An unusual maritime phenomenon is unfolding in one of the world’s most strategically critical waterways, as zombie ships cross Strait of Hormuz under the cover of confusion, conflict, and disrupted monitoring systems.
The latest case involves a vessel identifying itself as Nabiin, which appeared to transit from the Persian Gulf into the Gulf of Oman within a matter of hours, according to ship-tracking data. At first glance, the journey might seem routine. However, shipping records indicate that the original Nabiin — an Aframax-class oil tanker built in 2002 — had already been dismantled years ago at a shipbreaking yard in Bangladesh.
This discrepancy has raised serious questions among maritime analysts and security experts. The vessel currently using the name is widely believed to be a so-called “zombie ship,” a term used to describe ships that assume the identities of scrapped or decommissioned vessels to evade detection, sanctions, or regulatory oversight.
The emergence of such vessels is not entirely new, but the frequency and visibility of these incidents appear to be increasing sharply as the Middle East conflict intensifies. The Strait of Hormuz, already under immense geopolitical pressure, has effectively become a testing ground for shadow maritime operations.
Just days before the Nabiin incident, another vessel — identifying itself as Jamal, a liquefied natural gas carrier — was tracked crossing the same waterway. Yet official records show that the real Jamal had been beached at a demolition yard in India the previous year. Together, these cases illustrate a pattern that suggests coordinated attempts to bypass restrictions in a region where legitimate shipping has largely ground to a halt.
The timing of these crossings is particularly significant. Since late February, the Strait of Hormuz has been severely disrupted by ongoing hostilities involving the United States, Israel, and Iran. The waterway, which typically handles about one-fifth of global oil and gas shipments, has seen a dramatic decline in traffic due to security risks and military activity.
In response to the crisis, Donald Trump issued a stark ultimatum demanding that Iran reopen the strait within 48 hours or face potential strikes on its energy infrastructure. Tehran, in turn, warned that any escalation would lead to a complete closure of the passage, further raising the stakes for global energy markets.
Amid this volatile environment, the appearance of zombie ships crossing Strait of Hormuz underscores the lengths to which some operators are willing to go to move cargo. These vessels often exploit gaps in maritime tracking systems, including the manipulation or deactivation of Automatic Identification System signals, to obscure their true identity and movements.
In the case of the ship posing as Nabiin, tracking data suggests that it entered the Persian Gulf shortly before the outbreak of hostilities, initially indicating Iraq’s Khor Al Zubair as its destination. It remained within the gulf for an extended period before eventually exiting toward the Gulf of Oman. However, its precise route remains unclear due to significant electronic interference affecting signal transmissions in the area.
By the time it left the gulf, the vessel appeared to be fully laden, based on its draft readings — a key indicator of how deeply a ship sits in the water. Yet it did not declare a clear destination, further complicating efforts to determine its purpose and ownership.
The use of false identities in maritime operations presents a range of challenges. For regulators and naval forces, distinguishing between legitimate and illicit vessels becomes increasingly difficult. For insurers and port authorities, the risks associated with unknown or misrepresented ships can be substantial.
Ownership records provide little clarity in this case. Databases list Dubai-based companies Muhit Maritime FZE and Sagitta Maritime Co Ltd as the manager and owner of the original Nabiin. However, attempts to contact these firms have reportedly failed, with phone calls going unanswered and emails bouncing back. Both companies share identical contact details, raising additional red flags about their legitimacy or current operational status.
The broader implications of these developments extend beyond individual vessels. The rise of zombie ships crossing Strait of Hormuz points to the emergence of a shadow fleet operating parallel to the formal global shipping industry. This network may include sanctioned entities, opportunistic traders, and intermediaries seeking to profit from the disruption.
Such practices are not without precedent. In previous periods of heightened sanctions and conflict, similar tactics have been used to transport oil and other commodities covertly. However, the scale and sophistication of current operations suggest a more organized and adaptive system, capable of responding quickly to changing conditions on the ground.
For countries heavily dependent on energy imports, the situation is particularly concerning. Disruptions in the Strait of Hormuz have already contributed to rising oil prices and increased volatility in global markets. The presence of unregulated vessels further complicates supply chains, introducing additional uncertainty and risk.
Moreover, the environmental and safety risks associated with zombie ships cannot be ignored. Vessels operating under false identities may not adhere to international safety standards, increasing the likelihood of accidents, spills, or collisions in an already congested and sensitive maritime corridor.
Efforts to monitor and control maritime activity in the region are ongoing, but they face significant challenges. Electronic interference, deliberate signal manipulation, and the sheer scale of the area make comprehensive surveillance difficult. Naval forces from multiple countries are present, yet coordination remains complex amid differing strategic objectives.
Despite these obstacles, the international community is increasingly aware of the need to address the issue. Enhanced tracking technologies, stricter enforcement of identification requirements, and greater cooperation between states may help mitigate the risks posed by shadow fleets.
Still, the persistence of zombie ships crossing Strait of Hormuz suggests that enforcement alone may not be sufficient. As long as economic incentives remain high and regulatory gaps exist, operators are likely to continue exploiting the system.
Looking ahead, the trajectory of the conflict will play a decisive role in shaping maritime activity in the region. A sustained ceasefire could pave the way for the gradual restoration of normal shipping operations, reducing the reliance on covert methods. Conversely, further escalation may entrench the current dynamics, making shadow fleets an enduring feature of the landscape.
For now, the case of the Nabiin serves as a stark illustration of how quickly established norms can be upended in times of crisis. In a region where every movement is closely watched and every shipment carries global significance, even ships that no longer officially exist are finding ways to navigate one of the world’s most contested waterways.
As investigators continue to piece together the identities and intentions of these vessels, one thing is clear: the phenomenon of zombie ships is no longer a fringe anomaly. It is becoming a defining characteristic of maritime trade under pressure, revealing both the vulnerabilities and the adaptability of the global shipping system in an era of heightened geopolitical tension.
