Cabotage is on the increase with 105 countries taking it up
Cabotage has spread to 105 States around the world and today has heightened and growing geopolitical significance, says SRI.
This is just one of the findings in the second edition of Cabotage Laws of the World, published by SRI and co-authored by Deirdre Fitzpatrick CEO of SRI and Emeritus Professor Hilton Staniland. The authors found that cabotage has spread in several regions of the world, including West Africa, East Africa, the Horn of Africa, the Middle East, Central America, the Pacific Ocean and the Caribbean Sea; and that cabotage now exists along the coastlines of approximately 85% of the world and extends into more offshore zones.
As Professor Staniland stressed: “No single reason explains the spread of cabotage but it does appear that when States decide to introduce cabotage, they pay particular attention to the number of States that already have cabotage.”
Professor Staniland anticipates more cabotage changes: “There have been momentous changes since the first edition of Cabotage Laws of the World in 2018. These include Covid-19; geopolitical tensions disrupting shipping; changing trading tariffs; and the emergence of new cabotage trades, routes and activities. Cabotage changes are now occurring almost constantly, driven hard it appears by a collection of complex geopolitical issues.”
David Heindel, President of the Seafarers International Union (SIU) of North America and Chairman of the Seafarers’ Section of the ITF said that when the first edition of this Report was released in 2018 with its headline finding that cabotage exists in 91 countries, “it stood as one of the most comprehensive examinations of global cabotage policies and laws ever undertaken. It quickly became a key reference point in national debates. It is hugely significant that only seven years later, the number of countries found to have cabotage laws has now increased to 105.
“Good policy,” he continued, “depends on facts and this publication provides an objective, independent and fact-based account of global cabotage today. It is my hope that this second edition will serve as a valuable resource to policymakers, industry stakeholders, and unions alike as we work together to strengthen protections for seafarers worldwide.”
And speaking of seafarers and cabotage, Jacqueline Smith, Maritime Coordinator of the ITF, says that the publication demonstrates that “a majority of States regulate the employment of seafarers in their cabotage voyages and trades and that the reservation of jobs for national seafarers is a very common requirement, sometimes requiring that national vessels are wholly crewed by national seafarers. Cabotage laws may also provide for minimum wages. And minimum wages may also be required in offshore zones even though this requirement may not be part of traditional cabotage laws. All this helps to ensure that seafarers get treated decently and shipowners compete fairly.”
Chris Given, President of the SIU of Canada and Chair of the ITF Cabotage Taskforce, says: “The fact that in 2025 there are 105 States with cabotage is remarkable. It shows that the argument for cabotage is being won in many countries. This Report provides governments and policy makers with many examples of programmes and strategies from around the world that demonstrate how effective implementation of national shipping policies can help safeguard a country’s control over its supply chains and ability to support its people. The benefits of cabotage are universal and domestic maritime shipping is an essential component of a state’s strategic infrastructure and the protection of its national security.”
The updated Report is attracting further international interest and comment. Stephen Cotton, General Secretary of the ITF, has welcomed the findings saying: “There are multiple reasons why more States are now seeing the benefits of cabotage laws, and just a few of these benefits include increasing the resilience of their international supply chains, the security of their coastlines, the establishment of strategic fleets, and the recruitment, training and reskilling of national seafarers. In times of crisis if there is no cabotage there is no resilience; and in times of war if there is no cabotage there are no merchant ships to assist naval assets. So, States should ask themselves whether they can afford to run the risk of not having cabotage.”
Cabotage has a long history in maritime law, influenced by national politics and priorities. Traditionally, countries have used it to protect national seafarer jobs and ensure security, not just for economic reasons. Debate has intensified post-COVID-19 on the importance of national-flag vessels versus open-border shipping. About 140 countries with coastlines could implement cabotage out of a total of 193 UN member states. And cabotage requirements differ: ownership, flag, crew, and construction criteria, while waiver systems allow flexibility – countries may relax or tighten cabotage rules over time.
In the first edition of Cabotage Laws of the World published in 2018, it was observed that cabotage policies and laws have evolved over centuries and it was anticipated that cabotage policies and laws would be subject to further change.
The sheer speed and scope of the changes were not however fully anticipated. Many new cabotage laws have now been brought into force. In 2018, there were 91 States with cabotage. In 2025, there are 105 States with cabotage. Cabotage has spread in several regions of the world, including in West Africa, East Africa, in the Horn of Africa, in the Middle East, in Central America, in the Pacific Ocean and in the Caribbean Sea.
Since 2018, more States have extended their cabotage laws beyond internal waters and the territorial sea to some or all offshore zones and have covered more activities. And also since 2018, a majority of States have regulated the employment of seafarers in their cabotage voyages and trades and required vessels to be wholly or partially crewed. Against this trend it should be mentioned
that in some States, cabotage has been liberalised.
The policy objectives underpinning cabotage laws in 2018 have continued with no fixed international hierarchy. However in some significant and major States, cabotage has been used in conjunction with overarching maritime policies to strengthen the position of those States and to contest the emergence of the new global geopolitical order.
Since 2018, there have been constant changes in cabotage policies and laws around the world. Further and faster changes can be anticipated. As the geopolitical order changes more cabotage States are likely to change their cabotage policies and laws. International trading tariffs have changed and are still changing. Trade tariffs are beginning to change the global trading system. New trading routes are likely to lead to changes to the trades and voyages that are regulated by cabotage. Advances in marine scientific research and technology are likely to result in changes to offshore cabotage. The winds of change are also reaching offshore windfarms where cabotage has already begun and is likely to spread much more widely.
What has not changed since 2018 is the unique methodology adopted in the 2025 Report. As before, all the member States of the UN were researched. In 2018, the findings were unique; and they are unique in 2025. l