Historically, the term “ghost ship” was associated with legends of drifting vessels without crews. However, in the 21st century, it has acquired a new, far more sinister meaning. This refers not to mysterious disappearances, but to the systemic practice of abandoning seafarers by shipowners. According to the definition enshrined in international law, seafarers are considered abandoned if the owner fails to pay wages for more than two months, fails to provide food and fuel, and fails to organize repatriation.
A typical scenario is as follows: a ship is detained in port for debts or technical violations, cargo is not paid for, and the owner stops communicating. The seafarers run out of fuel and food, but are unable to leave the ship due to a lack of visas and financial means. In some cases, seafarers remain on board for six months or more. International media reports include crews reporting psychological exhaustion and despair, and trade unions have documented crew members attempting suicide.
Statistics from recent years show a rapidly deteriorating situation. While 118 cases and 1,835 abandoned seafarers were recorded in 2022, in 2024 the figure was 312 vessels and 4,726 people. In 2025, the global maritime industry faced its largest crisis on record, with the number of so-called “ghost ships” reaching record levels. According to the International Transport Workers’ Federation (ITF), 410 cases of abandoned ships were recorded this year, a 31% increase over 2024. A total of 6,223 seafarers were found on board these vessels (a 32% increase). This marks the sixth consecutive year of record-breaking numbers of abandoned ships, and the fourth consecutive year of record-breaking numbers of people stranded at sea without pay, fuel, or the means to return home.
The total amount of unpaid wages by 2025 reached $25.8 million. The ITF has managed to recover $16.5 million, but thousands of people remain without income for months. For many, this means they are unable to support their families in India, the Philippines, Eastern Europe, and Africa, where a significant portion of the world’s maritime workforce is sourced.
The causes of the crisis lie in the intersection of economic, legal, and geopolitical factors. A key role is played by the “flag of convenience” system—the registration of ships in jurisdictions with minimal owner requirements and lax oversight. According to the ITF, 82% of ships abandoned in 2025 were flying such flags. The most popular jurisdictions were Panama, Liberia, and the Marshall Islands. Industry experts estimate that approximately one-third of the world’s merchant fleet is registered under this model. While this practice is formally legal, in reality, it makes it easier for owners to disappear, leaving their crews in debt and without support.
The geography of abandonments covers virtually all key shipping routes, from the Persian Gulf to the Mediterranean and South Asia. According to the ITF, in 2025, the greatest number of cases was recorded in the Middle East, with over 120 incidents, or almost a third of all registered abandonments. Leading the way were ports in the United Arab Emirates, where dozens of detained and effectively abandoned vessels were recorded, as well as Turkey and Saudi Arabia, through which a significant portion of oil exports and transit shipments pass. In the Eastern Mediterranean, including Greek and Cypriot waters, dozens of cases were recorded, due to intensive tanker and bulk carrier traffic. In South Asia, primarily in India and neighboring countries, the number of abandonments exceeded 50 per year.
Thus, almost one in three cases worldwide occurs in the Persian Gulf region, and the Middle East and Eastern Mediterranean together account for approximately half of all recorded abandonments. This geography coincides almost entirely with the main oil and petroleum product shipping routes, from the Persian Gulf export terminals through the Suez Canal to European and Asian markets. It is here that the so-called “shadow fleet” is particularly active, reinforcing the correlation between the rise in sanctioned and “gray” shipping and the increasing number of vessels with abandoned crews.
The “shadow fleet” refers to a collection of vessels with opaque ownership structures, often used to transport raw materials in defiance of sanctions. Analytical reports, including research by the Atlantic Council, note a significant expansion of this fleet after 2022. According to industry publication Lloyd’s List, up to two-thirds of tanker abandonments involve vessels in the “shadow” segment. These ships often have complex ownership chains through offshore companies, minimal insurance coverage, or operate without full insurance at all. In the event of detention or economic difficulties, the owner can simply terminate contact, leaving the crew effectively liable.
The scale of Russia’s so-called “shadow fleet” deserves special attention. According to an analytical report by the Center for Strategic and International Studies (CSIS), the number of vessels directly involved in the illicit oil trade is estimated at approximately 900 units. These same estimates place the total volume of shipments at over 3.7 million barrels of oil per day, with annual revenues from such shipments reaching $87-100 billion. Meanwhile, other research centers, including the Atlantic Council, point to even more rapid growth. After 2022, the size of Russia’s “shadow fleet,” including tankers and auxiliary vessels, could have increased to approximately 1,400 units, accompanied by an expansion of transponder deactivation practices, complex ownership structures, and operations in the “gray zone” of international regulation.
Is there a direct link between the rise in abandonments and the vessels involved in sanctioned shipping? A statistical analysis shows that such a correlation is evident and systemic. According to the maritime analytical publication Lloyd’s List, more than two-thirds of crew abandonments on large tankers and gas carriers occur on vessels belonging to the so-called “shadow fleet.” In 2025, of the 46 abandoned ships recorded in the tanker segment over 5,000 tonnes deadweight, 27 occurred on vessels included in the “shadow fleet” lists. This means that the risk of crew abandonment on a vessel operating under a “gray” sanctions scheme is significantly higher than on a regular commercial vessel.
Statistics confirm that the expansion of sanctioned and semi-legal shipping directly exacerbates the humanitarian crisis of “abandonments,” turning the shadow fleet into a key driver of the growth of modern “ghost ships.”
The rise in abandonments is closely linked to the economic turbulence of recent years. The pandemic, supply chain disruptions, sanctions restrictions, and rising insurance costs have increased the risks for owners of old and low-margin vessels. In the oil shipping segment, this has coincided with the active use of obsolete tankers to evade sanctions. Such vessels often operate at the limits of their technical capabilities, and when problems arise, they become “toxic assets” that are easier to discard than to bear the costs.
The consequences of this phenomenon are multifaceted. The most obvious is the disregard for international maritime law and the erosion of trust in the institution of flag states. Abandoned vessels, especially older tankers, pose environmental risks as they can cause oil spills and other accidents. Without insurance and a responsible owner, cleanup becomes extremely difficult. Finally, it is a blow to social stability in countries where work at sea is the primary source of income for thousands of families.
The ocean, which accounts for up to 90% of global trade, is becoming a trap for thousands of people. As long as the system of vessel registration and owner monitoring remains fragmented and the “shadow fleet” continues to expand, the number of abandonments and abandoned seafarers will continue to grow.