MARINE SAFETY INVESTIGATION REPORT 2024

IMAGE COURTESY: SCI MARINE SAFETY INVESTIGATION REPORT 2024 DIRECTORATE GENERAL OF SHIPPING MINISTRY OF PORTS, SHIPPING & WATERWAYS GOVERNMENT OF INDIA1 DIRECTOR GENERAL’S MESSAGE SHRI SHYAM JAGANNATHAN, IAS DIRECTOR GENERAL OF SHIPPING GOVERNMENT OF INDIA It gives me great responsibility and purpose to introduce this edition of the Maritime Safety Investigation Annual Report, compiled by the Directorate General of Shipping. This report is a product of our systematic monitoring and analysis of maritime casualties and incidents reported through the year. Each event recorded—whether a technical failure, navigational error, structural mishap, or crew-related accident—has been examined not merely as an isolated occurrence, but as a data point that highlights our continuous effort to prevent future loss of life, environmental damage, and asset deterioration. The DGComm Centre, operating 24x7, remains central to our national casualty response mechanism, providing real-time coordination, support, and escalation on issues affecting Indian seafarers worldwide. During the reporting period, we observed a concerning number of incidents. These trends point to the urgent need for stricter compliance with safety management systems (SMS), more rigorous audits of vessel preparedness, and continued investment in human element training, particularly in shipboard risk awareness. Accordingly, the Directorate is strengthening its post-incident investigation processes to improve the precision of root- cause determinations and to institutionalize learnings in a timely manner. This report should not be read merely as a compliance document. It is a signal to all maritime stakeholders—shipowners, training providers, classification societies, unions, and seafarers themselves—that data-driven vigilance must be central to our safety ethos. Maritime casualties are not just statistics; each entry is tied to a person, a family, and a disruption of life at sea. Our direction is clear: we are building a casualty response system that is anticipatory rather than reactive, and a safety culture that is owned collectively across the Indian maritime ecosystem.2 NAUTICAL ADVISOR’S MESSAGE CAPT. ABUL KALAM AZAD NAUTICAL ADVISOR (I/C) GOVERNMENT OF INDIA I am pleased to present this report containing a comprehensive analysis of maritime incidents involving Indian-flagged vessels and Indian seafarers over the past year. This report not only documents occurrences but also serves as a critical tool for enhancing our maritime safety protocols and seafarer welfare initiatives. The Directorate General of Shipping has prioritised the modernisation of our casualty response mechanisms. We have implemented advanced data analytics and real-time monitoring systems to ensure prompt and effective responses to maritime incidents. Our focus has been on integrating technology to facilitate swift decision-making and coordination among stakeholders. Recognising the challenges faced by our seafarers, we have intensified efforts to improve their welfare and training. The introduction of the revamped exit examination system ensures uniform assessment standards across all maritime institutes in India, thereby enhancing the quality and credibility of maritime certification. This initiative reflects our commitment to equipping seafarers with the necessary skills and knowledge to navigate the complexities of modern maritime operations. Our progress in maritime safety and seafarer welfare is the result of collaborative efforts among various stakeholders, including government agencies, maritime training institutes, and industry partners. Moving forward, we aim to further strengthen these partnerships and continue to implement measures that enhance safety, security, and well-being within the maritime sector. I extend my gratitude to all who have contributed to this report and to the ongoing efforts to improve maritime safety. Together, we can ensure a safer and more secure environment for our seafarers.3 CASUALTY INVESTIGATION BRANCH CAPT. HARINDER SINGH NAUTICAL SURVEYOR & DEPUTY DIRECTOR GENERAL (TECH.) DIRECTORATE GENERAL OF SHIPPING It is with a profound sense of duty that I present the Maritime Safety Investigation Annual Report. This document encapsulates our relentless efforts in investigating maritime incidents and enhancing the safety framework for Indian seafarers. Over the past year, the Directorate General of Shipping has undertaken significant strides in modernizing our casualty investigation processes. By integrating advanced data analytics and real-time monitoring systems, we have improved our ability to respond promptly and effectively to maritime incidents. This technological advancement ensures that our investigations are thorough, timely, and contribute meaningfully to preventing future occurrences. A critical aspect of our mandate involves ensuring the physical and mental well-being of our seafarers. Recognizing the unique challenges faced by those at sea, we have implemented measures to support their health and safety. Furthermore, our collaboration with international organizations has been pivotal in aligning our safety standards with global best practices. These partnerships have facilitated knowledge exchange and capacity building, enhancing our overall maritime safety ecosystem. The DGComm Centre has also played a crucial role in emergency response coordination, particularly in regions experiencing increased maritime security threats. Our team of dedicated personnel have ensured that Indian seafarers receive timely assistance during crises, reinforcing our commitment to their safety and security. This report is not merely a record of incidents but a testament to our unwavering commitment to maritime safety and the well-being of our seafarers. I extend my gratitude to all stakeholders who have contributed to these efforts and look forward to continued collaboration in our shared mission.4 Executive summary The global maritime industry, responsible for transporting over 80% of international trade by volume, is built upon the resilience, competence, and well-being of its seafarers. With more than 1.6 million seafarers operating across complex and high-risk environments, ensuring their safety is not just a regulatory obligation but a foundational pillar of sustainable shipping. For India—a nation with one of the largest and fastest-growing seafaring communities—the stakes are particularly high. In recent years, maritime safety has rightfully emerged as a key priority in both national and international policy circles. Yet, the broader picture of marine incidents often remains obscured beneath the surface. While statistics on total vessel losses are commonly available, they represent only a fraction of the operational and human incidents that occur at sea. Many significant events do not result in total loss, but carry immense implications for safety, performance, and environmental integrity. This report, prepared by the Directorate General of Shipping, presents a comprehensive annual account of such incidents, collated through the Mercantile Maritime Domain Awareness Centre (MMDAC) and its critical sub-entities: the Directorate General Communication Centre (DGComm Centre) and the Long Range Identification and Tracking (LRIT) National Data Centre.5 Executive summary The DGComm Centre functions as India’s national platform for the reporting, analysis, and escalation of maritime casualties involving Indian seafarers and ships across the globe, as well as foreign vessels operating within Indian waters. By systematically documenting both marine casualties and non-operational incidents, the report enables stakeholders to draw informed insights on risk patterns, procedural gaps, and crew vulnerabilities. Special attention is given to junior seafarers, who are often disproportionately affected due to limited experience or inadequate preparedness. Importantly, this report goes beyond data collection. It reinforces the Directorate’s commitment to maritime safety by serving as a tool for introspection, a basis for policy refinement, and a prompt for better training and regulatory oversight. With contributions from Indian Navy, Indian Coast Guard, port authorities, Indian missions, and shipping companies, this report is part of a larger effort to foster a safety-first culture in Indian shipping. In maritime operations, where consequences are immediate and severe, comprehensive incident records are essential to prevention and preparedness.6 Casualty Insight - At a Glance 2024-Insight 2023-Insight MARINE CASUALTY MARINE CASUALTY 78 74 TOTAL NO OF INCIDENT TOTAL NO OF INCIDENT 186 153 NON-OPERATIONAL NON-OPERATIONAL INICDENT INICDENT 108 79 21.6% 21.6% escalation in reported casualties was noted in 2024 over 2023, increasing from 153 to 186 Key Highlights of Marine Casualties: An upward trend was observed in total collision incidents, rising from 5 in 2023 to 10 in 2024. Fire and explosion cases declined by over 50%, from 13 in 2023 to 6 in 2024. Indian-flagged vessels were involved in just 1 fire/explosion case , down from 7 in 2023. Occupational casualties remained the highest among marine incidents, though slightly decreased from 50 in 2023 to 47 in 2024. Only 4 of the 47 occupational incidents involved Indian-flagged vessels, accounting for just 8.5% of the total. Bulk carriers, Container Vessel and Oil tankers were the most frequently involved in marine casualties. No major pollution incidents were reported during the year, despite an overall rise in casualties. Loss of anchor/propeller cases emerged in 2024 with 2 incidents — none were reported in 2023. Indian-flagged vessel involvement in both fire/explosion and occupational cases showed a downward trend. Indian-flagged vessels continued to represent a minor share in total Indian-flagged vessels continued to represent a minor share in total marine casualties, showing relative operational control. marine casualties, showing relative operational control.7 Casualty Insight - At A Glance Compared to 2023, non-operational incidents in 2024 rose by 36.7%, with noticeable increases in desertion and missing crew 108 cases contributing to the overall shift. Key Highlights of Non-Operational Incidents: Total non-operational incidents in 2024 rose by 36.7%, increasing