Seafarers are increasingly being asked to navigate not only the world’s busiest shipping lanes but also a growing list of geopolitical and security threats, and the industry must do more to support them, according to Walter Vervloesem, President of The Nautical Institute.
Speaking after the organization’s London Branch conference on geopolitical maritime risks, Vervloesem said shipping has always operated in an unpredictable world. What has changed, he argued, is the number of risks that now overlap, forcing crews to deal with multiple challenges at the same time.
Today’s seafarers may find themselves coping with conflict zones, cyberattacks, GPS interference, sanctions, piracy and shifting security advice—all while continuing to operate their vessels safely.
During the conference, discussions covered a wide range of issues, including war risks, naval operations, cyber security, shadow fleets, vessel abandonment and crew mental health.
While these subjects are often managed separately by specialists ashore, Vervloesem noted that onboard they become part of a single operational reality. A ship’s master may be responding to updated routing instructions while bridge officers deal with unreliable navigation data and increased reporting requirements, all as concerned family members seek reassurance from home.
Despite these pressures, crews are still expected to safely navigate the vessel, maintain equipment and complete their voyage.
One message that stood out during the conference was that many seafarers feel overlooked whenever maritime crises dominate the headlines.
For the public, the focus is usually on freight rates, insurance costs and disruptions to global trade but the people working aboard ships get far less attention, although they face the greatest personal risks.
Vervloesem noted that the crews do not have to be attacked directly to feel the lasting effects. Spending days or weeks sailing through dangerous waters, expecting missiles or drones while trying to reassure loved ones, creates significant psychological pressure.
He warned that resilience should not be mistaken for an unlimited ability to cope with fear, fatigue and uncertainty. Support should also continue after an incident, particularly for seafarers who have lived through attacks, evacuations or the loss of colleagues.
For that reason, he believes high-risk voyage planning must extend beyond routing advice and emergency procedures.
Shipping companies should provide crews with clear information about the threats they may face, maintain open communication throughout the voyage and ensure families receive timely updates. Equally important, support systems should already be in place before a crisis occurs rather than being introduced only after someone begins to struggle.
The conference also pointed out the important role of naval forces in protecting commercial shipping.
Military vessels can help deter attacks, coordinate shipping traffic and escort vessels through dangerous areas, but they cannot guarantee the safety of every merchant ship, Vervloesem stressed. “Good protection is still a matter of good preparation, good information exchange and good expectations of what naval forces can do.”
A growing worry is also the expansion of the so-called shadow fleet, vessels that are registered under unclear ownership or questionable regulatory supervision.
According to Vervloesem, seafarers are often the first to discover that a vessel may be sailing under a fraudulent flag, carrying inadequate insurance or owned through companies that may disappear if problems arise. He argued that expecting crews to simply refuse such jobs ignores the reality that many lack both reliable information and the financial ability to reject employment.
Cybersecurity and satellite navigation interference present another serious challenge.
Vervloesem explained that while GPS jamming can disable navigation systems, spoofing is often more dangerous because it provides convincing—but incorrect—positioning data. In those situations, technology alone is not enough. Well-trained bridge teams capable of questioning the information displayed on their instruments remain the most important line of defence.
Looking back on the conference, Vervloesem said one conclusion became clear: modern maritime risks are increasingly interconnected, and every safety system ultimately depends on the people responsible for applying it.
While shipping companies can reroute vessels, adjust schedules or purchase additional insurance, he argued they should no longer allow commercial and geopolitical pressures to fall primarily on crews.
As global risks continue to grow, he concluded, building a more resilient shipping industry will require not only stronger systems, but also greater recognition, protection and support for the seafarers who keep global trade moving every day.
