As maritime routes become increasingly volatile, the safety, rights, and welfare of seafarers must move to the centre of global ocean governance
On 11 March, an India-bound Thai bulk carrier, Mayuree Naree, was attacked while transiting the Strait of Hormuz amid the ongoing conflict in West Asia. While rescue operations have saved 20 crew members, three remain missing at the time of writing. 28 Indian-flagged vessels are currently operating in the Persian Gulf near the Strait of Hormuz, with more than 700 Indian seafarers on board. The Directorate General of Shipping (DGS), under the Ministry of Ports, Shipping and Waterways, is working closely with ship managers, shipping agencies, Indian missions, and local authorities to track these vessels and provide immediate assistance, including medical support and emergency response. Dedicated 24-hour helplines are also available to support seafarers and their families. Indian crew members on foreign-flagged vessels have also been impacted. These incidents highlight the growing risks faced by merchant ships and their crews as they navigate vital yet increasingly volatile maritime routes.
Over 90 percent of the world’s trade transits through oceans, with seafarers making this seamless movement possible. Nearly two million seafarers operate the world’s merchant fleet. In an evolving geopolitical environment, these maritime workers often find themselves on the front lines of not only global supply chains but also of high-risk situations. As civilian professionals, they face serious risks to their safety and livelihoods as they navigate challenging and uncertain waters.
International maritime shipping is one of the most regulated sectors in the world. Its regulatory framework is built on four pillars, set by the International Maritime Organization (IMO) to ensure safety, protect the environment, maintain high training standards, and safeguard seafarers’ working conditions. The key IMO conventions include: the International Convention for the Safety of Life at Sea (SOLAS), 1974; the International Convention for the Prevention of Pollution from Ships (MARPOL), signed in 1973 but adopted in 1978; the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW), signed in 1978 and enforced since 1984; and the International Labour Organization’s (ILO) Maritime Labour Convention (MLC), 2006.
Some maritime insurers have revoked war-risk coverage for ships in the Gulf, raising serious concerns as seafarers rely on these safeguards.
As global uncertainties disrupt maritime routes, new risks arise. How can shipping rules protect seafarers and support their families, while keeping global trade resilient?
According to International Humanitarian Law (IHL) under the Geneva Conventions, civilian workers must be protected during armed conflicts. Merchant seafarers, as non-combatants, are entitled to humane treatment and safety. Additionally, the MLC sets global standards for seafarers’ employment, working conditions, and overall welfare – regardless of the ship’s flag. Often called the seafarers’ ‘bill of rights’, it seeks to ensure fair and consistent labour conditions across the shipping industry.
Some maritime routes are considered especially dangerous due to armed conflict, piracy, terrorism, and political instability. These “War Risk Areas” (WRAs) are identified by the Lloyd’s Joint War Committee, in consultation with maritime unions and shipping groups. As of July 2025, the main high-risk zones include the Strait of Hormuz, Bab el-Mandeb Strait and Southern Red Sea, the Gulf of Oman, and parts of the Indian Ocean. This list can change as security conditions evolve.
When vessels operate within these identified areas, additional safeguards come into effect, guided by maritime labour agreements negotiated by the International Transport Workers’ Federation (ITF) and the International Bargaining Forum (IBF). Seafarers must be informed in advance if their ship is expected to pass through a dangerous zone, and many labour agreements even allow them to refuse the voyage without facing any disciplinary penalties. If they choose to continue the journey, they are typically entitled to additional compensation, including bonus pay, as well as extended war-risk insurance to protect themselves and their families in the event of an emergency. However, some maritime insurers have revoked war-risk coverage for ships in the Gulf, raising serious concerns as seafarers rely on these safeguards.
Seafarers face more than physical risks and dangers. They can be stranded at affected ports, have their contracts extended due to delayed crew changes, or endure psychological stress from prolonged exposure to high-risk environments. While existing conventions offer important safeguards, they may not always address the diverse range of challenges and realities of working in these tough, unpredictable conditions.
India has a significant stake in reinforcing international protections for seafarers. Indian nationals make up 12 percent of the world’s seafarers, putting the country among the top three suppliers of trained maritime workers.
Closing these gaps will require an integrated approach that connects seafarers’ labour protections with wider security and humanitarian frameworks such that their safety, welfare, and dignity are genuinely safeguarded.
India has a significant stake in reinforcing international protections for seafarers. Indian nationals make up 12 percent of the world’s seafarers, putting the country among the top three suppliers of trained maritime workers. Ensuring their safety, wellbeing, and rights is both a humanitarian responsibility and a key national interest.
At the international level, India has adopted key conventions to align its maritime governance with global standards. India joined the MLC in October 2015 and implemented its provisions through the Merchant Shipping (Maritime Labour) Rules, 2016, under the Merchant Shipping Act, 1958. India has also ratified the ILO Convention No. 185 on Seafarers’ Identity Documents (Revised), 2003, which helps seafarers move safely and efficiently between ports worldwide. As part of this, India issues the Continuous Discharge Certificate-cum-Seafarers’ Identity Document and is working on more advanced biometric identity systems for seafarers.
The Merchant Shipping Act, 2025, further enhances India’s rules for seafarers’ employment, welfare, safety, and compensation. It consolidates obligations from SOLAS, MARPOL, STCW, and other key IMO conventions, while introducing measures such as the National Welfare Board for Seafarers to protect seafarers. The DGS implements these frameworks, monitors compliance, handles welfare and grievances, and sets standards for maritime training and certifications.
A forward-looking and more considerate approach to maritime governance must put seafarers’ safety and wellbeing first. This will mean clearer safety rules, agreed upon by IMO and ILO, along with transparent disclosures, better coordination, informed consent, and fair compensation to ensure that seafarers are not left vulnerable.
India also supports its maritime workforce through initiatives such as the Seafarers’ Welfare Fund, social security programmes, and bilateral agreements on mutual recognition of seafarer certifications. By actively participating in the IMO and regional cooperation in the Indian Ocean, India is well placed to push for stronger global seafarer protection and promote a safer, fairer, and more resilient maritime system. Recent incidents at sea show the need to rethink how seafarers, who are often the most affected, are protected by these safeguards.
Maritime workers will inevitably encounter high-risk situations as global challenges become more frequent and complex. A forward-looking and more considerate approach to maritime governance must put seafarers’ safety and wellbeing first. This will mean clearer safety rules, agreed upon by IMO and ILO, along with transparent disclosures, better coordination, informed consent, and fair compensation to ensure that seafarers are not left vulnerable.
Reliable, standardised evacuation and repatriation systems, supported by coastal states and naval forces, will also be essential during crises. This could be guided by broader maritime principles, such as those set out in the United Nations Convention on the Law of the Sea (UNCLOS), adopted in 1982 and entered into force in 1994. Such efforts must remain sensitive to the needs of seafarers, acknowledging their central role in maritime trade.
It would be equally important to integrate mental health and welfare support in maritime labour regulations, offering full protection for seafarers working in unpredictable conditions. By recognising seafarers not just as workers but as essential civilian professionals who keep ocean trade moving, national polices and the international community can ensure they are protected and supported, even in unprecedented waters, helping maintain the safety, resilience, and humanity of global shipping.
Anusha Kesarkar Gavankar is a Senior Fellow at the Observer Research Foundation.
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Dr. Anusha Kesarkar-Gavankar is Senior Fellow at the Observer Research Foundation. Her research spans the maritime economy, with a focus on sustainability, infrastructure, port-led development, ...
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