from 79 in 2023 to 108. Desertion cases showed a sharp increase of 76.9%, rising from 13 to 23. Missing or man overboard cases also recorded a 42.9% increase, from 14 cases in 2023 to 20 in 2024. Sickness-related fatalities onboard remained largely the same, with 25 cases in 2024 compared to 24 in 2023. Indian-flagged vessels were associated with only 9.3% of all non-operational incidents in 2024, indicating good performance. The number of Indian-flagged non-operational cases rose from 7 in 2023 to 10 in 2024, though the share remained proportionally low. The year 2024 marked zero suicide incidents on Indian-flagged vessels, reflecting positively on onboard conditions and oversight. The total number of fatalities resulting from non-operational incidents increased from 55 in 2023 to 61 in 2024. of non-operational incidents in 2024 were linked to crew 60% aged 20–40, marking the highest representation across all age groups. cases of desertion or suicide were reported on Indian- 0 flagged vessels in 2024, reflecting a steady crew nos environment with no such incidents recorded.8 Table of Contents Introduction 12 Analysis of Data 22 Casualty Analysis-Overview 26 Vessel Analysis 28 Flag Analysis 28 Territory Analysis 31 Marine casualty 32 Incident Analysis-2024 33 Shipboard Incident Classification - Marine Casualty 39 Vessel Analysis Marine Casualty 40 Flag Administration- MarineCasualty Analysis 41 Non- Operational Incident 42 Non-Operational Incident- Analysis 43 Shipboard Incident Classification-Non- Operational Incident 50 Vessel Analysis – Non-Operational Incident 51 Flag Administration- Non-Operational 52 Incident Analysis9 Table of Contents Fishing Vessel Incidents 53 On Indian Coast Notable incidents 56 MV Dali allision and the Collapse of the Francis Scott Key Bridge, Baltimore 57 MAERSK FRANKFURT - Fire On Board 59 Sinking Of MV ITT PUMA 62 ETV Deployment 63 Medevac Analysis - 65 Indian Waters10 List of figures Total Incidents Comparision between 2023 and 2024 - Marine Casualty 24 Total Incidents Comparision between 2023 and 2024 - Non Operational 25 Incident Fatality Rate(2024)-Marine Casualty 26 Injury Rate in (2024)-Marine Casualty 26 Fatality Rate (2024)- Non-Operational 27 Incident Injury Rate in (2024)- Non- 27 Operational Incident 2024 Marine & Non operational 28 Incidents by vessel type Indian Flag performance analysis 29 Classification of Shipboard incident - 39 Marine Casualty Vessels Analysis - Marine Casualty 40 Month-wise Vessels Analysis - Marine 40 Casualty Flags with Most Reported 41 Incidents - Marine Casualty Month-wise Analysis of Non- 43 operational incident Month-wise analysis in desertion 44 Department - Analysis (in %) 44 Total number of incident in sickness analysis 46 Classification of Shipboard incident - 50 Non-Operational Incident Vessels analysis - Non-Operational 51 Incident Month-wise Vessels analysis - Non- 51 Operational Incident Flags with Most Reported Incidents - Non-Operational 52 Incident Region-wise distribution 67 Evacuation Incidents Across 67 Vessel Types11 List of Tables Total Incidents, Deaths, and Injuries in 24 2023 and 2024 - Marine Casualty Total Incidents, Deaths, and Injuries in 25 2023 and 2024 - Non-Operational Incident Marine Casualties of 2024 26 Non-Operation Incidents of 2024 27 Incidents Reported on Indian Flag - 29 Comparison of 2023 & 2024 Incidents Reported on Indian Flag- 30 Marine Casualty Incidents Reported on Indian Flag - Non- 30 Operational Incident Flag Registry Wise Casualties 2024 - 41 Marine Casualty Flag Registry Wise Casualties 2024 - 52 Non-Operational Incident9 12 01 Introduction PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY13 The Directorate General of Shipping, Mumbai, hereby presents the Annual Report for Marine Safety Investigation. This report presents an analysis of marine casualties and seafarer-related incidents reported to the Directorate over the year 2024. It covers serious events involving Indian-flagged vessels, Indian seafarers serving globally, and foreign vessels operating in Indian waters. Particular focus is given to collisions, groundings, fires, and other high-risk incidents that directly impact vessel safety and crew welfare. The report also examines patterns in non-operational incidents, such as onboard injuries, medical evacuations, and seafarer welfare concerns. Through this data, the Directorate aims to support targeted safety improvements, strengthen accountability, and reduce preventable risks within India’s maritime sector. a. Security: c. Marine Casualty: In alignment with the rigorous requirements of the The DG Communication Centre plays a critical role in International Ship and Port Facility Security (ISPS) the management of marine casualties. Upon receiving Code, the DG Communication Centre conducts requests from relevant agencies and authorities, the regular testing of Ship Security Alert System Directorate General of Shipping (DGS) issues instructions for the deployment of Emergency Towing (SSAS) equipment to ensure operational Vessels (ETVs) through the DG Comm Centre. In readiness. The Centre plays a central role in addition, the Centre disseminates essential casualty- coordinating SSAS drills onboard vessels, related information to vessels operating in the affected reinforcing preparedness for potential maritime areas via Maritime Rescue Coordination Centres security threats. Serving as the primary node for (MRCCs) or the Indian Coast Guard (ICG). This receiving and processing critical alerts, the Centre coordinated approach reflects our commitment to responds to incidents such as hijackings, piracy, regulatory compliance and the timely exchange of armed robbery or theft, terrorism, and the information during maritime emergencies. presence of stowaways or refugees on both Indian As we look back on the achievements of the past year, and foreign-flagged ships crewed by Indian the DG Communication Centre reaffirms its steadfast nationals. Strict adherence to Standard Operating commitment to maritime excellence. Its unwavering Procedures (SOPs) enables timely and effective focus on security, safety, and effective response to dissemination of information, in accordance with marine casualties continues to strengthen the both international and national protocols. resilience of India’s maritime sector. Moving forward, the Centre remains dedicated to continuous b. Safety: improvement and innovation, ensuring that the waters In the sphere of maritime safety, the DG under our purview remain secure, safeguarded, and Communication Centre adopts a proactive prepared to meet emerging challenges. approach to risk mitigation and emergency d.Security & Safety Issues: preparedness. By relaying real-time cyclone There has been an increase in incidents of piracy and warnings and weather updates received from the armed robberies in the last quarter of the year 2023. Indian Meteorological Department (IMD), the The incident serves as critical case studies in Centre plays a vital role in protecting vessels, understanding the evolving nature of maritime security ports, and coastal communities. Comprehensive threats. The calculated tactics employed by armed documentation of incidents—including casualties, perpetrators highlights the ongoing challenges faced piracy, accidents, and fatalities involving Indian- by vessels in high-risk areas. These incidents flagged ships and vessels crewed by Indian emphasise the imperative for continuous vigilance, nationals—forms a critical database for trend strengthened security protocols, and collaborative analysis and preventive strategies. Additionally, efforts among international maritime stakeholders to the Centre coordinates the deployment of ensure the safety and security of vessels navigating Emergency Towing Vessels (ETVs) along India’s through these critical maritime regions. East and West coasts, in accordance with The stellar role of DG COMM in various recent directives from the Directorate General of incidents like ‘Marlin Luanda’, ‘Maersk Frankfurt’, ‘MV Shipping (DGS), reinforcing its commitment to Dali’ has been widely acknowledged by the Indian maritime safety across the nation's waters. agencies and various stakeholders. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS14 Objective The Mercantile Marine Domain Awareness Centre (MMDAC) integrates critical systems such as the DGComm Centre and the Long-Range Identification and Tracking (LRIT) system to strengthen India’s maritime safety, security, and situational awareness framework. This report outlines the following core objectives: 1. Enhance Maritime Domain 4. Strengthen Inter-Agency Awareness Coordination To enable continuous monitoring of To act as a central link between the Indian-flagged vessels and Indian Directorate General of Shipping, the seafarers across global waters Indian Navy, the Indian Coast Guard, through integrated communication port authorities, and Indian and tracking systems. embassies in emergencies. 2. Ensure Timely Response to 5. Safeguard Seafarer Welfare Casualties To prioritize crew safety—especially To coordinate real-time response to for ratings and trainees—through maritime distress incidents— timely intervention, enhanced safety technical, medical, or security- communication, and systemic related—through the 24x7 DGComm improvements. Centre. 3. Utilize Data for Risk Assessment 6. Fulfil International Compliance Obligations To analyse casualty trends and near- To generate reliable, verifiable miss reports, informing regulatory incident data in line with India’s decisions, safety circulars, and obligations under IMO instruments proactive risk mitigation strategies. and related maritime conventions. Through these objectives, MMDAC supports the Government of India’s vision of a secure, transparent, and accountable maritime ecosystem driven by real-time intelligence and coordinated response. