Dr Saptarshi Basu,
Principal OERC academy (Fellow member IMEI)
1. Akil Joan (26, from Kerala) - kidnapped and killed aboard the MV Golden Leo
2. Adita - killed aboard the MV Golden Leo
3. Shivanand - killed aboard the MV Golden Leo
4. Suresh - killed aboard the MV Golden Leo
5. An unidentified seafarer - killed during a Black Sea transit attack on July 18, 2026
Strait of Hormuz and Gulf of Oman Losses:
The Union Government has revealed that in the recent conflict in West Asia where American, Israeli and Iranian ships were involved and merchant ships including Indian ones were targeted, a total of 10 Indian seafarers and 6 other Indians lost their lives.
The incidents are as follows:
1.
2. Mombasa (July 2026): Firing of Iranian missile into the engine room of an UAE flagged oil tanker resulted in death on an Indian mariner in Gulf of Oman.
3. The Gulf of Oman Strike (June 2026): While enforcing the blockade, American missiles disabled a commercial ship and killed three Indian seafarers.
4. Other Casualties: In addition to the above 10 seafarers, another five Indian crew died when commercial ships were hit by drone strikes or projectiles. The carrying out of such strikes was between nations having enmity among themselves or suspected of violating blockade.
These episodes leave us with a deeper question: whether these are all isolated issues, or do they reflect a broader pattern. Over time, influential foreign maritime powers have often prevailed upon seafarers from developing nations that has even violated their fundamental rights. It also needs to be considered whether there is an implicit bias within the international maritime industry that leaves Indian seafarers disproportionately vulnerable, as they don't know whom to approach and are not remembered well by the community and the country.
There have been other challenges too. Some countries have used judicial overreach including arrests of Indian seafarers on a flimsy pretext. It is also the pirates and the terrorists who see seafarers as vulnerable.
Thus, Indian seafarers have been subjected to a pattern of hostile acts, unlawful detentions, criminalization and even piracy, by foreign governments, ports, and stateless actors.
1.
Criminalization & Judicial Overreach
Hebei Spirit Incident (South Korea, 2007-2009):
In Dec 2007, while on a safe anchorage off Daesan, South Korea, the Hong Kong flagged Supertanker Hebei Spirit was hit by a crane barge of Samsung Heavy Industries that broke loose in rough weather and pierced the ship's hull causing South Korea's largest ever environmental oil spill. Despite taking all possible defensive measures, the master and chief officer of the vessel were arrested by the South Korean Judiciary. After the initial judgement of their innocence, the prosecutor general filed an appeal, and the two officers were re-arrested and sentenced to prison. After nearly 550 days of detention and travel bans, massive protests by workers' unions saw the final acquittal and release.
M/V
Dali Key Bridge Allision (United States, 2024-2026):
On March 26, 2024, the Singapore flagged container vessel M/V Dali suffered power failures and collided with the Francis Scott Key Bridge in Baltimore. Though the Indian crew on-board was praised for broadcasting a distress signal (Mayday) allowing the police to halt traffic on the bridge, the Indian crew were put in virtual ship-board detention for several months with their communications and passports seized. The US Department of Justice filed federal criminal charges against the ship managers and technicians accusing them of "conspiring to and negligently causing the allision...in violation of the Ports and Waterways Safety Act".
MT Heroic Idun Ordeal (Equatorial Guinea & Nigeria,
2022-2023):
In August 2022, as the Heroic Idun was at anchorage to load cargo at Akpo in Nigeria, a ship with no AIS and later claimed to be a Nigerian naval vessel, chased the ship one night. The master altered the course of his ship, increased RPM and gave fake May Day call and took the ship on high seas. Eventually she was captured by Navy of Equatorial Guinea who boarded her from Malabo government-vessel “on request by regional authorities”. The crew (26 Indians) were kept on board the chartered tanker for about nine months before India pleaded bargain millions of dollars and crew were handed over to Nigerian Navy in Dec-22 to face trial for stealing crude oil.
