By Isaac Phan Nay
Local Journalism Initiative Reporter
As Nathan Smith reached the deck of the freighter Sakizaya Youth, a bulk carrier as long as two football fields, two crew members came to greet him.
The ship was docked at the Alliance Grain Terminal in Vancouver, and the crew — “seafarers” in the language of shipping — would soon be on their way to the next port in Panama. They are part of a global workforce keeping some 50,000 freighters — and the goods they carry — moving.
Life at sea offers steady employment and, for workers from many countries, above-average wages. But it also brings the risk of exploitation and abuse. Seafarers are far from home, dependent on the shipping company, and often unaware of their limited legal protections.
That’s why Smith was climbing aboard.
“We’re just here to talk about a few things, make sure everything’s in line,” Smith told the officers. “We’re here for you. We’re not here to cause any trouble; we just want to find out if everything’s OK.”
Smith, a former tugboat worker in Canada, became an inspector for the International Transport Workers’ Federation (ITF) in 2018. On this visit, he brought inspectors from the United States, union officials, and longshore workers.
As British Columbia’s only ITF inspector, Smith usually works solo. This group visit was part of an initiative to educate longshore workers about the conditions seafarers face.
“I just want to open up their eyes to what’s going on,” he said.
The ITF is a global federation of about 700 trade unions representing 20 million transport workers. Its April 25 inspection marked the start of the ITF’s first North American week of action focused on seafarers’ conditions.
Smith described the industry as plagued by systemic exploitation, violence, and harsh working environments. “These are among the most exploited workers in the world and Canada is not helping,” he said.
That morning, Smith and eight others gathered at the Maritime Labour Centre in East Vancouver. Among them were U.S. ITF inspectors Ryan Brazeau and Sam Levens and International Longshore and Warehouse Union members.
ILWU Canada president Rob Ashton addressed the group. “You all know the severity of the conditions of these workers. Remember that you have their lives in your hands,” he said. “You’re doing the good work of the labour movement.”
The first stop was the Flying Angel Mission to Seafarers at the Port of Vancouver, a place where ship workers can relax, access support, and connect with others. Then came surprise inspections of the three grain terminal ships. The ITF, which represents roughly one million seafarers, holds agreements with many employers allowing such inspections.
Seafarers are essential to the global economy. Vancouver’s port alone receives about 3,000 ships annually, facilitating $300 billion in trade with 170 countries. On board, crew members perform everything from navigation to cooking.
But the job carries risks. At the morning briefing, union members recalled horror stories. ILWU Local 400 president Jason Woods shared a 1976 photo of an ITF inspector surrounded by mouldy potatoes. Smith said substandard food remains an issue.
“Because the company gives crews a budget, they prefer to hold off until they go to places where they have cheaper food,” he said. “There are always problems with rotting food, rotting vegetables and not enough food.”
Visas are another obstacle. Seafarers don’t need visas if simply passing through Canadian ports, but complications arise when contracts end or workers need to return home.
Earlier this year, a Filipino cook learned his wife was terminally ill. His employer required a replacement before allowing him to fly home. A chaplain at the Mission to Seafarers contacted the ITF to intervene.
The company eventually agreed to release the cook, with another crew member covering his duties until the next port. “Canadian visa restrictions make arrangements on short notice impossible,” the ship manager wrote to Smith.
According to Smith, it’s a common problem. Many employers avoid the paperwork for replacement crew, pressuring fatigued seafarers to remain onboard.
IRCC spokesperson Mary Rose Sabater said relievers aren’t required to have work permits but are advised to apply for temporary resident visas. Processing times vary — 27 days for applicants from the Philippines, 19 from India, and 24 from China. Smith said it often takes longer.
“Seafarers cry out to us, saying that they want to go home, that they feel like a prisoner on board,” Smith said.
The work environment is often isolating and male-dominated. Mental health struggles and abuse are common. A 2023 study in International Maritime Health found 66% of female seafarers and 38% of male seafarers experienced sexual harassment.
Abandonment is another threat. When companies go bankrupt or cut ties with crew, workers are stranded. The ILO and IMO maintain a database of such cases — 308 in 2023, up from fewer than 20 annually between 2011 and 2016.
The last Canadian case was in 2014. Twelve Turkish crew members were stranded in Quebec when their employer cut contact. The City of Sorel-Tracy raised funds and partnered with an airline to get them home.
Smith said many abandonment cases go unreported. Transport Canada spokesperson Sau Sau Liu confirmed that Canada, a signatory to the Maritime Labour Convention, inspects vessels based on complaints or risk profiles.
Back in Vancouver, the group visited the Flying Angel Mission, operating since 1973. Housed in a 1905 building, it features a shop and lounge space. Senior chaplain Peter Smyth said many visitors just want a nap.
The team brought pizza and mental health pamphlets, hoping to connect. One sailor, who asked not to be named, shared his story. From the Philippines, he had previously worked in airports and joined a container ship in March.
“Since this is my first container ship, it’s a little bit more of an adjustment,” he said. “But I can adapt to any kind of work.”
Bad weather is a challenge. “You feel dizzy, like vomiting,” he said. “It’s good to work on a big vessel. You get less seasick.”
He chose the job for better pay. The ILO recently set the 2026 global minimum wage for seafarers at US$690 per month. That’s more than twice the minimum wage in the Philippines.
Helio Vicente, director of employment affairs at the International Chamber of Shipping, said excitement and travel draw people to the work. “If you want to explore the world, that is one of the big attractions of seafaring,” he said.
The ICS represents over 80% of global merchant fleet employers. Vicente said the group works with ITF to resolve systemic issues. Visa delays are a top priority.
“We want to find ways to address the need for seafarers to be moving around in a way that’s much freer,” he said.
The ICS also collaborates with the ILO to reduce abandonment and support data collection. Vicente emphasized the importance of safe reporting mechanisms for abuse.
“We’re doing absolutely everything we can,” he said. “The ability for seafarers to report... without retaliation is important.”
As the labour campaigners boarded the Sakizaya Youth, the wind blew grain dust off the deck. The vessel, owned by Wisdom Marine Group and flagged in Panama, had a Chinese crew of 21.
Smith and Levens inspected the provisions locker. Food looked fresh but hadn’t been replenished since April 7. The cook said the budget was US$8.50 per person per day, and restocking would occur in Panama.
Smith reviewed paperwork. Every crew member had supposedly worked 44 hours weekly with no overtime. The contracts showed they’d been on board for nine months — standard length, with a margin of one month.
The ILO maximum onboard term is 11 months.
Before departing, the captain requested a group photo. Standing on deck under the ITF flag, the campaigners and crew posed, one holding a mental health pamphlet.
The group planned further visits in Surrey and Delta before heading south of the border. Smith said he hopes this becomes an annual initiative.
“The more we talk to these seafarers, the more we can grow this,” he said. “Hopefully, seafarers can start to feel more and more comfortable.”
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