In defence of Indian seafarers with FOC certification

 

—By Capt. Rath

It’s true. We need regulations. And we need regulators. Without them, the system would descend into chaos. But overregulation kills freedom, stifles innovation, and drains efficiency. Worse still, when regulations are made without the support of strong data, fairness, or clear reasoning, they can cripple an entire industry and kill millions of jobs. That’s one of the reasons why India remains a struggling maritime nation—with a shipping industry that’s underperforming, underinvested, and increasingly marginalised on the global stage.

On July 18, 2025, the DG Shipping issued Circular No. 31 of 2025, banning Indian RPSL agents and shipowners from employing Indian seafarers holding CoCs or CoPs from foreign flags such as Honduras, Belize, Togo, and Gabon. The stated objective was to uphold training standards, curb fraud, and protect the standing of Indian seafarers. On the surface, this appears to be a well-intentioned step toward safety. But a closer look reveals that the policy is deeply flawed—unfair to genuine seafarers and harmful to India’s maritime credibility.

So what prompted the ban? Was it the discovery of thousands of fake Honduras Certificates in 2024? DG Shipping and media reports mention “numerous cases” of fraudulent Honduras certifications as the basis for this ban. But no specific figures have been shared. No breakdown of ports, vessels, or names. No official audit or Port State Control data made public. “Numerous” is too vague a word to justify such a sweeping decision. Policies that affect thousands of lives and an entire employment stream must be based on verified evidence—not assumptions or hearsay. Acting without clarity sends the wrong signal globally: that India is ready to discredit an IMO-recognised certificate without due process. This doesn’t just hurt individual seafarers, but also chips away at the world’s trust in Indian maritime regulation.

Yes, fake certificates are a concern. But the real problem, and its root is here in India. Unscrupulous agents are offering “packages” to help Ratings become Officers—without real training. It’s a scam, and it must be stopped. But instead of targeting those agents and cleaning up the process, the ban targets valid, IMO-compliant certificates—and in doing so, penalises the very people who followed the rules: genuine Indian seafarers and compliant RPSL agents.

Certification vs Competence: Not everyone certified by Indian institutions is truly competent—and not everyone who is competent holds certification from Indian institutions. This chest-thumping, self-glorifying philosophy is getting us into trouble everywhere, including in shipping. Indian certification, in fact, leans too heavily on bookish theory, with little focus on real, hands-on problem-solving. It often produces seafarers trained more in bureaucracy than in practical seamanship. Honduras is a full IMO member. Its certification is recognised worldwide. India cannot simply derecognise another signatory’s certification unilaterally—at least not without a transparent audit, international dialogue, and proper procedure. It’s also misleading to assume Indian CoCs are always superior. In reality, many Indian CoC holders choose not to work on older, lower-paying vessels in niche trades. Honduras-certified Indian seafarers step into those roles—and do it with hands-on skill, courage, and resilience. Operational issues like wage delays or vessel detentions are mostly due to commercial problems—not flag, or certification, or competence.

Economic & Practical Impact : This ban affects thousands of Indian families. Many seafarers from modest backgrounds take up roles that others avoid. These jobs

* provide critical livelihood

* bring foreign exchange into the country

* strengthen India’s presence in under-served trade routes

Penalising these individuals for the wrongdoing of others is unfair. It offers little gain in terms of safety or oversight—but causes a lot of damage to real lives.

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