Given Suez Canal Detention (Egypt, 2021):
Post the Ever Given's historic grounding at the Suez Canal, Egyptian Suez Canal Authority enforced arrest order on both the vessel and all 25 Indian crew members, who were not allowed to leave Egypt and kept captive on board for more than 3 months in the Great Bitter Lake while ~$900 million was negotiated as salvage and for reputation to set them free.
2. State Seizures & Geopolitical Retaliation
Persian Gulf Ship Seizures:
In addition to the recent seizure of the MSC Aries in 2024 and Stena Impero of 2019, the Islamic Revolutionary Guard Corps of Iran has repeatedly detained commercial vessels carrying Indian crew members, in the Strait of Hormuz, in the course of the renewed tensions in the region. Indian seafarers have been held as leverage in international disputes and sanctions enforcement.
Western Sanctions Detentions:
Indian masters and technical officers sailing commercial vessels on behalf of Russian and Venezuelan shadow tanker fleets have faced detentions, port seizures and even criminal prosecution in Western jurisdictions (Marinera, MV Smyrto proceedings).
3. Somali Piracy
Historical Peak & Modern Resurgence:
During the peak of the Somali piracy (2008-2012) and its resurgence across the Gulf of Aden and the Arabian Sea (2023-2026), Indian seafarers have been amongst the most frequently targeted due to their high presence in the merchant navy. It is estimated at the peak that somewhere around 800 seafarers were held captive by the Somalian pirates in the port of Eel in Puntland.
1. MV Lila Norfolk (January 2024): The vessel was hijacked off the coast of Somalia with a crew of 15 Indian nationality, however later recaptured by the Indian Navy MARCOS.
2. MV Ruen (December 2023 - March 2024): Hijacked by Somali pirates and used as a mothership until an Indian naval operation captured 35 pirates and rescued the crew.
3. MTC
Cebu 1 & MV Lut (August 2026): Tanker and cargo vessel were hijacked by
Puntland based pirate groups off the coast of Yemen and Somalia, with a total
of twenty-two Indian crews being held hostages for ransom.
4. Today under some estimates there are more than 30 so called pirate universities, involved in,
- ●human trafficking
- ●ransoming
- ●ship jacking
- ●hijacking
- ●narcotics
- ●all forms of internationally prescribed organized criminal activity acts of terrorism through heavily armed militia.
- ●It is reported that they are also supported by extremist organizations.
4.
Non-State Militias & Armed Conflict Zones
Houthi
Attacks (Red Sea/Gulf of Aden, 2023-2026):
Over the past years, the Yemeni Houthi militia has carried out dozens of ballistic missile, anti-ship missile and drone attacks, on merchant vessels transiting the Bab-el-Mandeb Strait. The Indian mariners injured and killed (True Confidence, March 2024; MV GFS Galaxy, 2026) and captured (Galaxy Leader) speaks for itself.
1. MV True Confidence (March 2024) The Attack: In the morning of March 6, 2024 the Yemeni-registered bulk carrier was struck by a Houthi missile in position Gulf of Aden, approximately 50 nautical miles south-west of Aden. The missile attack caused a fire on board and also left crew with serious injuries. Indian Casualties: The ship had a crew of 20, including one Indian national. All the 21 crew members (including armed guards) were rescued by INS Kolkata but unfortunately three among the crew lost their lives in the assault. Note: While the Indian crew member managed to survive, the incident marked one of the first with civilian fatalities in the Houthi campaign against shipping.
2. MV GFS Galaxy (July 2026) The Attack: Perplexity 12th of July the year 2026 saw a turn of Cypris bound container ship MV GFS Galaxy was being shot at while navigating Omani waters in the strait of Hormuz. The attack led to fire outbreak in the engine room, thus rendering the ship powerless. Latest reports confirm that the ship had a total of 24 crews, out of which 11 were Indian nationals. Presently, 23 crew members have been rescued, and search is on for one more Indian crew member, third engineer Heramb Karmakar who was last seen near the engine room. The US Central Command has blamed the attack on the MV GFS Galaxy on Iran’s Islamic Revolutionary Guard Corps (IRGC) rather than the Houthi militia.