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS15 Scope of the Report This MMDAC DGComm Centre Annual Report presents a consolidated overview of distress incidents, maritime casualties, and safety-related communications recorded and coordinated through systems operating under the Mercantile Maritime Domain Awareness Centre (MMDAC), specifically the DGComm Centre and the Long-Range Identification and Tracking (LRIT) system. The scope of this report includes: 1. Casualty and Incident Reporting 3. Vulnerability Analysis by Rank and The report covers marine casualties Vessel Type involving: The report identifies trends in incident o Indian-flagged merchant vessels, exposure, particularly the disproportionate o Indian seafarers serving on foreign-flagged impact on junior ranks (ratings and trainees) ships, and high-risk vessel types (fishing vessels, o Vessels operating within India’s Search and aging cargo ships), thereby supporting Rescue Regions (SRRs), targeted risk mitigation. o Incidents notified by MRCCs, port authorities, and Indian Missions abroad. It includes fatal and non-fatal incidents, 4.Inter-Agency and International groundings, collisions, fires, foundering, man Coordination overboard cases, machinery failures, and The report documents coordinated other serious occurrences. responses involving the Directorate General of Shipping, the Indian Navy, the Indian Coast 2.Medical Evacuations and Crew Guard, DGComm operators, shipping Emergencies companies, and foreign missions during Data on MEDEVAC (Medical Evacuation) complex emergency situations. operations and urgent crew support cases are documented, focusing on response timelines, coordination efforts. Through this scope, the report aims to present an operationally focused, evidence-based account of maritime safety and casualty response involving Indian interests, thereby contributing to policy refinement, system improvements, and greater accountability in maritime governance. The report aims to identify, classify, and analyze reportable marine casualties and very serious marine casualties, as per the definitions laid down in the IMO Casualty Investigation Code (Resolution MSC.255(84)), adopted in 2008 under SOLAS Regulation XI-1/6. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS16 Types of Incidents Covered In line with international standards, incidents are bifurcated into the following: 1. Marine Casualty As per the IMO Casualty Investigation Code, a marine casualty means an event that has resulted in: The death of, or serious injury to, a person, The loss of a person from a ship, The loss, presumed loss or abandonment of a ship, Material damage to a ship, The stranding or disabling of a ship, or its involvement in a collision, Material damage to marine infrastructure or the environment. 2. Very Serious Marine Casualty A very serious marine casualty is a marine casualty involving: Total loss of the ship, Loss of life, or Severe damage to the environment. These classifications help prioritize investigation, response, and preventive action based on severity and impact. 3. Non-Operational Incidents / Other Casualties In addition to marine casualties defined under the IMO Casualty Investigation Code, this report also accounts for non-operational and welfare-related incidents affecting Indian seafarers and crew members. These events may occur ashore or onboard and are not necessarily caused by navigational or operational failures, but they require notification, intervention, or recordkeeping under the Directorate General of Shipping’s reporting protocols. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS17 Types of Incidents Covered MARINE CASUALTIES AND VERY SERIOUS MARINE CASUALTIES The report identifies and analyses the following types of incidents, which fall within the scope of marine and very serious marine casualties: Collision An impact involving two or more ships, or a ship and a fixed or floating object. Collisions are often attributable to navigational errors, visibility issues, or mechanical failure and can result in hull breaches, crew injuries, or fatalities. Fire and Explosion Uncontrolled ignition onboard, typically involving cargo, engine rooms, fuel systems, or galley areas. Explosions may result from pressurized systems or volatile cargo. Such incidents pose extreme danger to crew safety and vessel integrity. Man Overboard Incidents where a crew member or passenger unintentionally falls into the sea during operations onboard the vessel. These cases demand immediate search and rescue operations coordinated by MRCC’s and are often linked to lapses in safety measures or harsh sea conditions. Sinking (Foundering) Loss of vessel buoyancy due to flooding, structural failure, or extreme weather, resulting in submersion. Often qualifies as a very serious marine casualty, especially when it involves total vessel loss or loss of life. Grounding (Stranding) Inadvertent contact between a vessel’s hull and the seabed, reef, or submerged objects. Groundings may cause hull damage, oil spills, and navigation channel obstruction, and require immediate technical assessment. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS18 Occupational incident Covers injuries, fatalities, or safety breaches not caused by external marine factors—such as falls, equipment failure, confined space accidents, or electrical shock. These are frequently linked to non-compliance with shipboard safety protocols. Flooding Ingress of water into the vessel’s compartments due to hull breach, pipe failure, or open hatches, potentially leading to capsizing or machinery damage. Often categorized as serious or very serious depending on extent and consequences. Piracy and Armed Robbery Attack on a vessel by armed individuals, often with criminal or political motives. Piracy poses severe risks to seafarer safety and national maritime security. Loss of Anchor / Propeller Mechanical failure or loss of critical equipment affecting vessel control or station-keeping ability. While not always causing immediate casualties, such incidents are operationally significant and may lead to further marine casualties. Geographic and Jurisdictional Coverage The report covers: Incidents involving Indian-flagged vessels in international and Indian waters, Foreign flagged vessels in Indian waters, Indian seafarers serving aboard foreign-flagged ships, Casualties within Indian Search and Rescue Regions (SRRs), By structuring casualty data in accordance with international standards and national reporting responsibilities, this report supports both operational response and policy-level interventions aimed at enhancing India’s maritime safety architecture. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS19 Types of Incidents Covered Non-Operational Incidents These incidents are often reported via the DGComm Centre or notified by employers, MRCCs, Indian missions abroad, port authorities, or families. While not classified as “marine casualties” under IMO definitions, they are crucial for understanding crew vulnerabilities, medical needs, legal issues, and systemic risks. The report identifies and analyses the following types of incidents, which fall within the scope of Non-Operational / Other Casualties: Arrested Ashore Refers to seafarers detained by law enforcement authorities in foreign or domestic ports, typically due to visa violations, disputes, stowaway allegations, or criminal charges. These cases involve legal and consular intervention. Death Ashore A death of a seafarer occurring while off-duty in a foreign or home port, not directly related to shipboard operations. These may arise from natural causes, accidents, or medical complications. Desertion When a seafarer unlawfully abandons the ship without permission or fails to return before sailing. Considered a breach of contract, desertion has legal and administrative implications for the shipowner and crew management. Incident Ashore Injury, illness, or legal conflict involving a seafarer occurring ashore but while under contractual engagement. This includes traffic accidents, altercations, or non-duty related injuries. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS20 Non - Occupational incident (MEDEVAC) Refers to a medical emergency onboard necessitating Medical Evacuation (MEDEVAC) by air or sea. Includes serious injuries or trauma arising out of non-operational functioning, needing urgent external medical care. Injury Non-fatal physical harm sustained onboard during contractual service. Severity may vary from minor to debilitating, requiring repatriation or hospitalization. Missing / MOB Cases where a seafarer is unaccounted for—either lost overboard (Man Overboard) or disappeared while onboard, without trace. These cases require urgent investigation and often involve search and rescue operations and coordination with port authorities or embassies. Sickness & Death Onboard Illness leading to death while the seafarer is onboard. Typically, due to undiagnosed conditions, inadequate access to care, or pre-existing health issues. Considered a critical welfare and insurance matter. Sickness Onboard Non-fatal medical conditions developed during voyage requiring monitoring, onboard treatment, or shore medical intervention. Includes infections, chronic conditions, fatigue or illness. Sickness Onboard & Death Ashore Refers to cases where a seafarer falls ill onboard and later dies ashore after being disembarked or hospitalized. These incidents may raise questions of inadequate medical examinations, delayed care, or underlying health concerns. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS21 Sickness Onboard (MEDEVAC) Serious illness onboard requiring MEDEVAC, where the seafarer is evacuated for emergency medical attention. These operations are resource-intensive and coordinated through MRCCs, medical evacuation and health authorities. Suicide Confirmed or suspected self-inflicted death onboard during the course of duty. Requires sensitive handling, psychological review, and possibly criminal or judicial inquiry. Suicide also reflects deeper issues of mental health and underlying support onboard. Wilful Default Acts of deliberate misconduct or negligence by seafarers, such as violation of instructions, unauthorized leave, or wilful damage. These are administrative violations impacting crew discipline and liability. Purpose of Inclusion By including non-operational and welfare-linked casualties, the report ensures a comprehensive view of seafarer well-being and risks, supporting the development of: Targeted mental health support, Improved medical protocols onboard, Legal and consular frameworks for conflict resolution, Safety and training programs focused on junior and vulnerable crew. These definitions aid in categorizing and analysing incidents holistically beyond the operational envelope of the vessel, contributing to better crew management and maritime governance. