Between the devil and the deep blue sea

“It is well-known that, with industrialisation and urbanisation, large numbers of youth from rural and semi-rural areas of India find it aspirational to move to cities and work in globally connected industries,” affirmed Prime Minister Narendra Modi recently. And, his famous quote: “When the global seas are rough, the world looks for a steady lighthouse; India is well-poised to play that role with strength and stability,” continues to influence India’s young population residing in hinterlands to join merchant navy as there exists a consistent and high global demand for qualified and highly paid Indian seafarers who usually earn tax-free remuneration. India is a leading supplier to the global maritime industry, contributing roughly 12-14 per cent of the world’s seafarer workforce. The government of India aims to increase this global share to 20 per cent in the coming years. As of 2026, the population of active Indian seafarers has crossed 300,000, positioning India among the top three suppliers of trained seafarers globally.

Seafaring is unquestionably a vital profession on which the world relies and depends consistently. It is also one of the most challenging professions that requires individuals to go to sea for months at a time, where they work irregular hours in a highly regulated environment, often performing repetitive tasks, sometimes in harsh and dangerous conditions. They get limited shore leave and have almost no contact for months, with friends and family members at home.

Indian seafarers, who constitute a significant portion of the global maritime workforce, face a complex array of professional, physical and legal challenges. Suicide is a major cause of death among seafarers across nationalities globally, with recent data indicating it as the second most common cause of fatalities on board cargo ships, accounting for roughly 9-11 per cent of deaths. Primarily driven by isolation, extended contracts and mental health strains, 75 per cent of these incidents involve young seafarers under 41.

According to the data compiled by the National Crime Research Bureau, the suicide rate in India stands at 12.4 per 100,000 persons per year at present, with about 32 per cent of such unfortunate cases attributed to family reasons. Given that the shipping industry employs about 300,000 Indian seafarers, it is obvious and inevitable that the maritime sector too witnesses its share of self-harm incidents, similar to such grave challenges faced by other sectors in India. Such untoward incidents aboard cargo vessels at deep seas involving natural or unnatural death of Indian seafarers, including suicides, thus lead to serious and challenging situations for the Recruitment & Placement Services Licence (RPSL) companies that primarily recruit semi-skilled and skilled Indian seafarers aboard specialised cargo ship fleets worldwide. RPSL is India-based and recognised by the Directorate General of Shipping.

Challenges that rock the industry

When deaths occur aboard cargo ships at deep seas, it is observed that fake news, misconceptions, premature conclusions, unverified facts, unscrupulous allegations and false or baseless accusations defame the entire ship management industry of India. It happens invariably because of emotional outbursts by friends and family members of the deceased Indian seafarers, which then get reported by print, television and digital media and are also published on social media. RPSL companies and also the maritime profession in general are subject to more than their fair share of challenges, which in turn deters newcomers of Indian nationality from joining the merchant navy.

“The report stated by the Directorate General of Shipping highlights 335 fatalities between 2018 and mid-2025, including natural deaths, suicides and unexplained cases,” says Girish Phadnis, a maritime stalwart and also the chief operating officer, Maritime Association of Shipowners, Ship-managers & Agents, India’s leading shipping association. “In this context, it may not be fair to blame RPSL companies before competent authorities complete their formal investigations. Maritime operations are complex, involving shipowners, flag states, insurers and regulatory bodies. Premature accusations can damage reputations without verified evidence. Balanced reporting should distinguish between confirmed facts and assumptions. Investigations are essential to determine root causes – whether accidental, medical, psychological, operational or systemic. Responsible communication helps maintain trust within the maritime industry. Therefore, conclusions should follow evidence, not speculations.”

In today’s world of social media, where everyone has an opinion and the means to put that out into the cyberspace, inevitably, Indian RPSL companies are unfairly blamed whenever deaths of Indian seafarers occur on cargo ships even before the investigations are completed by the competent authorities, including police and the governmental agencies, remarks Naren Bhatt, promoter, Supna Holdings, and a renowned maritime entrepreneur. “Look at what happened immediately after the Ahmedabad Air India crash last year. Within a couple of hours of this fatal air crash, Air India, Boeing, pilots, Ahmedabad airport authorities, airfield conditions, etc, were held responsible by netizens on social media. It is thus wise for the Indian RPSL companies to handle unfortunate incidents like suicides committed by Indian seafarers aboard the cargo ships in a professional, yet humane manner,” he adds.

Maritime experts in India firmly believe that investigations into fatalities aboard cargo vessels at deep seas require time, expertise and also evidence to determine the exact cause and fix the responsibilities. Jumping to hasty conclusions can unreasonably damage the reputations of shipping companies and also overlook systemic issues. While maritime stakeholders and the media in India do play an important and necessary role in holding Indian as well as foreign companies accountable, they should wait for factual findings whenever the fatalities of Indian seafarers occur. Premature blames risk misinformation and, hence, undermine the trust in the Indian maritime industry. It is thus crucial to balance accountability with due process. Blaming RPSL companies before all investigations get concluded is premature and often unfair, whenever natural or unnatural deaths of Indian seafarers occur aboard the cargo vessels at deep seas, observes Amar Singh Thakur, former general secretary, Maritime Union of India, and a well-respected maritime personality. “Authorities like the Directorate General of Shipping of India provide valuable data that needs careful interpretation,” he adds. “Fatalities at sea involve complex factors – natural causes, mental health, accidents, or unknown reasons. Media and stakeholders should focus on facts, not assumptions. Fairness demands patience and respect for investigative processes. Only then can meaningful safety improvements be achieved.”

