Seafarers Left Behind: How Systemic Failures Enable Abandonment Crisis

The global shipping industry is built on the labour of seafarers, yet many of these workers are abandoned by shipowners. Abandonment, in this context, refers to a situation in which a shipowner fails to meet core obligations to the crew, including paying wages, covering repatriation costs, or providing basic necessities like food, accommodation, and medical care.[1] It also applies when the shipowner is left without the financial means to operate the vessel, leaving seafarers stranded without support or a way home.

The latest data from the International Transport Workers’ Federation (ITF) reveals a worsening crisis in seafarer abandonment cases. In 2024, the incidents reached a record high, with 3,133 crew members deserted by shipowners, an 87% increase from 2023.[2] The trend has continued in 2025. As of May, the ITF reported a nearly 33% rise in abandonment cases, with 158 incidents recorded up from 119 during the same period in 2024.[3] This crisis is especially pronounced for Southeast Asia seafarers. As per abandonment data available on the ILO Database, Southeast Asia accounts for a significant share of global cases. Of 1,321 recorded incidents, 425—roughly 32.2%—originated from this region, with the majority involving seafarers from Indonesia, the Philippines, and Myanmar.[4]

The most recent abandonment crisis is the case of the Celine, a crude oil tanker flying the flag of Panama. On 1 January 1 2025, the vessel was officially abandoned in the port of Khor Fakkan, United Arab Emirates, with 22 seafarers on board from six nationalities, including 15 from the Philippines, and one Indonesian.[5] The crew had gone unpaid for three months, and many had already exceeded their contract terms. Despite repeated repatriation requests, no action was taken, and no repatriation occurred. This case is just one of many that illustrates how seafarers continue to be abandoned. There are many more out there still fighting for their right to timely wages, repatriation, and basic protections—rights that should be guaranteed under international law but are all too often denied in practice.

“Many seafarers from Indonesia have experienced abandonment, even though the MLC 2006 clearly requires ships to have financial security in place to protect seafarers’ rights. As a trade union, we continue to report these cases to the ILO and IMO to demand that shipowners take responsibility and fulfil their obligations. We believe that what’s most important now is to carry out comprehensive reforms to the recruitment and oversight systems, and for the Indonesian Government to enforce Law No. 18 of 2017, so that no more seafarers fall prey to exploitation and abandonment.” - Indonesian Seafarers Rights Guard (SAKTI)

As mentioned by SAKTI, the Maritime Labour Convention (MLC) of 2006, known as the Seafarers’ Bill of Rights, has created several standards to protect seafarers from abandonment.[6] The convention obliges flag states to regularly inspect and monitor their registered vessels. These inspections are meant to detect early signs of non-compliance. Another layer of protection is a financial security system. Every country that is a party to the MLC must ensure that the ships registered under its flag have a financial security system in place and regulate this through its domestic laws. This system is designed to ensure that seafarers can be compensated if they are abandoned, injured, or die while working on board a ship. Yet in practice, many state parties lack either the capacity or the political will to enforce these obligations. As a result, thousands of seafarers are trapped and are left stranded each year, with little to no support from the very systems designed to protect them.

While abandoned seafarers are legally entitled to seek assistance from the flag state, the port state, their country of nationality, or through admiralty courts, these avenues often remain out of reach due to a lack of awareness. Many seafarers are simply unaware of their rights under the MLC or the existence of financial security systems meant to help them. Others may fear retaliation or blacklisting for speaking out. This knowledge gap, paired with weak enforcement, creates a systemic failure that leaves the most vulnerable unprotected. These structural failures ultimately render the MLC ineffective where it matters most.

This crisis makes it clear that real reform is urgently needed, especially from flag states, which have the power to monitor shipowners and hold them accountable. Stricter enforcement of inspection responsibilities, enhanced oversight of vessels, and the effective use of authority to deny certification in cases where there is a clear risk of abandonment are essential measures. Equally important is ensuring that seafarers are fully informed of their rights under MLC 2006 and have clear access to the support mechanisms available to them.

Sources:

[1] https://www.imo.org/en/ourwork/legal/pages/seafarer-abandonment.aspx

[2] https://www.eco-business.com/news/ive-seen-hell-inside-the-global-crisis-of-seafarer-exploitation/

[3] https://www.itfglobal.org/en/news/itf-seafarer-abandonment-in-2025-poised-shatter-2024-record?fbclid=IwY2xjawKkPHpleHRuA2FlbQIxMQBicmlkETEzeDhxU1hUa1kwN2lQZVl4AR6s8_-TRbIAOg4Hh5dZ0FC3f_lwyuaBBaiByFXvHkuFmsfuTCqLU4-CX8eJSA_aem_qwd2voUZLGKr4R18EaHoDg

[4] https://wwwex.ilo.org/dyn/r/abandonment/seafarers/search?clear=6

[5] https://wwwex.ilo.org/dyn/r/abandonment/seafarers/details?p3_abandonment_id=1249&p3_case_access_code=&p_lang=en

[6] https://www.ilo.org/sites/default/files/2024-10/NORMES_MLC%20Amendments-EN_2022_Web_1.pdf