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Life on board the ships stranded in the Persian Gulf
The Iran war has trapped thousands of seafarers on the wrong side of the Strait of Hormuz
At least 6,000 seafarers are stuck on board at least 400 tankers and cargo ships, according to the UN’s International Maritime Organisation (IMO). Many of the ships have been stranded in the Persian Gulf since the US-Israel war with Iran erupted in late February.
“It’s as if we are trapped in a pond,” Shafiqul Islam, captain of a ship carrying some 37,000 tonnes of fertiliser bound for South Africa, told the BBC in June. “There’s only one way out”: via the Strait of Hormuz, the narrow waterway between Iran and Oman through which some 20% of the world’s oil and liquefied natural gas – as well as crucial commodities including fertiliser, aluminium and helium – once flowed from Saudi Arabia, Kuwait, Bahrain, Qatar, Iraq and Iran to global markets.
Before the war, more than 130 ships a day transited the strait, which is 21 miles wide at its narrowest point. Iran declared the waterway closed and launched missiles and drones at vessels trying to sail through, grinding traffic to a halt. At one point, up to 20,000 mariners and 2,000 ships were stuck in the Gulf, with only a few vessels squeezing through each day.
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India, China, Pakistan and other nations negotiated with Iran for safe passage for their flagged vessels, and some tanker operators paid Iran up to $2 million for transit rights for individual ships. The logjam in the Gulf eased in June after Washington and Tehran struck a preliminary peace deal, after which about 30 ships a day were able to exit the strait. But that number dropped back to single digits earlier this month when the war restarted.
For the trapped sailors – mainly from India and the Philippines, as well as from nations including Bangladesh, Pakistan, Syria and Ukraine – the fear of death or injury is a constant. “Everyone is just exhausted,” said captain Hassan Khan, “both physically and mentally.” While trapped on ships often loaded with explosive substances, the crews have watched missiles and drones streak overhead, and at least 17 mariners have been killed in Iranian and US strikes.
Raman Kapoor, a tanker captain who had ten days left on his tour when the war erupted, watched helplessly in March as a nearby tanker exploded after being hit by an unmanned craft. One sailor died. “Everyone was so scared,” Kapoor said. “We are just seafarers. We are not trained for any war.”
What is life like on board?
Long, monotonous and very hot (daytime temperatures are usually above 40°C in July). While the crews work to ensure their ships remain seaworthy, and films and ping-pong serve as distractions, staving off boredom and depression is a struggle. “We do our best to keep [up] morale,” Abhijit Chopra, the captain of a tanker that had been stuck for more than 120 days, told Bloomberg. “But there is definitely a sense of strain and uncertainty.”
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To entertain themselves and add some diversity to onboard meals, some crews are catching and cooking fish. Calls home are a boon, but infrequent, because satellite phone time is limited and expensive. To protect sailors’ mental health, captains encourage crews to do everything together and to never leave anyone alone – even when they dine or relax. Sailors report that access to knives and other sharp objects is more tightly controlled than normal, to prevent people from harming themselves or others. Meanwhile, food, water and medicine on many vessels are running low.
Is anything being done about that?
Boats from nearby ports are delivering supplies, but prices keep going up. One Korean sailor told the BBC that it feels like suppliers “are trying to take advantage of the situation and make excessive profits”. The engineer of one ship said the cost of 180 tonnes of water has spiked from about $2,000 to $11,000. Fees for “bottom cleaners”, removing biofouling – barnacles, mussels, algae – from ships’ hulls have shot up, too. Scammers are also taking advantage, claiming to belong to Iran’s Revolutionary Guard, they’ve tricked shipping firms into sending hefty payments to their cryptocurrency wallets in exchange for safe passage.
Has there been any formal evacuation attempt?
A short-lived one. While a ceasefire was in effect in late June, the IMO began ushering ships through the strait’s southern and northern corridors – avoiding the central lanes where Iran had laid mines. Some 115 ships and 2,500 sailors made it out, but the US-backed initiative was scrapped within days after Iran attacked a tanker that was not taking part in the evacuation off Oman’s coast.
Some sailors have taken matters into their own hands. Stuck at an Iranian port, Santosh Kumar borrowed nearly $7,000 to pay an agent to drive him some 600 miles to Armenia, where he boarded a flight to Dubai and then on to his native India. “My family just wanted me home alive,” he said.
But such escapes have become increasingly difficult: some Gulf Arab states have restricted short-term shore passes for sailors over security concerns. Many merchant sailors are now wondering if the profession has become too dangerous, because the Iran war is only the latest crisis to hit the shipping industry.
What have been the other crises?
Mariners were stranded at sea during the pandemic, and drone attacks on vessels in the Black Sea have become routine since Russia’s 2022 invasion of Ukraine. Iran’s Houthi allies in Yemen – who attacked more than 100 vessels during the war in Gaza – last month declared an embargo of Saudi Arabian shipping in the Red Sea, putting more commercial vessels in the line of fire. Merchant seamen seem increasingly wary of going to sea: companies have struggled to secure replacement crews to relieve sailors in the Gulf whose contracts have expired, despite offering substantial bonuses. The war, said Arsenio Dominguez, the IMO’s secretary-general, has heightened the feeling among seafarers that they are “invisible, that they are not valued.”
A hidden workforce
Seafarers move 90% of global trade ($16.5 trillion worth of goods annually), yet they are largely invisible to the public. There are an estimated 2.6 million seafarers currently serving aboard 85,000 merchant vessels worldwide, according to the Seafarer Workforce Report 2026, published by the shipping association Bimco and the International Chamber of Shipping. More than half of all merchant mariners are provided by the “big five”: the Philippines, India, China, the Russian Federation and Indonesia; Poland, Romania and Ukraine are also important “supplier” nations. About a million are officers, and 1.5 million are ratings.
As ships have got bigger, and docks more automated, the number of sailors required per tonne of cargo has reduced drastically. Pay has become globalised, with most packages for able seamen around $1,200-$1,500 per month (the International Transport Workers’ Federation minimum basic wage is $690 per month). Around 24,500 UK merchant mariners were at sea in 2025; a collapse from the 1970s, when there were nearly 90,000 British sailors. This was driven by British-owned vessels shifting to foreign registries (known as “flagging out”) and the rise of recruitment from Asia and eastern Europe.