The fatality of any Indian seafarer is always a sad event for the family and a difficult time for them, reiterates Pradeep Chawla, a maritime personality and founder, Maritime Knowledge Limited. In most cases, the RPSL shipping company based in India and the ship owners or ship managers do everything possible in their power to make the family of the deceased comfortable. “The tendency for armchair experts to give their opinions without waiting for any details is incorrect and irresponsible. It creates wrong impressions and more trauma for the families. This tendency is also seen in journalists and media people, who like to sensationalise such events. DGSI is generally helpful in giving the correct information to the families during such a crisis phase. RPSL companies, ship owners and ship managers must always remain transparent when fatalities occur aboard ships and hence keep the DGSI’s office fully informed,” he adds.

Go for a thorough probe

The fundamental principle of law dictates that no one should be convicted unless he/she or any business entity is proven guilty; and it holds true in a vibrant democracy like India. Since stakeholders like shipowners, ship managers and the RPSL agents are the most proximate agencies to the unfortunate death of a seafarer on board the cargo vessel, the immediate fallout of such an unnatural death brings suspicion on these stakeholders involved one way or the other. But only a thorough investigation by competent authorities can either clear the stakeholders of such suspicions or hold them guilty, says Sabyasachi Hajara, former chairman & managing director of the state-owned Shipping Corporation of India and a recipient of the Sagar Samman Varuna award.

The extraordinary challenges during the Covid years and their after-effects have also placed unprecedented physical and psychological strain on seafarers worldwide. The reported loss of 335 Indian seafarers between 2018 and mid-2025 is deeply concerning. Every life lost at sea is one too many. Behind every number is a family, a future, and a sacrifice that deserves dignity, transparency and justice. “It is important to acknowledge that nearly 300,000 Indian seafarers serve across global waters, many undertaking two-to-three contracts annually,” affirms Milind Kandalgaonkar, general secretary-cum-treasurer, National Union of Seafarers of India (NUSI). “While the overall fatality ratio may appear statistically low in comparison to the scale of deployment, statistics can never dilute the value of a single human life. Particularly alarming are incidents involving suicide and ‘missing at sea’ cases. These underscore the urgent need for stronger on-board mental health frameworks, confidential counselling access, fatigue management and a culture where seafarers can speak up without fear. Safety at sea must include mental well-being, not just compliance checklists.” He said that maritime casualties are complex and often involve multiple operational, technical, and human factors. It would be neither fair nor responsible to single out RPSL companies or any stakeholder before statutory investigations are completed.

Whenever an Indian seafarer dies aboard the cargo vessel at deep seas, accountability must be evidence-based, time-bound, transparent and free from prejudice, he adds. If negligence, non-compliance or systemic failures are established – whether involving manning agents, shipowners, or regulatory oversight – strict and visible action must follow. Kandalgaonkar is confident that NUSI has been strongly advocating for independent and time-bound casualty investigations, stronger regulatory oversight and enforcement, improved on-board safety and welfare standards, robust mental health support systems for Indian seafarers and responsible and evidence-based public discourse for the benefit of the Indian seafaring community.

Stop creating a narrative

Indian seafarers, including suicides aboard cargo vessels at deep sea, must first be established and formally communicated by the concerned RPSL shipping company and DGSI before any conclusions are drawn. Prematurely attributing blame, whether by stakeholders or the media, risks creating a narrative that may not reflect the actual circumstances and, unfortunately, can lead to unfair accountability. “It is essential that the findings of the competent authority, along with the actions taken, are transparently shared with all stakeholders,” says Savio Ramos, general secretary, Maritime Union of India. This ensures clarity, prevents speculation and promotes a responsible and balanced understanding of the issue. The Maritime Union of India, hence, emphasises that its intervention, including representation and diplomatic engagement, can be undertaken effectively only after the verified facts are available. A fair, fact-based and transparent process is crucial to protect the interests and dignity of Indian seafarers and to maintain trust across the maritime industry.”

Another alarming trend has been observed recently in India, when seafarers are being criminalised for being on board during the unfortunate fatality of a fellow seafarer. “It is disheartening to see that, despite most seafarer deaths being due to natural causes, occupational reasons, or self-harm, some connected families have taken to filing criminal charges against innocent seafarers, who were genuinely doing their best to save their colleagues,” says a well-known maritime Indian journalist, who prefers to remain anonymous.

The government’s Maritime India Vision 2030 sets a clear direction for the growth of India’s maritime sector, with strong emphasis on improving the welfare and global standing of Indian seafarers. In a profession marked by long absences, unpredictable risks and demanding conditions, mental wellness and social dignity are lifelines of the Indian seafaring community. Going forward, continuous interactions with seafarer representative associations and unions and regular feedback on compliance and resolutions are undoubtedly going to strengthen the trust and healthy relationship amongst crucial stakeholders of the Indian maritime industry. It is vital too, as India’s buoyant ship management industry, which generates massive employment opportunities for Indian seafarers, should not be unnecessarily criticised or ‘put on the dock’, when unfortunate fatalities occur on board ships. As India sails towards becoming a global maritime hub, the country’s reputed RPSL companies remain committed to innovation, inclusion and human-first governance, because the ocean may carry ships, but Indian seafarers carry the nation forward. To prevent suicides of Indian seafarers aboard the ships and also protect the prestige of credible maritime recruitment companies operating in the country, when such fatalities occur, the physical, mental, and social well-being of Indian maritime professionals should be given utmost importance.