3. Galaxy Leader (November 2023) November 19, 2023: In an act of piracy using a helicopter Houthi rebels commandeered the Bahamas flagged vehicle carrier Galaxy Leader. The ship was en route to India from Turkey. Indian Casualties: All the 25 crew members taken hostage by the pirates on October 10 last year, were from foreign countries like Philippines, Mexico, Romania, Bulgaria and Ukraine. They were in captivity for over a year. The crew was released on January 22, 2025, after a ceasefire agreement in Gaza.
Black Sea War Zone Attacks (2022-2026):
Indian seafarers aboard neutral commercial bulkers and cargo vessels have been caught in the crossfire of blockaded Ukrainian ports or directly attacked by Russian missiles (MV Golden Leo, Banglar Samriddhi incidents) resulting in casualties to seafarers.
The Government's Response: Protecting India's Seafarers
The Government of India through the Ministry of Ports, Shipping and Waterways (MoPSW), Directorate General of Shipping (DGS), Ministry of External Affairs (MEA) and the Indian Navy have put in place a strong framework to prevent hostile actions, piracy and unfair criminalization of Indian seafarers abroad:
1. Domestic Legal Framework & Anti-Piracy Mandates
Maritime
Anti-Piracy Act (2022):
Prior to the Act, India did not have specific domestic laws to try sea pirates and relied on archaic admiralty laws. The Act defines piracy, provides universal jurisdiction to Indian designated courts, empowers the Indian Navy and Coast Guard to intercept and arrest pirates on high seas, and provides for capital punishment or life imprisonment for acts threatening maritime security.
Regulation of Recruitment Services:
Under Merchant Shipping (Recruitment and Placement of Seafarers) Rules, the government mandates that recruitment of Seafarers is only done by registered Recruitment and Placement Service Licensees (RPSL). These RPSLs are liable for any delays, legal defense, and compensation to wages in case of any sanctions against the foreign ships for which they provide manpower, or in cases where seafarers are detained, arrested, or physically restrained in a port.
2. Operational Crisis Management
Crisis Management Group (CMG):
The DGS has instituted a permanent Crisis Management Group and a 24/7 Maritime Security Branch, to handle any crisis or threat to seafarers and vessels. The "Seafarer-First" Framework has real-time dashboards of all Indian crew on high-risk waters, regardless of flag of the ship.
Emergency Helplines:
A 24/7 operational cell at the Directorate General of Shipping maintains communication links with vessels, owners, agents, and families in case of an emergency. Family Liaison Officers are deployed in the families of seafarers in cases of geopolitical detentions, to prevent panic and coordinate support.
3. Active Naval Interventions
Operation Sankalp:
The Indian Navy maintains a presence of warships on a continuous basis in the Gulf of Aden, Persian Gulf and Western Indian Ocean. Task forces are deployed for merchant vessel escort, aerial surveillance patrols and active interdiction against pirates and drones.
MARCOS
Hostage Rescue:
MV Lila Norfolk Rescue Operation (January 2024)
A distress signal was sent by the Liberian-flagged bulk carrier MV Lila Norfolk on January 4, 2024, that it had been hijacked off the coast of Somalia. The vessel with a crew of 21 which included 15 Indian nationals. The Indian Navy responded immediately with the following actions: -
Force Deployment: The guided-missile destroyer INS Chennai, which was already on an anti-piracy patrol, was quickly re-tasked to intercept the vessel. P-8I maritime patrol aircraft, helicopters and MQ-9B Predator drones were further deployed to carry out aerial surveillance round-the-clock. Rapid Interception: By the afternoon of January 5, 2024, INS Chennai had intercepted and forced to stop the hijacked merchant vessel. The Indian Navy’s elite Marine Commandos (MARCOS) boarded the ship and conducted a search-and-destroy mission to eliminate any resistance.
Indian Navy carried out its biggest operation to rescue a hijacked foreign merchant vessel in March 2011 after it received a distress call from MV Andheri. The pirates had however abandoned ship in the face of overwhelming military might and all crew 21 in number including the Indians 15 in number were safely evacuated with commandos later confirming that no pirates remained onboard.
