Seafarer Safety and Maritime Security in Conflict Zones

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The death of three Indian seafarers aboard MT Settebello during a US military strike in the Gulf of Oman has highlighted severe risks to commercial shipping.
This tragic incident brings maritime security and the safety of workers in conflict zones directly into focus for policymakers.

Modern maritime threats have shifted far beyond traditional piracy into the realm of Asymmetric Maritime Warfare.
Commercial cargo ships now face military-grade precision munitions and drone strikes launched by both sovereign states and non-state actors.
Civilian merchant ships often get caught in geopolitical crossfire and blockades, such as the US naval blockade on Iranian ports.
Unarmed cargo vessels carrying combustible materials easily become vulnerable collateral damage in disputes that do not involve them.
Ships accused of breaking international rules frequently lose vital safeguards like Protection and Indemnity (P&I) insurance cover.
Global treaties like UNCLOS and the Maritime Labour Convention (MLC) lack strong enforcement powers when armed groups or militaries launch attacks on the high seas.

A sanctioned vessel is a commercial ship blacklisted under official trade, economic, or security laws.
These restrictions are imposed globally through binding UN Security Council resolutions or unilaterally by regional blocs like the US, UK, or EU.
Ships face sanctions due to links with blacklisted entities, transnational terrorism, or the illegal transport of weapons and prohibited oil.
Vessels also face penalties for deceptive practices, such as disabling Automatic Identification Systems (AIS) and carrying out unauthorized transfers at sea.
Unilateral sanctions only apply within the imposing nation unless backed by a formal UN Security Council resolution.
Because of this distinction, a ship blacklisted by the United States is not automatically illegal under Indian law since India only enforces UN mandates.

India has over 300,000 trained seafarers as of 2025, making up nearly 12% of the global workforce and ranking third behind the Philippines and China.
Under the Maritime India Vision 2030, India aims to expand its global workforce share to 20% by the end of the decade.
Thousands of Indian sailors operate in volatile chokepoints like the Strait of Hormuz and the Bab-el-Mandeb in the Red Sea.
Many Indian sailors work on foreign ships registered under Flags of Convenience (FoC) like Panama, Liberia, and Palau.
When global powers target these ships, Indian crew members become unintentional victims, and home countries have limited power to intervene directly.
Indian seafarers send home billions of dollars in foreign remittances, supporting coastal families and the broader domestic economy.
More than 90% of India trade by volume relies on maritime routes, meaning security threats quickly spike shipping insurance costs and energy import bills.

The UNCLOS, 1982 treaty guarantees essential global principles including freedom of navigation and transit passage through international waters.
The Maritime Labour Convention (MLC), 2006, ratified by India, acts as the Seafarers' Bill of Rights under the International Labour Organization (ILO).
It sets clear rules ensuring fair working conditions, health protection, proper welfare, and repatriation rights for sailors.
The STCW Convention of 1978 establishes global baseline training and qualification standards for ship masters and watch personnel.
The SOLAS Convention of 1974, governed by the International Maritime Organization (IMO), sets minimum safety standards for merchant ship construction and equipment.
The SAR Convention of 1979 coordinates international rescue efforts to assist any person or sailor in distress at sea.
Domestically, the Merchant Shipping Act, 1958 serves as the core legislation regulating Indian-registered vessels and employment standards.
The Directorate General of Shipping (DGS) acts as the top regulator under the Ministry of Ports, Shipping and Waterways.
The Information Fusion Centre - Indian Ocean Region (IFC-IOR) located in Gurugram serves as the central hub for maritime domain awareness and intelligence sharing.

India must expand naval operations like Operation Sankalp to provide better surveillance and rapid rescue support in high-risk Arabian Sea zones.
Authorities must adopt a risk-based approach involving regular safety assessments and clear advisories instead of applying blanket shipping bans.
The Directorate General of Shipping (DGS) must audit placement agencies strictly to ensure crews give informed consent before entering dangerous waters.
Sailors who refuse assignments in active war zones must receive legal protection against professional penalties.
The government should build an inter-ministerial framework to coordinate crisis response, share real-time intelligence, and support affected families.
India should use its leadership role in the Indian Ocean Rim Association (IORA) and the IMO to push for binding rules protecting civilian mariners in wartime.