As the closure of the Strait of Hormuz drags on, the United Nations’ International Maritime Organization has sounded the alarm over a related humanitarian crisis: the plight of the crew stuck on ships at or near the strait.
Up to 20,000 seafarers on 2,000 vessels remain stranded in and around the strait, enduring a combination of physical danger and psychological stress typical of combat zones.
They face daily horrors at work. Exhausted by the risk of being hit by missiles or falling debris, they cannot rest in safe harbours, as nearby ports are not secure.
As their supplies dwindle to dangerously low levels, they must ration food and water and rely on charities such as Mission to Seafarers for supplies (at great risk to the charity workers).
The longer the crisis persists, the more likely seafarers will be working after their contracts expire. They risk not being paid and being unable to get home. Desperate seafarers have also reportedly been targeted by scammers offering safe passage through the strait in exchange for cryptocurrency.
The current crisis is deeply troubling. But the grim reality is that even at the best of times, seafarers generally experience appalling working conditions, while contending with geopolitical crises and unpredictable trade cycles.
These workers face financial insecurity, job uncertainty, physical and mental hazards, isolation, overwork and limited career prospects. Fatigue and sleep deprivation expose them to serious injuries or illnesses on vessels that often operate without adequate medical facilities or qualified doctors.
Lessons of COVID
The current crisis echoes problems revealed during the COVID pandemic. Then, some 400,000 seafarers were stranded at sea. Many were unpaid, and couldn’t be repatriated.
Some ship operators introduced “no crew change” clauses (which ban crew changes while the operator’s cargo is onboard). Such clauses in contracts undermine seafarers’ rights under the Maritime Labour Convention 2006. This exists to promote safety, security and good working conditions on ships, and protect seafarers’ rights.
As a result of an amendment to this convention, seafarers have since been designated as “key workers”. This facilitates access to shore leave, repatriation, crew changes and medical care ashore.
However, the amendments do not take effect until December 2027.
More broadly, the Maritime Labour Convention requires shipowners to provide accommodation, food, transportation, cover for medical expenses and repatriation (the cost of the seafarers’ journeys home, including accommodation).
But it relies on the countries where ships are registered (known as flag states) to regulate shipping – and ships are constantly moving and beyond the reach of regulators. Many are registered under flags of convenience (that is, not where they are owned) in countries with low labour standards that are seldom enforced.
Risk of attack or abandonment
Many commercial ships currently stuck in the Strait of Hormuz have been targeted in military operations, by bothIranian and US forces.
Seafarers also face the unique threat of abandonment. This is where shipowners – in breach of maritime law – leave them without wages, support or maintenance. This occurs when shipowners fail to secure new business.
And it is very difficult for seafarers to leave the ship on which they work. Maritime law also compels crews to keep ships safe and operational and prevents them abandoning ships except under the most extreme circumstances, such as if the vessel is sinking.
In 2025, 6,223 seafarers were abandoned on 410 ships – the sixth yearly increase in a row.
According to the International Seafarers’ Welfare and Assistance Network, there are probably many more unreported cases as seafarers fear dismissal and being blacklisted from other work.
Early indications for 2026 are that the number of seafarers abandoned by shipowners already exceeds 6,000 cases.
Abandoned seafarers were also owed US$25.8 million in unpaid wages in 2025, of which just $16.5 million was recovered.
Shadow fleets
Most abandonments are linked to the shadow fleet, meaning ships that carry oil, gas and other goods in breach of sanctions. The shadow fleet has expanded to 20% of the world’s tankers and 7.5% of LPG carriers.
Shadow fleet vessels have opaque ownership, inadequate insurance and poorly trained crew obtained through illegal recruitment methods bordering on human trafficking.
They are registered in countries with lenient labour laws and poor labour protections, few safety regulations and little oversight. More than half of these ships are more than 15 years old (the traditional cut off age for tankers used by major oil companies) and are in substandard condition. They also use ports where they are unlikely to be inspected.
In addition, they are often run by small ship management companies with little technical knowledge or industry experience, about which very little information is available.
Stranded in the strait
Under the circumstances in the strait, seafarers have been denied the right of repatriation. First, the US blockade prevents ships accessing ports from which they could transit. Second, the fuel crisis has driven the price of flights to a level that many shipowners cannot afford.
India, which maintains diplomatic relations with Iran and imports 90% of its gas from the Persian Gulf, has negotiated the safe passage of its seafarers.
But thousands of others remain stranded, with no states coming to their aid.