MV Ruen Rescue Operation (March 2024) March 2024 saw the Indian Navy launch a military operation on a grand-scale complex to take back control of something from the Somali pirates; the Maltese-flagged bulk carrier, MV Ruen which had been in their custody since December 14, 2023. This operation was significantly larger and more confrontational: -
Formidable Naval Power: The operation was spearheaded by the destroyer INS Kolkata, supported by the patrol vessel INS Subhadra. Aerial Insertion of Commandos: C-17 transport aircraft was utilized by the Indian Air Force, in order to airdrop along with their assault boats Marine Commando (MARCOS) teams directly into the operational area close to the hijacked vessel. Active Engagement: When INS Kolkata intercepted the ship on March 15, the pirates opened fire. The Indian forces responded with calibrated, limited self-defense fire.
Safely Rescued Hostages: The captured crew of the ship were the hostages, and they were comprised of citizens from Bulgaria, Angola and Myanmar. The hostages were safely released after soldiers managed to force all thirty-five pirates to surrender after 40 hours of intense raid into the ship. No ransom was paid for the safe release of hostages.
Role
of Information Fusion Centre – Indian Ocean Region (IFC-IOR)
The Information Fusion Centre – Indian Ocean Region (IFC-IOR) based out of Gurugram, is a regional maritime information hub jointly managed by the Indian Navy and the Indian Coast Guard. It provides crucial intelligence assistance and coordination during anti-piracy operations and hostage rescues acting as a force multiplier. Its core functions include Real-Time Intelligence Sharing & Verification: The IFC-IOR constantly monitors, validates and collates maritime security information and shares it in real-time with international partners. In the MV Lila Norfolk incident, appreciation from the owner of the ship received directly by the director of the centre speaks for the timeliness of its intelligence support. An information nexus, the IFC-IOR has International Liaison Officers (ILOs) from 15 partner nations and interfaces with 25 other nations and 57 other maritime security agencies providing a mechanism for fast multi-national coordination in times of emergency. By staying constantly vigilant, the IFC-IOR is able to issue early warnings to merchant traffic, alerting them to avoid high-risk areas and providing transit corridors[v]. The Indian Navy’s approach of ‘no ransom’ along with this proactive warning system acts as a two-tiered defense against pirates. In Summary the Marine Commandos (MARCOS) serve as the sharp tip of the spear—the elite, direct-action force specifically trained and equipped for maritime counterterrorism/hostage rescue. The IFC-IOR serves as the force multiplier—the nerve centre that provides the critical intelligence, surveillance, and multinational coordination required to make these high-stakes operations successful. Together, these security umbrellas safeguard both Indian and foreign seafarers, besides ensuring the overall stability of the maritime environment in the Indian Ocean Region
4. Diplomatic Protection
Consular
Access and Legal Support:
In cases of unilateral ship arrests or sanctions enforcement or allisions (MT Heroic Idun, MV Dali and foreign tanker detentions), the MEA and Indian Embassies are directed to ensure consular access, medical assistance, legal support, and provide any necessary provisions to families of seafarers in distress. The Government advocates with foreign Governments to separate shore-side corporate culpability from technical operational duties, to prevent seafarers from being mired in non-technical controversies.
High
Risk SOPs:
Through DG Shipping Circulars and High-Risk SOPs, the government issues advisories to companies to reroute, restrict deployment without consent, or enforce extra security protocols, while navigating the Red Sea, Strait of Hormuz, or Black Sea.
5. Multilateral Advocacy
IMO
& ILO Advocacy:
India has a significant representation in the International Maritime Organization and the International Labour Organization. One of the first offices of the International Labour Organization and the World Health Organization was set up in India. India, through its massive network of trade unions and the Seamen's Union, has been in very close coordination with the International Labour Organization and had actively ratified the MLC 2006 Convention for the Welfare of Seafarers. Even before the welfare of seafarers was made mandatory in international maritime legislation through MLC 2006, India had the post of Shipping Master as a Seaman Welfare Officer. Also, the Seaman Welfare Fund was instituted with contribution from both the government and ship owners as well as seafarers. On the background of this legacy India has sent several representations to IMO and had held prestigious positions in the office of Shipping IMO. Such a notable achievement is by the longest-serving tenure of Dr. C.P. Srivastava, who was an IS officer and had retired from Shipping Corporation of India.