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS22 02 Analysis of Data PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY23 Incident report -2024 In 2024, a total of 186 incidents were reported across marine and other casualty categories MARINE CASUALTY The incidents resulted in 83 deaths and 61 injuries, reflecting significant human impact. The majority number of deaths were linked to A “Marine Casualty” refers to any event related to the other casualties, highlighting the need for crew operation of a ship that results in death, serious injury, or welfare focus. significant damage. It can involve the loss or abandonment of Timely reporting and preventive actions remain a vessel, structural failure, or major equipment malfunction. crucial to minimize risks and safeguard lives. Common causes include collision, grounding, fire, explosion, Continuous monitoring and corrective capsizing, or flooding. Such incidents may also lead to measures are essential to strengthen maritime environmental harm, such as oil spills or the release of safety standards. hazardous materials. Marine casualties are governed by international maritime safety regulations and must be reported to the appropriate authorities. These incidents often prompt formal investigations to determine the root causes and implement measures to prevent future occurrences. NON-OPERATIONAL INCIDENT/OTHER CASUALTY “Non-operational incident” or “Other casualty” encompasses onboard incidents that, while not directly linked to the vessel’s navigational or operational failures, still pose risks to crew safety and shipboard continuity. These events typically involve personal injuries from slips, falls, equipment mishandling, or medical emergencies such as illness or sudden health deterioration. Though they may not affect the structural integrity of the vessel, such occurrences can disrupt operations and demand immediate attention. Ensuring crew preparedness through safety training, health protocols, and emergency response measures is essential. These incidents are formally reported and assessed to maintain compliance with maritime safety standards and foster a proactive safety environment onboard. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS24 TABLE 1: Total Incidents, Deaths, and Injuries in 2023 and 2024 - Marine Casualty Marine Casualty 2023 2024 Total Total Incident Type Death Injury Death Injury Incident Incident Collision 5 0 0 10 3 0 Fire and Explosion 13 5 4 6 7 2 Man Overboard 1 1 0 2 1 1 Sinking 0 0 0 3 4 0 Grounding 2 0 0 3 0 0 Occupational incident 50 8 47 47 7 43 Flooding 2 0 0 3 0 0 Hijacking and Piracy 1 0 1 2 0 0 Loss of anchor / propeller 0 0 0 2 0 0 Total 74 14 52 78 22 46 * The shaded boxes above indicates higher number of deaths and injuries respectively for a comparitive study of incidents in the year 2023 and 2024 FIG 1: Total Incidents Comparision between 2023 and 2024 Marine Casualty NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS25 TABLE 2: Total Incidents, Deaths, and Injuries in 2023 and 2024 - Non-operational incident Non-Operational Incident 2023 2024 Total Total Incident Type Death Injury Death Injury Incidents Incidents Death Ashore 1 1 0 1 1 0 Desertion 13 0 0 23 0 0 Injury 0 0 0 3 0 3 Non Occupational Incident 2 0 2 1 0 3 (MEDEVAC) Missing/MOB 14 14 0 20 20 0 Sickness (Death onboard) 24 24 0 25 25 0 Sickness Onboard - Medevac 9 0 0 11 0 0 Sickness Onboard & Death 11 11 0 11 11 0 Ashore Suicide 5 5 0 5 4 1 Arrested Ashore & Incident 0 0 0 4 0 3 Ashore Wilful Default 0 0 0 4 0 5 Total 79 55 2 108 61 15 * The shaded boxes above indicates higher number of deaths and injuries respectively for a comparitive study of incidents in the year 2023 and 2024 FIG 2: Total Incidents Comparision between 2023 and 2024 - Non-operational incident NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS26 Casualty Analysis Overview The 2024 incident analysis reveals a higher fatality burden from health-related and non-operational causes. Crew welfare challenges, including sickness and mental health issues, outweighed marine accidents. While marine casualties like collisions and fires remain critical, systemic support gaps are more evident. Prioritizing preventive health measures and resilience programs is key to strengthening maritime safety. Other than fatalities, injury data highlights the discrepency between operational and non-operational risks. The majority of injuries arose from marine casualties—particularly onboard incidents—highlighting the inherent physical dangers of shipboard operations. While fewer in number, injuries reported under non-operational categories also persist, pointing to broader health and safety concerns that extend beyond equipment or structural failures. A truly effective safety strategy must therefore address both the physical demands and the psychological challenges faced by seafarers across all types of incidents. Marine Casualty TABLE 3: MARINE CASUALTIES OF 2024 Incident Type Death Injury Collision 3 0 Fire and Explosion 7 2 Man Overboard 1 1 Sinking 4 0 Grounding 0 0 Occupational Incident 7 43 Flooding 0 0 Hijacking and Piracy 0 0 Loss of anchor / propeller 0 0 Total 22 46 FIG 3: Fatality Rate (2024)- Marine Casualty FIG 4: Injury Rate in (2024) - Marine Casualty Collision Fire and Explosion Man Overboard 13.6% 4.3% 2.2% Occupational Incident 31.8% Fire and Explosion 31.8% Sinking 18.2% Man Overboard 4.5% Occupational incident 93.5% NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS27 Non Operational Incident TABLE 4: NON OPERATIONAL INCIDENTS OF 2024 Incident Type Death Injury Death Ashore 1 0 Desertion 0 0 Incident Ashore 0 3 Non Occupational Incident (MEDEVAC) 0 3 Injury 0 3 Missing/MOB 20 0 Sickness (Death onboard) 25 0 Sickness onboard 0 0 Sickness onboard & Death ashore 11 0 Sickness onboard (MEDEVAC) 0 0 Suicide 4 1 Wilful Default 0 5 Total 61 15 FIG 5: Fatality Rate (2024)- Non FIG 6: Injury Rate in (2024)- Non operational incident operational incident Sickness onboard & Death ashore Suicide Non Occupational Incident (MEDEVAC) 18% 6.6% 20% Wilful Default 33.3% Missing/MOB 32.8% Incident Ashore 20% Suicide 6.7% Sickness (Death onboard) Death Ashore Injury 41% 1.6% 20% NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS28 Vessel Analysis Bulk carriers, container ships, and oil/product tankers were the most frequently involved in marine casualties in 2024, reflecting their high operational demand and complexity. These vessel types dominate global trade routes and often operate under tight schedules, increasing their exposure to navigational and mechanical risks. Bulk carriers, in particular, are susceptible to structural stress due to heavy cargo loads, while container ships face challenges related to port congestion and equipment handling. Oil and product tankers carry additional risk due to the hazardous nature of their cargo, requiring strict adherence to safety protocols. The casualty patterns underscore the need for enhanced risk management strategies across these high-traffic vessel categories. FIG 7: 2024 Marine & Non operational Incidents by vessel type Flag Analysis* In 2024, a considerable share of incidents was reported across Marshall Islands, Panama, Liberia, and Singapore-flagged vessels, with presence observed in both operational and non- operational categories. While Marshall Islands reflected a slightly higher concentration in specific crew-related cases, Panama showed a balanced distribution across incident types — consistent with the large number of Indian seafarers employed on these globally subscribed registries. *DISCLAIMER: THE ANALYSIS OF FOREIGN-FLAGGED VESSEL PERFORMANCE IS BASED SOLELY ON INCIDENTS THAT OCCURRED WITHIN INDIAN WATERS AND THOSE INVOLVING INDIAN SEAFARERS ONBOARD FOREIGN VESSELS. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS29 Indian Flag Performance overview The data reflects a higher number of reported incidents involving Indian-flagged vessels, given the reporting scope includes Indian seafarers, Indian-flagged ships, and all vessels operating within Indian maritime zones. Notably, incidents under the Indian flag are more concentrated in the category of marine and very serious marine casualties, including collisions, fires and explosions, groundings, and flooding—highlighting the operational risks associated with active fleet deployment. In contrast, non-operational incidents reported on Indian-flagged vessels are relatively fewer and largely unrelated to seafarer misconduct or negligence. This trend suggests that Indian-flagged operations, while exposed to higher physical and navigational risks due to traffic density and operational range, maintain a consistent standard of crew conduct and procedural compliance. The visibility of Indian flags in operational incident categories presents an opportunity for focused intervention. Continued investment in crew training, risk assessment practices, and real- time compliance monitoring will be essential in improving outcomes. Moreover, fostering a culture of proactive safety behaviour and routine onboard drills could significantly reduce preventable incidents, aligning Indian-flagged vessels with global performance standards. TABLE 5: Incidents Reported on Indian Flag - Comparison of 2023 & 2024 Year Jan - Mar Apr - Jun Jul - Sep Oct - Dec Total 2023 4 9 4 6 23 2024 6 6 11 3 26 FIG 8: Indian Flag performance analysis NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS30 TABLE 6: Incidents Reported on Indian Flag - Marine Casualty Total Number of Incident Incident Type 2023 2024 Collision 2 5 Fire and Explosion 7 1 Man Overboard 0 0 Sinking 0 1 Grounding 2 2 Occupational incident 3 4 Flooding 2 1 Hijacking and Piracy 0 0 Loss of anchor / propeller 0 2 Total 16 16 TABLE 7: Incidents Reported on Indian Flag - Non operational incident Total Number of Incident Incident Type 2023 2024 Death Ashore 1 1 Desertion 0 0 Injury 0 0 Non Occupational Incident (MEDEVAC) 1 0 Missing/MOB 1 5 Sickness (Death onboard) 0 1 Sickness Onboard - Medevac 4 0 Sickness Onboard & Death Ashore 0 3 Suicide 0 0 Arrested Ashore & Incident Ashore 0 0 Wilful Default 0 0 Total 7 10 NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS31 Overview - Territory Analysis DESCRIPTION The territorial distribution of marine INCIDENT- 13% incidents between 2023 and 2024 INDIAN reveals a notable shift in operational TERRITORIAL risk zones. Incidents occurring outside WATERS Indian waters (beyond 200 nautical miles) rose from 78% in 2023 to 82% in 2024, marking a 4 percentage point increase. This upward trend suggests growing exposure or reporting from international waters, where monitoring and emergency response capabilities INCIDENT- 5% may be comparatively limited. In INDIAN EEZ contrast, Indian Territorial Waters (up to 12 nautical miles) saw a marginal decrease from 15% to 13%, and the Indian EEZ (12 to 200 nautical miles) declined from 7% to 5%. Overall, the data indicates a concentration of incidents in high-seas and foreign INCIDENT- 82% waters, highlighting the need for BEYOND enhanced onboard preparedness, INDIAN EEZ long-range emergency support, and international collaboration to mitigate risks in foreign operational areas. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS32 03 Marine Casualty PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY33 I n c i d e n t A n a l y s i s The analysis of marine casualties reveals a significant impact on human lives and vessel conditions due to various types of accidents and incidents. A total of 68 lives were directly Fire & Explosion Occupational affected as a result of these incidents, with the Incident majority of fatalities and injuries occurring Collision during operational activities onboard vessels. 9 Man Over-Board The year 2024 witnessed a total of 78 marine TYPE OF incidents, resulting in 22 deaths and 46 injuries. “Occupational incident” emerged as Loss of anchor MARINE / propeller the most frequent and severe category, INCIDENTS accounting for 47 incidents, 7 fatalities, and 43 Grounding injuries. Although limited to 6 cases, “Fire and Explosion” incidents also resulted in 7 deaths, Piracy. and highlighting their high fatality rate. Armed Robbery Sinking This trend highlights the importance of proactive risk assessment, effective onboard Flooding safety management systems, and regulatory Type of Incidents oversight to reduce the frequency and severity of such incidents. The Directorate continues to emphasize the critical role of safety culture In 2024 there are 78 casualty occurred across and accident prevention strategies across the Indian and international merchant marine 9 categories of incidents sector. Human Casualty Insights 46 22 INJURY DEATH The injury pattern indicates that routine shipboard Fatalities were reported in several major onboard and operations demand greater focus on safety measures. fire-related incidents. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS34 Occupational Incident 47TodN num cb ke dr nof T Incident Reported 07 Total Death 43 Total Injury Occupational incident was the most frequently reported category in 2024, with 47 cases across the year. These resulted in 7 fatalities and 43 injuries, making it the highest-impact category overall. They often Proactive prevention strategies, such as regular crew result from everyday operations — whether drills, equipment audits, and mental wellness involving maintenance, movement within the vessel, or equipment handling. These programs, must be prioritized. incidents were recorded in nearly every month, reflecting their persistent and routine nature. While less dramatic than other categories like fire or collision, KEY SUGGESTIONS onboard incidents tend to be the most preventable and yet the most common. The high number of injuries suggests that Every crew member should be consistently operational discipline, hazard recognition, reminded that safety is essential—not only and individual vigilance need reinforcement. Regular tasks should never during high-risk operations but also in the most be taken lightly, as they can still result in routine daily tasks. Incidents can happen in harm if proper steps are skipped or safety familiar settings when caution is overlooked. gear is not used. With such high frequency, The proper and consistent use of personal it’s essential to create a culture where even protective equipment (PPE)—including gloves, minor onboard hazards are taken seriously, helmets, safety boots, and reflective clothing— reported promptly, and addressed must be enforced across all departments. Any consistently. visible hazard, such as slippery decks, damaged handrails, exposed wiring, or malfunctioning equipment, should be clearly marked and repaired as quickly as possible to prevent injury. Regular toolbox meetings should be held before starting shifts or specific tasks to discuss the work ahead and identify potential risks. These meetings serve as a simple but effective tool for promoting safety awareness and setting a culture of accountability. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS35 Collision In 2024, a total of 10 maritime collision incidents were reported, resulting in 3 fatalities and no recorded injuries. All fatalities occurred in a single incident during the month of May, while the remaining nine cases did not involve any loss of life or 10TodN num cb ke dr nof T Incident Reported injury. The highest number of collisions was reported in May, July, and August, with two incidents each. Single incidents were 03 Total Death 00 Total Injury recorded in February, March, April, and October. The distribution of collisions across various months indicates a steady occurrence throughout the year, suggesting that such incidents are linked to routine navigational activity rather than seasonal factors. While most incidents were non-fatal, the occurrence of multiple collisions Bridge coordination, situational awareness training, highlights the need for continued vigilance in and structured post-collision reviews must be traffic management, watchkeeping consistently enforced. practices, and bridge operations. The consistent frequency reinforces the importance of proactive measures to reduce the risk of such incidents, even in cases KEY SUGGESTIONS where no injuries are reported. To reduce the chance of collisions, all crew on watch should stay alert and focused, especially when the ship is in busy or coastal areas. After any collision, even a small one, it’s important to check on the crew’s health and well-being. Any incident or close call should be clearly reported so the team can learn from it. Regular safety meetings and simple practice drills can help everyone know what to do in such situations. Officers should avoid distractions on the bridge and make sure they are well rested during while performing navigational duties. Sharing lessons from past incidents with other vessels can also help prevent similar situations. Bridge team management, timely decisions, and clear communication are key to safety. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS36 Fire & Explosion While incident onboard accounted for the highest share of all reported incidents in 2024— making up approximately 58% of the total—fire and explosion incidents, though fewer in number, resulted in the highest fatality count. Out of the 6 incidents recorded in this category, 0T6odNnumcbkedr onf TIncident there were 7 deaths and 2 injuries, underscoring Reported the sudden and high-impact nature of such events. Fires aboard vessels—whether originating in engine rooms, galleys, or cargo 07 Total Death 02 Total Injury areas—can escalate rapidly, spreading beyond the initial source point and leaving little time for effective reaction. Despite being less frequent than other categories, fire-related events have the potential to cause significant physical harm, operational disruption, and psychological stress among crew. The loss of life in three of the six Emergency preparedness through realistic fire drills, reported cases highlights the critical importance equipment checks, and crew familiarization must be of continuous preparedness and crew proficiency in emergency response protocols. strengthened. Notably, fire and explosion risks are present whether the vessel is underway or at anchor, emphasizing the need for round-the-clock vigilance. . Even a small fire must be treated seriously, with immediate containment and clear reporting procedures. KEY SUGGESTIONS All vessels should maintain operational fire detection and suppression systems. Regular fire and emergency drills involving the entire crew should be scheduled, with scenarios rotating between day and night, and including hidden fire sources. Crews must be comfortable using extinguishers, fire hoses, and alarms. Visual checks of fire- prone areas should be performed during routine rounds. If any fire-related signs appear — such as overheating or strange smells — they must be reported without delay. Emergency escape routes and procedures should be made visible and well-understood by all. Post-incident analysis of any fire should be shared with the full fleet. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS37 Sinking In 2024, three sinking incidents were reported, resulting in four lives lost. These events remain among the most severe in maritime operations due to their rapid onset and limited reaction time. In one case, the sinking led to an oil spill, affecting nearby waters and prompting emergency containment measures. Though cleanup efforts were initiated, the incident serves as a reminder of how sinking accidents can extend beyond the crew to the environment. This highlights the importance of regularly tested bilge systems, clear flood response protocols, and crew drills that prepare for hull breach scenarios. Being prepared can make a critical difference in both safety and damage control. Grounding Three maritime grounding incidents were reported, none resulting in injuries or loss of life, though each generated significant operational delays and potential vessel damage. These occurrences primarily manifested during coastal navigation, environments where factors such as shallow waters, diminished under-keel clearance, or navigational lapses are identified as contributing elements. In every instance, prompt crew response was instrumental in preventing escalation and ensuring vessel stability and safety. The recurrence of these incidents, however, underscores a critical imperative for enhanced passage planning vigilance, meticulous tide monitoring, and effective bridge team coordination. Sustained attentiveness during restricted water transit is essential to mitigate future disruptions. Armed Robbery & Piracy In 2024, 2 piracy/armed robbery incidents (including suspicious activities) were reported, with no casualties. While limited in frequency, such incidents carry high strategic and emotional impact. They often involve armed threats, theft, or temporary capture. The effects of piracy go beyond physical harm — such incidents disrupt crew morale, operations, and international relationships. These two cases did not escalate to loss of life or injury, but the fact that they occurred is enough to warrant precaution, especially when vessels transit through piracy-prone waters. Furthermore, the Houthi attacks on shipping effecting Indian seafarers and the Global patterns on Maritime Security has been elaborated in section 7. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS38 Loss of anchor / propeller Two incidents were reported in 2024 involving the loss of anchoring or propulsion equipment, with no injuries or deaths. While not causing immediate danger, such incidents can become serious if they occur in high-traffic or shallow waters. A vessel without propulsion may drift into restricted zones or other ships, while the inability to anchor may affect station-keeping during operations. These mechanical issues may be tied to routine wear or unreported damage, but regardless of reason, their operational impact is significant. With no room for error near ports or during cargo transfers, having backup procedures is essential. Flooding There were 3 flooding incidents in 2024, with no injuries or fatalities. Flooding presents a serious threat to vessel stability and operations, and typically involve water entering through hull damage, open hatches, or machinery spaces due to failed seals or equipment. Quick action often prevents escalation, but when ignored or unnoticed, flooding can develop into larger emergencies like sinking or cargo damage. The limited number of incidents and lack of casualties suggest these were well-managed or detected early. However, because flooding can develop silently and rapidly, preparedness and awareness are key in every space below deck — especially in engine rooms, shaft tunnels, and bilge areas. Man Overboard In 2024, two Man Overboard incidents were reported, resulting in one fatality and one injury. Both cases occurred in May, making it the only month in which such incidents were recorded. Although the frequency was low, the severity of outcomes highlights the high-risk nature of these situations. Man overboard events typically demand immediate and well-coordinated response efforts, and even a single lapse of judgement can lead to serious consequences. The data reflects that while rare, these incidents carry significant operational and human impact, warranting continuous focus on onboard awareness, crew readiness, and adherence to safety protocols during deck operations. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS39 Shipboard Incident Classification Marine Casualty Deck Engine Saloon OVERVIEW Saloon 2% The Deck department accounted for the highest number of marine casualties, likely due to frequent involvement in external operations and physically intensive tasks that increase exposure Engine 37% to vaguries of nature. Engine department casualties, though fewer in number, were often more severe, reflecting the hazardous nature of technical operations in enclosed and high- pressure environments. Saloon-related marine casualties were rare but notably serious, highlighting the critical need for Deck emergency medical preparedness even in service-oriented roles 61% typically perceived as low-risk. FIG 9: CLASSIFICATION OF SHIPBOARD INCIDENT - MARINE CASUALTY Deck Engine Saloon The Deck Crew had the Engine incidents, though Saloon incidents were rare highest incident volume, fewer, were often severe due but serious, showing the likely due to exposure to to technical complexities and need for emergency medical external operations and enclosed environments. preparedness even in service physical tasks. roles. AGE WISE ANALYSIS RANK BASED ANALYSIS The majority of reported incidents involve lower to 29.7% Age: 20-30 mid-level operational ranks, with Fitters (7 cases), 48.7% Age: 30-40 Able-Bodied Seamen (6), Seamen and Oilers (4 each), and Cadets, Bosuns, and Pumpmen (3 each) 16.2% Age: 40-50 being most affected. This trend underscores the 5.4% Age: 50-60 heightened exposure of these roles to onboard hazards, highlighting the critical need for targeted 0% Age: 60+ safety training, regular drills, and close supervision for crew in these positions. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS40 Vessels Analysis- Marine Casualty A total of 78 marine casualty incidents were recorded between January and December 2024. Highlighting the operational challenges faced The data also reveals a clear seasonal across various vessel classes. Bulk Carriers pattern, with July and August marking the contributed the highest share, reaffirming their peak of marine casualties. These mid-year central role in global maritime logistics and months likely coincide with a combination of the elevated risks tied to their frequent adverse weather conditions, intensified voyages and heavy load conditions. Other shipping demand, and crew fatigue cycles — vessels such as Container Ships and Oil all of which contribute to heightened Product Tankers also reported significant operational strain. The trend underscores the incidents, reflecting the broader impact of importance of proactive risk mitigation during cargo-intensive operations on maritime high-activity periods to reduce the likelihood safety. of preventable incidents. FIG 10: Vessels Analysis - Marine Casualty FIG 11: Month-wise Vessels Analysis - Marine Casualty NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS41 Flag Administration- Marine Casualty Analysis Data highlights that Indian seafarers continue to face incidents on vessels registered under a diverse range of international flags. Notably, the highest number of incidents were recorded under the Marshall Islands (14), Panama (11), and Singapore (11) registries, suggesting these flags are particularly active in operations where Indian crew are engaged. Liberia (6) and Hongkong (3) followed with moderate incident counts, while other flags, including Comoros, Cook Islands, and several additional countries, reported fewer cases. These figures point to the importance of implementing consistent safety protocols and rigorous onboard training across all vessel flags to effectively manage risks and support Indian seafarer welfare. Addressing these factors can strengthen the overall safety culture and ensure that Indian seafarers receive the protection they need regardless of the vessel’s registry. FIG 12: Flags with Most Reported Incidents - Marine Casualty Type of Flag India Marshall Islands Panama Singapore Liberia India Marshall Islands Singapore Panama Liberia TABLE 8: Flag Registry Wise Casualties 2024 - Marine Casualty Total No. of Total No. of Total No. of Name of Flag Name of Flag Name of Flag Incident Incident Incident India 16 Cook Islands 2 Gabon 1 Marshall Islands 14 Bahamas 1 Japan 1 Panama 11 Barbados 1 Malta 1 Singapore 11 Belgium 1 Portugal 1 St.Vincent and the Liberia 6 Bermuda 1 1 Grenadines United States of Hongkong 3 China 1 1 America United Republic of Comoros 2 Denmark 1 1 Tanzania Total 78 *DISCLAIMER: THE ANALYSIS OF FOREIGN-FLAGGED VESSEL PERFORMANCE IS BASED SOLELY ON INCIDENTS THAT OCCURRED WITHIN INDIAN WATERS AND THOSE INVOLVING INDIAN SEAFARERS ONBOARD FOREIGN VESSELS. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS42 04 Non-operational incident PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY43 Non-operational incident- Analysis 2024 OVERVIEW The report records 61 fatalities under the category of Non-operational incident, which includes non-accidental and welfare-related incidents such as suicide, sickness onboard, injuries, and missing crew. These incidents reflect deeper systemic issues around physical and mental health conditions at sea. Strikingly, the number of deaths under Non-operational incident surpasses those reported in Marine Casualty, emphasizing the urgent need to prioritize crew welfare, mental health support, and medical readiness as core components of maritime safety—not just operational compliance. FIG 13: Month Wise Analysis of Non-operational incident Death On-Board Deaths onboard have been recorded at a notably high rate, with a total of 25 fatalities reported. These figures reflect the scale of incidents occurring within onboard environments during the reporting period. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS44 Desertion In 2024, a total of 23 desertion incidents were In contrast, June and August recorded no reported, with no associated deaths or injuries. The desertion cases, while the remaining months highest concentration was observed in March and showed only one or two incidents, reflecting a April, each recording four cases. This was followed more sporadic pattern. The absence of a uniform by another notable rise in October and November, trend suggests that desertion may be influenced with three incidents reported in both months. These more by individual grievances than by external figures indicate that desertion tends to peak during seasonal or operational factors. This highlights the first and last quarters of the year, possibly the importance of implementing proactive crew aligning with psychological fatigue, dissatisfaction, welfare programs, conducting regular one-on- or contract-related factors nearing completion. The one check-ins, and offering early intervention consistency in these peak periods may also point to support. Strengthening shipboard internal vessel dynamics, such as poor working communication, mental health resources, and conditions, lack of rest, or interpersonal conflicts, ensuring timely shore leave may play a critical that intensify over time. role in reducing such incidents going forward. FIG 14: Month-wise analysis in desertion DEPARTMENT WISE CLASSIFICATION Desertion cases in 2024 were highest in the Deck department, particularly among Able FIG 15: Department - Analysis (in %) Seamen (ABs) and Seamen, highlighting elevated turnover at lower operational ranks. 