The emergence of the shadow shipbreaking market

Elisabeth Braw is a senior fellow at the Atlantic Council, the author of the award-winning “Goodbye Globalization” and a regular columnist for POLITICO.

Russia’s shadow fleet just won’t go away.

Countries in the Baltic Sea region have tried virtually every legal means of stopping this gnawing headache for every country whose waters have been traversed by these mostly dilapidated vessels — and yes, sinking them would be illegal.

Now, these rust buckets are starting to cause an additional headache. Because they’re usually past retirement age, these vessels don’t last long before they need to be scrapped. This has opened a whole shadow trade that’s bound to cause serious harm to both humans and the environment.

Earlier this month, the globally infamous Eagle S ship met its end in the Turkish port of Aliağa. The bow of the 229-meter oil tanker was on shore, its stern afloat, with cranes disassembling and moving its parts into a sealed area. The negative environmental impact of this landing method “is no doubt higher than recycling in a fully contained area,” noted the NGO Shipbreaking Platform on its website.

But in the grand scheme of things, the Eagle S’s end was a relatively clean one. The 19-year-old Cook Islands-flagged oil tanker is a shadow vessel that had been transporting sanctioned Russian oil since early 2023. It then savaged an astonishing five undersea cables in the Gulf of Finland on Christmas Day last year, before being detained by the Finnish authorities.

People are willing to own shadow vessels because they can make a lot of money transporting sanctioned cargo. However, as the tiny, elusive outfits that own them would struggle to buy shiny new vessels even if they wanted to, these ships are often on their last legs — different surveys estimate that shadow vessels have an average age of 20 years or more.

Over the last few years, Russia’s embrace of the shadow fleet for its oil export has caused the fleet to grow dramatically, as tanker owners concluded they can make good money by selling their aging ships into the fleet. (They’d make less selling the vessels to shipbreakers.) Today, the shadow fleet encompasses the vast majority of retirement-age oil tankers. But after a few years, these tankers and ships are simply too old to sail, especially since shadow vessels undergo only the most cursory maintenance.

For aged ships, the world of official shipping has what one might call a funeral process: a scrapping market.

In 2024, 409 ships were scrapped through this official market, though calling it “official” makes it sound clean and safe, which, for the most part, it isn’t. A few of the ships scrapped last year were disassembled in countries like Denmark, Norway and the Netherlands, which follow strict rules regarding human and environmental safety. A handful of others were scrapped in Turkey, which has an OK record. But two-thirds were scrapped in Southeast Asia, where the shipbreaking industry is notoriously unsafe.

To get around safely rules, less-than-scrupulous owners often sell their nearly dead ships to “final journey” firms, which have the sole purpose of disposing of them. These companies and their middlemen then make money by selling the ships’ considerable amount of steel to metal companies. But in India, Pakistan and Bangladesh — the latter is the world’s most popular shipbreaking country — vessels are disassembled on beaches rather than sealed facilities, and by workers using little more than their hands.

Of course, this makes the process cheap, but it also makes it dangerous. According to the NGO Shipbreaking Platform, last year, 15 South Asian shipbreaking workers lost their lives on the job and 45 were injured. Just one accident involving an oil tanker claimed the lives of six workers and injured another six.

This brings us to the shadow fleet and its old vessels, as they, too, need to be scrapped. But many of them are under Western sanctions, which presents a challenge to their owners since international financial transactions are typically conducted in U.S. dollars.

Initially, I had suspected that coastal nations would start finding all manner of shadow vessels abandoned in their waters and would be left having to arrange the scrapping. But as owners want to make money from the ships’ metal, this frightening scenario hasn’t come to pass. Instead, a shadow shipbreaking market is emerging.

Open-source intelligence research shows that shadow vessel owners are now selling their sanctioned vessels to final-journey firms or middlemen in a process that mirror the official one. Given that these are mostly sanctioned vessels, the buyers naturally get a discount, which the sellers are more than willing to provide. After all, selling a larger shadow tanker for scrap value and making something to the tune of $10 to $15 million is more profitable than abandoning it.

And how are the payments made? We don’t know for sure, but they’re likely in crypto or a non-U.S. dollar currency.

These shady processes make the situation even more perilous for the workers doing the scrapping, not to mention for the environment. “Thanks to a string of new rules and regulations over the past five decades, shipping has become much safer, and that has reduced the number of accidents significantly in recent decades,” explained Mats Saether, a lawyer at the Nordisk legal services association in Oslo. “It’s regrettable that the shadow fleet is reversing this trend.” It certainly is.

Indeed, the scrapping of shadow vessels is a practice that demands serious scrutiny. Greenpeace, Human Rights Watch and other NGOs could do a good deed for the environment and unfortunate shipbreaking workers by conducting investigations. And surely the Bangladeshi government wouldn’t want to see Bangladeshi lives lost because Russia needs oil for war?

There’s an opportunity here for Western governments to help too. They could offer shadow vessel owners legal leniency and a way to sell their ships back into the official fleet — if the owners provide the authorities with details about the fleet’s inner workings and vow to leave the business.

Does that sound unlikely to succeed? Possibly. But that’s what people said about Italy’s pentiti system, and they were proven wrong. Besides, the shadow fleet is such a tumor on the shipping industry and the world’s waterways that almost any measure is worth a try.