He was sent as a representative from Ministry of Shipping, Government of India, and ended up being one of the longest-serving General Secretaries.
It is with these credentials that India, through its executive arm of the Ministry of Shipping, the Directorate General of Shipping or the Directorate General of Maritime Affairs, have been sending their representatives for surveyor and engineer officers and nautical surveyors to regularly champion the cause of Indian ship errors. and seafarer community at large. It has been a constant pitch of Government of India that seafarers should not be made pawns in geopolitical conflict and competition and to further somebody's strategic aims.
Regional Security Accords:
On account of the SUA Convention and ISPS Code and also the presently active best management practices against piracy, several multinational organizations have been formed to counter the menace of terrorism and piracy at sea. For example:
●International Maritime Bureau (IMB)
●The Djibouti Code of Conduct Amendment (DCOCJA)
●Shared Awareness and Deconfliction
●Regional cooperation and agreement on combatting piracy and armed robbery against ships RECAAP:
●MSC HOA,
●UKMTO
Multilateral organizations form information-sharing centres and sometimes coordination for antipiracy activity through military forces stationed nearby in case it is a coalition military force, such as the Combined Task Force 150/161 and others which are predominantly European by nature. But given the geopolitical nature of the conflict that is plaguing the region at present, these rebel organizations have become much stronger and brazenly attacking international shipping. Hence, they have to be countered by military power and a national fleet being present in those areas to neutralize the threat they possess towards the energy transit corridor and sea lanes of communication for critical mineral resources, energy, and essential trade between these regions and choke points.
What More Needs to Be Done: A Call for Armed Protection
Seafarers are our national assets. They are our human capital without which India's EXIM trade is not possible. They contribute to the global trade significantly by providing the 3rd largest pool of trained manpower for international shipping.
It takes a lot for an engineer officer or navigating officer to be trained and certified. They learn their craft and offer precious knowledge about the vagaries of nature and the working of international trade and law at sea. It is impossible to have replacements for a large number of such seafarers, in case of continued losses to foreign action.
Such directed intentional action could even be construed to be an act of war, especially, if it takes place on board an Indian flagged vessel.
The government has taken robust action till date. But diplomacy alone may not solve all problems. It is essential that the Government of India considers deploying sea marshals from retired MARCOS commandos/ Agniveers as privately contracted maritime security personnel on-board ships going through and near High-Risk Areas.
Standard operating procedures should explicitly protect the vessel's master and crew from legal liability if hostile actors are killed during a defensive engagement by the Private Maritime Security Company (PMSCO).
Unlike countries like Ukraine, Sri Lanka and some Balkan States who have drawn up detailed guidelines for floating armories and use of PMSCO, in the past Indian ship owners have had to turn to retired personnel from the Nepalese army and Ukrainian and Russian Forces for their ships to have PMSCO.
Any steps in this direction would be a timely and most welcome measure to secure the safety of the Indian seafarers against criminal action by non-state actors.
Alfred Thayer Mahan in his book once wrote that sea power is the defining force which changes civilization and is responsible for the rise and fall of nations. Several military theorists including Julian Corbett but also the evolving and prosperous Merchant Wing and that is the reason this Merchant Wing unfortunately has been the target in several geopolitical contests such as the piracies and privateering of the treasure fleets of France and Spain by British and American privateers, the Battle of Atlantic by in which the submarine boats targeted British and American privateers. British merchant fleets and recently the act of piracy. Protecting national merchant fleets and seafarers is a matter of strategic importance for any country. In line with this, the Prime Minister’s statements clearly reaffirm India’s commitment to ensuring the safety, dignity, and security of its seafarers, signaling that their well-being will not be compromised under any circumstances.
(These are the personal views of the author. They do not necessarily reflect the opinion of OP Jindal Global University or its affiliated institutions).
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