India’s ambition to become a leading supplier of seafarers to the global shipping industry has faced recent setbacks due to the emergence of unapproved private entities issuing fraudulent competency certificates. These certificates are not aligned with the training and assessment standards mandated by the STCW Convention, a global treaty established by the International Maritime Organisation (IMO). Authorized and unauthorized manning agents have exploited this situation by urging Indian seafarers to take jobs on foreign-flagged ships without proper verification of these dubious certificates.
To address this issue, India’s Directorate General of Shipping (DGS) implemented a significant policy change on July 18, 2025. This order prohibits Indian seafarers from working on foreign-flagged ships if they hold certificates from maritime administrations of countries not recognized by India. The move, however, led to widespread protests amidst concerns that it could jeopardize thousands of seafarers’ jobs. The situation escalated into a legal dispute, prompting a court hearing at the Bombay High Court on August 1, 2025.
On the same day as the court proceedings, the DGS issued another directive that effectively bans foreign maritime administrations, agencies, or institutions from providing maritime training or certification without prior written approval from the Indian authority. This measure aims not only to combat fraudulent practices but also to align private entities with Indian laws concerning seafarer training and certification. It acknowledges that some seafarers may have unwittingly fallen prey to the allure of shortcuts along their career paths, compelling them to seek competency certificates through illegitimate channels.
Meanwhile, the shipping landscape remains complex. Prime Minister Narendra Modi’s initiative to bolster India’s shipbuilding capacity is encountering resistance from local fleet owners, raising doubts about the feasibility of these plans. However, policymakers continue to push forward, making strides toward local production of Very Large Gas Carriers (VLGCs) and Platform Supply Vessels that support oil and gas drilling operations along the Indian coast. Additionally, ONGC Ltd is actively seeking local shipyards to construct these essential vessels.
In another noteworthy development, sanctions imposed by the EU have placed enormous pressure on Nayara Energy, a company backed by Russia. These sanctions have led several Indian ship owners to withdraw from contracts to transport petroleum products, further complicating India’s maritime operations.
Lastly, the Andhra Pradesh government, led by N Chandrababu Naidu, has made adjustments to the concession agreement for the Kakinada Gateway Port to facilitate a captive port facility for the integrated steel plant proposed by ArcelorMittal Nippon Steel India.
In summary, while the Indian maritime sector is navigating tumultuous waters with regulatory changes aimed at enhancing the quality of its seafarers, broader initiatives in shipbuilding and energy transport continue to evolve amid challenges from both domestic and international fronts.
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