When is a seafarer not a seafarer? 

When is a seafarer not a seafarer? It sounds like the start of a lame dad joke, and in many ways, it is. But the answer is far less amusing: when they’re aboard as part of a supposedly temporary riding squad.

The latest Seafarers Happiness Index (SHI) reveals growing tensions as some owners are increasingly turning to euphemistic riding squads to get work done and boost numbers on their ships.

In the past, and for many good operators, the ability for temporary contractors to come onboard with a defined remit, usually relating to a specific task, project or equipment is longstanding and an important, useful and sensible approach. The OEM or shipyard for instance, will send a group of people, the repairs are made, installations completed, welding done, testing performed, etc, and the team heads off. That has been the theory and longstanding practice.

When used legitimately, this is not a problem. Knowledgeable technicians with a focused delivery from reputable suppliers who are genuine experts in their kit and field, get on with the task and get off. Job done, literally and figuratively. Where things become more problematic is when people arrive with an open mandate, and end up having a long stay onboard, a very long stay indeed. When they are there to make up a shortfall of seafarers and come without the skills, experience or certification of seafarers, and this is a real issue.

According to ITF policy, legitimate riding squads should be limited to one month in any 12-month period. When we see teams staying for multiple voyages, this clearly indicates they are being used as substitutes for proper crew rather than for specialised temporary work.

So, what do the current concerns sound like? Well according to the SHI responses we received, “These people just arrive, they work hard sure, but where are our reliefs?” “We cannot have time for maintenance, and then a team arrives but stays for many voyages”.

The message is clear, without the overheads of competence and certification, these squads are giving dubious owners an answer, but they are causing many questions for the existing crew.

Beyond immediate safety concerns, the widespread use of riding squads threatens the future maritime workforce by eliminating entry-level positions and career advancement opportunities. As one captain noted, “Where will tomorrow’s officers come from if today’s ordinary seaman positions are filled by temporary workers with no career path?”

The problem is worsening and likely to accelerate as seafarer costs and availability make it tempting to bypass certification requirements and ignore collective bargaining, minimum wages, and Maritime Labour Convention protections.

If ships struggle to meet minimum safe manning scales, the response should be proper solutions, not sharp practices that demean seafarers, insult the industry, and endanger vulnerable people both physically and professionally.

Without proper protections, standards, qualifications, and maritime experience, these riding solutions threaten jobs and pose dangers to themselves and others. Such practices are unfair to both the individuals involved and the professional mariners they are usurping and undercutting. This becomes a sham process that subverts the system through cut-price solutions that benefit only those ashore, not anyone aboard ship.

Bad actors in shipping will take advantage of any loophole, any practice, and any person they can. In sending, possibly unsuspecting and unprepared, teams to ships, they are looking to subvert, to exploit and potentially abuse the people and system. Awareness is key, and then the willingness to talk, share and explain what is acceptable and what really, really is not.

So, what can be done to stem this worrying trend? Auditors, assessors, vetting inspectors and port State control must be more curious about who is onboard, for how long, and what they are doing. When the answers aren’t acceptable, action is needed.

Port state control inspectors should verify riding squad deployment duration and ensure they are not being used as permanent crew substitutes. Classification societies already require documentation of repairs by non-crew members but should also enquire about deployment length. Seafarers should be encouraged to report through confidential channels when riding squads perform regular crew duties for extended periods.

Shipping depends on properly trained, compensated seafarers. When we blur the line between specialised temporary workers and permanent crew, we undermine labour standards and the safety and sustainability of global shipping itself. It is time to restore clarity to when is a seafarer not a seafarer? We must ensure those working at sea receive the protections, training, and recognition they deserve.