In July 2023, the Captain Tarek cargo ship became a grim symbol of a growing humanitarian crisis. During a period of Israeli airstrikes on Hodeidah port in Yemen, 16 seafarers found themselves abandoned in a perilous conflict zone. This incident is part of a broader, alarming trend in the maritime industry where seafarers are being left to fend for themselves on stranded vessels, often without pay or support. The issue, described by the International Transport Workers' Federation (ITF) as a "cancer" of the industry, is escalating with a 135% surge in abandoned vessels from 2023 to 2024. The Middle East is particularly affected, with the United Arab Emirates emerging as the port state with the highest number of abandonments.
The rise in abandoned vessels has impacted over 3,000 seafarers worldwide according to data from a joint ITF and International Labour Organization (ILO) database. In 2024 alone, 312 vessels were abandoned, a stark increase from the previous year. Many of these ships sail under flags of convenience, such as Panama or Palau, complicating efforts to hold accountable those responsible for abandoning their crews. The Maritime Labour Convention defines "abandonment" as occurring when seafarers go two months without contractual wages, maintenance and support, or cost of repatriation, yet this definition does little to curb the growing crisis.
Vihaan, a marine engineer, exemplifies the plight of many seafarers caught in this troubling situation. Abandoned on the Navimar 3 tugboat in Bangladesh, he was forced to work without pay for nearly a year. His story is one of hardship and endurance as his family incurred debts that threaten to erase 20 years of savings due to his unpaid wages. The Navimar 3 was detained by Bangladeshi authorities due to unpaid fees, highlighting systemic issues within the maritime industry.
The Middle East region has become a notorious hotspot for vessel abandonment. In 2024, reports indicate that 108 vessels were abandoned, with UAE companies responsible for a significant portion of these cases. The practice of operating via "bareboat" charters, as seen in the case of Middle East Marine (MEM) and the Navimar 3, complicates accountability. Although AD Ports Group, a state-owned organization in Abu Dhabi, is the beneficial owner of the Navimar 3 through subsidiaries, the layers of ownership obscure responsibility for the abandonment.
Seafarers like Satya Rahul have shared harrowing experiences while being left aboard these abandoned ships. Describing his time during an airstrike, Rahul recounted:
“I was too much afraid. My life was in danger during the strike. I was doing my watch duties … because [at sea] we can’t leave responsibility on others. If anything goes wrong, then anything can happen with the life of all crew.” – Satya Rahul
The fear and uncertainty faced by seafarers during such dire circumstances are compounded by the lack of support and resources. Steve Trowsdale highlighted the increasing dangers faced by maritime workers:
“Seafaring has become more dangerous in recent years as conflicts have seen innocent workers targeted.” – Steve Trowsdale
The ITF has taken steps to address this crisis by recovering $10.4 million of the $20 million owed in unpaid wages to seafarers in 2024. However, these efforts only scratch the surface of a much larger problem. Mohamed Arrachedi, an advocate for seafarers' rights, stressed the urgency of addressing abandonment:
“We cannot normalise abandonment,” “It is immoral, inhumane. It is like modern slavery.” – Mohamed Arrachedi
The staggering statistics and personal stories illustrate a grim reality for those working at sea. As conflicts continue to destabilize regions and economic pressures mount, more seafarers find themselves trapped on vessels without hope of resolution or repatriation.