India accounts for the highest number of abandoned seafarers globally, primarily due to systemic issues like ‘flags of convenience’ registrations, opaque ownership structures, and inadequate regulatory oversight. This leaves Indian crews stranded without pay or support during disputes.
Indian sailors constitute the world’s second-largest maritime workforce but face disproportionate abandonment rates. According to the International Transport Workers’ Federation (ITF), Indian nationals comprised 899 of the 3,133 sailors abandoned globally in 2024. Recent cases include crews stranded in Ukrainian conflict zones, Saudi Arabian ports, and even Indian waters.
The crisis stems from the prevalent use of ‘flags of convenience,’ where ships register under nations with lax maritime regulations (e.g., Tanzania, Curacao). This practice obscures true ownership and enables evasion of responsibilities. In January 2025, Captain Amitabh Chaudhary and his crew were abandoned near Saudi Arabia after their vessel damaged, while in April 2025, Captain Prabjeet Singh and 22 others endured months without food or pay off Gujarat during an ownership dispute.
Globalized shipping operations compound the problem, with vessels typically managed by entities across multiple countries. This jurisdictional complexity leaves crews without legal recourse. Seafarers also report paying hefty fees to recruitment agents, making salary forfeiture unfeasible despite dire conditions.
The human impact is severe: Stranded sailors face hunger, mental health crises, and physical danger. Manas Kumar’s crew in Ukraine burned ship wood for cooking after supplies ran out, while Chaudhary’s team survived on rice and potatoes for weeks. Families in India suffer financial ruin without remittances.
India’s maritime regulator (Directorate General of Shipping) faces criticism for inadequate vetting of ships and recruiters. While some advocates urge sailors to scrutinize contracts preemptively, systemic failures remain the root cause. Current international conventions like the Maritime Labour Convention lack enforcement mechanisms.
Moving forward, the ITF pressures flag states to uphold seafarer rights, while affected crews seek faster consular intervention. Legal actions—like the Indian court seizing the Nirvana—offer limited relief, as wages often remain unpaid post-rescue. Industry reforms focusing on ownership transparency and stronger flag-state accountability appear crucial to resolve this humanitarian crisis.