they would speak to the Israelis who’d come on board for work, and they would be very professional. But you wouldn’t get them to step off the gangway; no way.

We might be on a voyage where we go to Saudi on the way up the Red Sea and then we go into Israel. So you go from the extreme of Saudi’s Muslim culture to Israel. I was a spectator, but I’d try to calm them down, because they get fired up. Saudi is interesting because it doesn’t seem to have offered much support to the Palestinians, in the Palestinian’s view. They were often angry in Saudi about that, and then we’d get to Israel and they’d be angry about Israel. Once you get them out to sea again, everything was fine.

We’d even been boarded by the Israeli defence force a couple of times. The captain had to stay on the bridge. The chief officer had to stay in the engine control room, an armed guard on each of them, and the rest of us, about 80, were bunched up in the forecastle; three guys with I think M16s pointed at us in the 43 degree heat.

They held us there for a couple of hours, and they taunted us. “Sit down!  Stand up!  Sit down!  Stand up!  Sit down!  Stand up!” You’re sitting on a scalding hot steel deck. They eventually took us single file into the accommodation and sat us all down on the floor in a room, taking us out one by one to interrogate us – just intimidatory tactics. It not a normal occurrence but, it’s happened more than once. It’s a complete nuisance and welfare risk when you have tens of thousands of animals to care for.


Did you have other encounters with the military?

We were going through the straits of Hormuz one day in 2003, during the second Gulf war, and we had lots of military aircraft and warships around. One time I had a chopper hovering at the side of the ship, watching me kill sheep, only metres away. I still remember the stunned expressions on the pilots’ faces. I don’t know how many they’d watch me kill. I think I had about 20 that I had to dispose of because they were considered diseased with “scabby mouth” and we needed to get rid of them before our first port.

I looked up and saw them, but I couldn’t see any insignias on the chopper, so I didn’t know who they were. I didn’t care. I could see the guns pointing at me, and I just disappeared into the ship.

Working in a war zone is always a depressing and potentially dangerous thing. As a seafarer, you don’t always know where you’re ship’s going to go, you sign up to the ship, you sign up to go wherever it goes.


Sometimes, cultural differences led to victimization on board. What was your experience of this?

Actually, I didn’t realise how quickly my veterinary skills would get sidelined a little bit. I needed to know more about culture, religion and politics to be able to get my job done properly through the day. So, for example, I had to learn all about the Indians essentially giving Bangladesh independence, but from a Bangladeshi point of view, they just gave them swamplands.

Then there’s the cast system, and the Bangladeshis are very submissive to the Indians. One company I worked for had Indian officers and Bangladeshi crew, and at one stage we had a Pakistani captain. The three just didn’t mix, and it was just awful, to the point that I could see very clearly that the Bangladeshis were all tremendously miserable.

On some voyages, we’d be going through the Persian Gulf in the middle of summer, 55 degrees, humidity in the high 80s, low 90s and this one captain, turned the air-conditioning off in the accommodation. It was an old car carrier, so, it was just one long accommodation space, but he turned the air conditioning off from where the officers’ space stopped and where the crew started.

Not only did the crew have to work down on decks which were stinking hot and full of ammonia gas and CO2 all day, but because the animals generate their own heat there was added heat. The crew would come up for their so-called respite at the end of the day, and there was no air conditioning. Some slept on open decks under the stars, still hot, but sometimes they caught a breeze.


Why did the captain do that?

Because he was a jerk.  He was just a complete jerk.

I think the captains are the linchpin to welfare at sea. If you’ve got a good captain who’s got a decent sense of a moral compass, you’ll find the crew are generally looked after and much happier and easier to work with. You get a better outcome for the ship and the company and the animals. If you’ve got a captain that’s for some reason a pain in the neck or a power-tripper, it can be quite difficult.

The captains who caused the greatest difficulty to management and animal welfare were generally relief captains who did not understand how different a livestock carrier is to manage compared to a non-live cargo. The stress levels are through the roof for them, and it was rare that they would return: thankfully.

They were usually so stressed they made life difficult for both the crew and the livestock. If they had the sense to put their pride aside and take advice from others on board, they coped, but were a rare breed, and are to be commended.

The experienced and competent senior officers on a livestock ship are cool under pressure, respect input from people with differing training and expertise and would likely find a “normal” ship boring. I’ve sailed with and learnt so much from some great seafarers.

I’ll always be grateful to them.


How did conflict at home affect crews?

On most of our ships, we didn’t have internet access personally, so communication with home was a difficult thing. Satellite phones are way too expensive for crew to use too often, but when we pass close to land or join the convoy to go into the Suez Canal, there’s a window of connectivity, and everyone’s phones go crazy. Usually news from home brings on a mixture of smiles and melancholy.

One time, there was a lot of Pakistanis on the phone for the whole canal transit, a lot of worried faces, and as we came out of Port Said one of our older crew members went down the gangway and off the ship into a small pilot boat. A few people waved him goodbye. One of the crew members told me: “He’s going home. The Pakistani government has bombed our village.”  Most of the crew’s houses had been bombed, 80 percent were either destroyed or wrecked in some form.

The man taken off the ship’s entire family had been killed, and no one had the heart to tell him; they apparently just told him his wife was sick in hospital. Then we had to forget our land lives, or deaths and continue to tend the animals. There is no option to slow down and grieve on a live export ship.


What impact did cultural difference have on shore time?

When crew go into port in different countries, especially westernised countries, if they’re associated somehow with the live export ships, there’s every chance that they’ll be vilified and possibly verbally attacked about animal welfare issues. But the converse side to that is a lot of them don’t get shore leave and if they do, it’s only for an hour or two. So the fact that they’re exploited to the level that they get bugger all short leave protects them from being vilified by people who know what’s happening to animals as a result of the trade, but don’t understand the physical and personal sacrifices these men make everyday of their contracts to provide care for the animals. The crew don’t understand why they are being cursed at, I tell tem when they ask me that people don’t get the real facts, don’t take it personally, ignore them. I know this well, as this happens to me too, even to this day.

I was teaching quite a few of the crew English, just casually on deck every day, in return they would teach me some Pashtun or Arabic. I’d have a few of them come up to me and go, “Oh, doctor, doctor, I have this word. Can you please explain the meaning and how to say it properly?” and they’d just give me a little piece of paper. Each day I’d have a discussion with them, and they wanted to practice their English. It was nice.

At one stage, one of the loveliest captains awkwardly called me to his office, and he says, “Can you please stop teaching them English?” and I’m like, “Yeah, okay. Why?” and he says, “Because we’ve had too many crew jump ship and leave.” I said: “Oh, okay. I didn’t put that into their head. They weren’t asking me, “Where is the train station?” It was an awkward situation and conversation to have because so many of them were jumping ship in Fremantle, Australia. After that, they didn’t get shore leave in Fremantle.

Thank-you Lynn.



AFFECTED BY THIS STORY? Review our Managing Traumatic Stress publication here or go to our publications page to review all our free publications for download. Hard copies can be purchase from The Nautical Institute here.



Important Note. The subject matter and content of all ‘HRAS Interviews’ represents the views of the interviewee only; they do not necessarily represent the views, opinions or charitable objectives of Human Rights at Sea. In the interests of continuing objective, free, fair and open debate on all topics which have a bearing upon, or closely relate to the subject of human rights in the maritime environment, Human Rights at Sea reviews all submissions to the HRAS Interview site and retains sole discretion whether or not to publish the contents. Human Rights at Sea is committed to transparent and free dialogue independent of all political, religious or other perspectives held institutionally, corporately or individually.  For further information:


The HRAS Interview: Robert Robinson North of England P&I Club – Seafarers Isolated Despite Greater Connectivity

Robert RobinsonSeafarers Isolated Despite Greater Connectivity

Separation from family and friends might cause seafarers to feel isolated, but this is not the only form of isolation they can encounter. Another comes from the very technology designed to reduce it.

Better digital communication technology can compound isolation problems at sea by reducing social interaction on board. Rather than chat, play games or watch videos with other crew members, it is now all too easy for seafarers to retreat to their cabins with their mobile devices.

HRAS spoke to North P&I Club claims executive Robert Robinson about the club’s recent concerns on potential downsides of greater connectivity at sea.

HRAS: How can greater connectivity be a bad thing for seafarers?

Continue reading The HRAS Interview: Robert Robinson North of England P&I Club – Seafarers Isolated Despite Greater Connectivity

The HRAS Interview: Captain Pradeep Chawla, Managing Director QHSE & Training, Anglo-Eastern Ship Management

????????????????????????????????????A family at sea and a family at home.

There is a disconnect between charitable organizations and the seafarers they aim to help, and it’s a disconnect that extends beyond the seafarer to the, often extended, family that he supports, says Captain Pradeep Chawla, Managing Director, QHSE & Training, at the world’s largest ship management company, Anglo-Eastern Ship Management.

Captain Chawla has 27,000 seafarers in his care, and HRAS spoke to him about the passion that takes him beyond his professional role at Anglo-Eastern.

HRAS: What gaps do you see in the charitable care of seafarers? Continue reading The HRAS Interview: Captain Pradeep Chawla, Managing Director QHSE & Training, Anglo-Eastern Ship Management

The HRAS Interview: Steven Jones – 5th Annual Capital Link Shipping & Offshore CSR Forum

5th Annual Capital Link Shipping & Offshore CSR Forum “Best Industry Practices- A competitive advantage”

Steven Jones HRAS 300dpi sml sizeDoing “good”, and the “right thing” are fine and noble concepts, but for an industry as diverse as shipping it is unclear what can, should and will be done in the name of corporate social responsibility. We spoke to Steven Jones on the latest thinking on the challenges, but also the opportunities ahead.

HRAS: It is positive to hear issues of social responsibility being discussed, but do you think there is a widespread understanding of CSR?

It is fantastic that CSR is being brought to the forefront of discussions, but that is only the beginning. The very concept of Corporate Social Responsibility (CSR) in shipping is perhaps as nebulous as the concept of the shipping industry itself. With so many different players, trades, and stakeholders, challenges, and opportunities across the industry, finding a united front is hugely difficult.

Since CSR first came into vogue it has been a thorny and difficult concept for shipping. Companies, academics and all kinds of associations have wrestled with definitions – but it is hard to find the message that resonates with all. There is clearly no current one-size-fits-all answer to this issue.

Continue reading The HRAS Interview: Steven Jones – 5th Annual Capital Link Shipping & Offshore CSR Forum

The HRAS Interview with VGroup’s Matt Dunlop: In the Business of Caring for Seafarers

Matt DunlopThe HRAS Interview: Matt Dunlop: In the Business of Caring for Seafarers

Seafarers’ needs are constantly evolving, and meeting them is a responsibility that global ship management company V.Group takes seriously. Human Rights at Sea spoke to Matt Dunlop, Group Director of Marine Operations at V.Group, to find out how the group cares for its seafarers.

HRAS: Tell us about V.Group?images

V.Group is the world’s leading provider of maritime services to the commercial shipping and cruise industries and an increasingly important player in the energy sector. The company delivers a wide range of marine services including technical management, seafarer management, technical support, procurement and ship supply chain management within an extensive brand portfolio including the market-leading ship management specialist V.Ships.

Continue reading The HRAS Interview with VGroup’s Matt Dunlop: In the Business of Caring for Seafarers