60 This trend may reflect challenging working 50 conditions, extended contracts, or limited career progression opportunities. The Engine 40 department reported fewer desertions, mainly involving support positions such as Oilers and 30 60 Motormen. Saloon staff showed minimal 20 desertion incidents, though their presence 25 indicates that crew welfare concerns extend 10 15 beyond technical departments. Overall, the data points to a broader need for improved 0 Deck Engine Saloon retention strategies and working conditions across all vessel departments. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS45 OBSERVATIONS BASED ON AGE The updated desertion data shows that seafarers aged 20 to 30 years make up the largest proportion of desertion cases. This group, largely composed of early-career individuals, often faces the harsh realities of maritime life for the first time. Challenges such as physical fatigue, emotional strain, cultural shock, and unmet expectations may drive impulsive decisions—particularly when the vessel is docked in foreign ports where the opportunity to leave becomes more feasible coupled with availability of extended family members in the country of occurrence. Without strong peer support or accessible counselling, desertion may seem like a way out from immediate stress. Following closely are desertions among the 30 to 40 age group, typically mid-career professionals. Though more experienced, these seafarers may be under pressure due to growing responsibilities, extended sea time, or lack of progression. Their desertion often reflects deeper professional dissatisfaction, fatigue, or unresolved personal obligations. The lowest number of cases occurred in the 40 to 50 age group, indicating that more seasoned seafarers tend to demonstrate higher levels of resilience, career stability, and long-term commitment. COUNTRY OF OCCURRENCE Geographically, the United States accounted for 20 out of the 23 desertion cases, indicating that vessels calling at U.S. ports present a significantly higher risk of crew desertion. This may be due to a combination of factors including ease of access, perceived opportunities ashore, or more lenient immigration enforcement during shore leave. The remaining cases occurred in Spain (1), Germany (1), and Canada (1)—all developed countries with stable port infrastructure and possible avenues for undocumented stay, making them appealing exit points for distressed or disillusioned crew members. Notably, all desertion cases were concentrated in ports with high international traffic and liberal access protocols. These locations also tend to offer greater personal mobility and communication access, making exit from the port environment easier. In most instances, the desertion was discovered only after the vessel’s departure clearance process had begun, indicating delayed detection at the local level. Out of the 23 recorded desertion cases, 20 were reported in the United States, making it the most impacted country in the data set. The recurrence of cases suggests that certain ports may be perceived by crew members as more viable exit points. SUGGESTION Clear communication protocols must be in place to confirm crew members' return before departure. Authorities should be promptly notified in case of absence, and checks at local facilities should follow. Maintain accurate contact details for families and alternative communication methods. Immediate action is crucial to minimize desertion impacts and prevent delays. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS46 Sickness Analysis The analysis of sickness-related incidents highlights critical concerns regarding the management of medical emergencies at sea. Of the reported cases, 25 resulted in death onboard, while 11 individuals were evacuated but subsequently passed away ashore. Only 6 incidents involved non-fatal sickness cases managed onboard. This distribution suggests that a significant number of medical conditions may not be detected or escalated in a timely manner. The fatalities following evacuation indicate potential delays in assessing the severity of illness or initiating medevac procedures. Total No of Incident Death Onboard (Due to Sickness) 25 Death Ashore (Onboard Sickness) 11 Sickness Onboard 6 0 5 10 15 20 25 FIG 16: Total number of incident in sickness analysis SICKNESS ONBOARD PREVENTIVE MEASURES Sickness among seafarers remains a Implement regular crew health monitoring while critical concern, particularly in high seas sailing with limited medical support. Upgrade medical facility and try to enable real- A significant number of cases have time remote consultations progressed to fatal outcomes, either Stringent pre-joining medical assessment. onboard or following delayed evacuation to Mandatory declaration of medication being taken shore. by crew members. These trends highlight the urgent need for Equip vessels with essential medical supplies, timely identification, effective medical diagnostic tools, and emergency medications. intervention, and structured response Ensure reliable internet or satellite protocols. Enhancing onboard health communication to support telemedicine access. systems, stringent pre-joining medical Partner with certified medical service providers assessment, regular monitoring, and crew for round-the-clock consultation availability. medical training are essential to ensure seafarer well-being. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS47 Non-occupational incident (MEDEVAC) In 2024, a single incident was reported under the category of Non occupational incident (MEDEVAC), involving three crew members who sustained injuries. Despite being the only such case, the impact of the injury sustained underscores the severity and concentrated impact of the event. The injuries necessitated immediate medical evacuation, indicating that onboard medical resources were inadequate to manage the situation. Such incidents are often associated with negligence or accidents in performing routine tasks, leading to grievous injuries which prompts medical intervention to preserve life or prevent further harm. While MEDEVAC cases are rare, they cause considerable operational disruption, including deviations from voyage plans and complex coordination with port and medical authorities. Sickness onboard (MEDEVAC) In 2024, a total of five incidents were recorded under the category of Sickness Onboard (MEDEVAC). These cases were reported in the months of April (1 incident), October (1 incident), and November (3 incidents). There were no deaths or injuries associated with any of these cases. All five incidents required the medical evacuation of the affected crew members from the vessel. The concentration of three incidents in November represents the highest number in any single month under this category. The other two cases were individually reported in April and October, indicating that the incidents were spread across the second, third, and fourth quarters of the year. The data does not indicate any clustering across consecutive months, except in the fourth quarter. All five incidents were categorized strictly as sickness-based evacuations, with no reported injuries or fatalities during or after the medical intervention. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS48 Ashore Incident Analysis In 2024, ashore incidents were limited in number but revealed critical gaps in crew safety beyond the vessel. These events—ranging from an arrest and a fatality to multiple injuries—highlight the need to 3 1 expand safety oversight into shore-based INCIDENT ASHORE DEATH ASHORE scenarios. Unlike onboard environments governed by structured protocols, ashore settings expose seafarers to legal, medical, and behavioural risks without the same level of control or support. The current safety framework often ends at the gangway, with little emphasis on port-specific 1 hazards, local law awareness, or medical response readiness. There is also no mechanism to ensure ARRESTED ASHORE continuous duty-of-care except individual sense of responsibility once a crew member steps ashore. Injury Wilful Default Injury in ashore incidents refers to physical Wilful default in ashore incidents refers to the harm sustained by seafarers while they are off intentional failure of a seafarer to fulfil duties or the vessel but still involved in operational comply with expected conduct while off the movements—such as transit between port vessel but still under professional obligation. facilities, official duties ashore, or during shore leave. Observations from 2024 indicate that This may involve deliberately not returning to such injuries, though few, expose a critical the ship, violating local regulations, or vulnerability in crew protection during off-ship knowingly disregarding company policies activities. The absence of structured guidance, during shore leave. Even isolated cases of wilful unfamiliar local conditions, and limited access default raise serious concerns, as they reflect to immediate medical response contribute to underlying issues such as disengagement, delayed assistance and underreporting. Unlike dissatisfaction, or lack of awareness of the onboard scenarios where every injury is logged consequences. Unlike accidental or health- and treated promptly, ashore injuries are often related incidents, wilful defaults are conscious handled informally or only addressed when they escalate, resulting in loss of response time and decisions that can lead to legal complications, data accuracy. This gap highlights a pressing operational delays, and reputational damage for need to extend the safety net beyond the ship. the company. Such behaviour highlights the Companies must implement pre-shore briefings need for clearly defined responsibilities during with port-specific risk mapping, provide shore leave, structured conduct briefings, and seafarers with emergency contact protocols, access to grievance redressal and mental well- and establish local medical tie-ups to ensure being support. timely intervention. NNOONN--OOPPEERRAATTIIOONNAALL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 IINNCCIIDDEENNTT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS49 Missing/MOB OVERVIEW In 2024, a total of 20 incidents were reported under the Missing / Man Overboard (MOB) category. These incidents involved crew members who were reported missing during vessel operations, triggering immediate onboard emergency procedures and formal reporting protocols. Each case carries significant operational, procedural, and emotional weight, requiring coordination with authorities and often resulting in unresolved outcomes. While circumstances differ from case to case, MOB incidents remain one of the most serious classifications recorded, reflecting the high level of sensitivity and impact they have on both crew welfare and maritime operations. Suicide A total of 5 suicide incidents of suicide were reported in the year 2024. Tragically, 4 resulted in deaths and 1 resulted in injury. The highest number of incidents were reported in February (3), with single incidents occurring in both November and December. This pattern suggests a concentration of suicide-related incidents early in the year, which may indicate potential stress factors or gaps in mental health support that could correlate with seasonal or operational factors. The recommendations as follows: Provide regular psychological counselling (onboard or remote) and create a supportive environment for emotional wellbeing. Train crew members and officers to recognize early warning signs of distress and encourage a supportive “buddy system.” Enable seafarers to report emotional distress anonymously, ensuring privacy and timely intervention. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS50 Shipboard Incident Classification Non- operational incident 2024 Deck Engine Saloon Saloon OVERVIEW 8% An analysis of non-operational incidents by shipboard division reveals that the Deck department accounts for the majority of incidents, contributing to 50% of the total cases reported. These primarily include injuries, falls, illnesses and underlying medical conditions. The Engine department follows closely with 42%, with incidents largely linked to Deck the demanding nature of engine room operations, which involve 50% strenuous physical activity and high temperatures, requiring a higher Engine physical ability. The Saloon department, while least affected, recorded 42% 8% of the incidents, primarily involving catering staff injuries and illness. This distribution highlights the need for targeted safety and health measures tailored to the environment of each shipboard division. FIG 17: CLASSIFICATION OF SHIPBOARD INCIDENT - NON-OPERATIONAL INCIDENT Deck Engine Saloon The Deck Crew had the Engine incidents, though Saloon incidents were rare highest incident volume, fewer, were often severe due but serious, showing the likely due to exposure to to technical complexities and need for emergency medical external operations and enclosed environments. preparedness even in service physical tasks. roles. AGE WISE ANALYSIS RANK BASED ANALYSIS Ratings and trainee seafarers continue to represent a 29.4% Age: 20-30 disproportionately high share of non-operational incidents, in contrast to markedly lower incidence rates among senior 29.4% Age: 30-40 officers. This disparity points to a pronounced vulnerability 16.5% Age: 40-50 within the lower tiers of shipboard hierarchy—likely stemming from limited experience, inadequate preparedness, job 16.5% Age: 50-60 expectations vis a vis the reality of onboard work environment 8.2% Age: 60+ and gaps in awareness or access to safety resources. The data clearly indicate the need for targeted interventions aimed at junior crew members, including enhanced onboard mentoring, structured safety training, and improved communication protocols. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS51 Vessel Analysis- Non operational Incident A total of 108 Non-operational incident incidents were recorded between January and December 2024. Bulk Carriers recorded the highest number of From a temporal perspective, March, injuries under Non-operational incident in October, and November stood out as the 2024, with a total of 30 incidents, making months with the highest reported injuries, them the most affected vessel type. This was indicating seasonal peaks in crew-related followed by Oil Product Tankers (16 incidents) incidents. These months likely coincide with and Container Vessels (14 incidents), both of crew changeovers, operational surges, or which also showed consistent injury reports fatigue accumulation periods. In contrast, July across the year. These trends point to the and August reflected relatively lower incident elevated physical demands and operational counts, possibly due to better environmental complexity faced by crew members aboard conditions or reduced workloads. The data high-capacity or high-risk cargo vessels. reinforces the importance of anticipating and managing injury risks around operational high points in the maritime calendar. V FIG 18: Vessels analysis - Non-operational incident FIG 19: Month-wise Vessels analysis - Non-operational incident NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS52 Flag Administration- Non-Operational Incident Analysis The 2024 data on Non-Operational casualties involving Indian seafarers shows that incidents were reported on vessels registered under various international flags. Marshall Islands (21 incidents), Liberia (17), Panama (13), and Bahamas (12) accounted for the highest number of incidents, highlighting a higher number of incidents on Flags of Convenience (FOCs). Flags like Hongkong (8), Singapore (7), and Malta (5) recorded moderate numbers, while other countries such as Bermuda, Denmark, Isle of Man, Norway, and several others reported single or very few incidents. This distribution underscores the need for consistent safety measures, robust training, and effective reporting systems to manage risks and ensure the welfare of Indian seafarers serving across different vessel flags. FIG 20: Flags with Most Reported Incidents - Non-operational incident Type of Flag Marshall Islands Liberia Panama Bahamas India Bahamas India Panama Liberia Marshall Islands TABLE 9: Flag Registry Wise Casualties 2024 - Non-operational incident Name of Total No. of Total No. of Total No. of Name of Flag Name of Flag Flag Incident Incident Incident Marshall Islands 21 Malta 5 Japan 1 Liberia 17 Bermuda 2 Kuwait 1 Saint Panama 13 Denmark 2 1 Kitts and Nevis St.Vincent Isle Bahamas 12 2 and the 1 of Man Grenadines India 10 Norway 2 Togo 1 Hongkong 8 Cameroon 1 Singapore 7 Cyprus 1 TOTAL 108 *DISCLAIMER: THE ANALYSIS OF FOREIGN-FLAGGED VESSEL PERFORMANCE IS BASED SOLELY ON INCIDENTS THAT OCCURRED WITHIN INDIAN WATERS AND THOSE INVOLVING INDIAN SEAFARERS ONBOARD FOREIGN VESSELS. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS53 05 Fishing Vessel Incidents On Indian Coast PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY54 Incident Involving Fishing Vessel It is observed that fishing vessel casualties and activities remained consistent in both 2023 and 2024, with eight incidents reported each year. Injuries and deaths were evenly split, highlighting an ongoing safety concern. Foreign-flagged vessels accounted for most incidents, and daytime incidents were 2023 more frequent than nighttime ones. Among MMD jurisdictions, Kandla recorded the highest number of cases, followed by Kochi and Chennai. Winter saw the highest activity levels, possibly due to 8 seasonal fishing patterns, while other seasons had fewer reports. ANNUAL DISTRIBUTION CONSEQUENCES 2023 2024 2023 2024 INJURY DEATH INJURY DEATH 08 08 02 02 02 02 MMD JURISDICTION TOTAL 16 KANDLA KOCHI CHENNAI REST 7 3 3 3 ALL ABOVE FIGURES REPORTED CONCERN FISHERMEN ONLY NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS55 To reduce incidents involving Indian Fishing FLAG OF COLLIDED Vessels (IFVs), the Directorate has adopted a VESSEL phased strategy focused on prevention and coordination. Key measures include the installation of AIS transponders on IFVs, INDIAN FLAG 6 targeted awareness campaigns in high-risk zones in critical areas. A centralized reporting OTHER FLAGS 10 mechanism, including mobile app-based platforms, is being considered alongside the implementation of dynamic geofencing. The Directorate is also planning along with Indian Coast Guard activel engagement with State Fisheries Departments, Maritime Boards, and TIME OF THE DAY fishing communities to formulate practical, region-specific safety plans. Collisions at sea are preventable—with technology, training, and NIGHT 5 regulation serving as the foundation. A unified, multi-agency effort is essential to ensure safer DAY 11 Indian waters. SEASON WINTER 10 REST 6 ALL ABOVE FIGURES REPORTED CONCERN FISHERMEN ONLY NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS56 06 Notable Incidents PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY57 MV Dali allision and the Collapse of the Francis Scott Key Bridge, Baltimore INCIDENT OVERVIEW On 26 March 2024, the MV Dali, a large Singapore-flagged container vessel with Indian officers and crew, collided with the Francis Scott Key Bridge in Baltimore, USA. The impact caused collapse of the central span of the bridge resulting in the death of six bridge maintenance crew. The incident led to the closure of a critical U.S. maritime transport corridor and was officially classified as a “Major Marine Casualty” under Title 49 of the U.S. Code of Federal Regulations. India, as a Substantially Interested State (SIS), responded immediately through the Directorate General of Shipping (DGS), which deployed a senior technical investigation team to the United States. The team, comprising a Nautical Surveyor and an Engine & Ship Surveyor joined the U.S. National Transportation Safety Board (NTSB) and United States Coast Guard (USCG) investigation. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS58 The DGS team boarded the vessel at the incident site and reviewed critical evidence including Voyage Data Recorder (VDR) data, equipment logs, radar feeds, and bridge audio recordings. The investigation confirmed that a complete blackout occurred approximately four minutes prior to impact, leading to a loss of propulsion and steering. Though emergency systems restored partial functionality, helm and anchor responses were insufficient to prevent the casualty. Notably, key navigation displays ceased recording due to power-saving settings, requiring services of equipment manufacturers for analysing reasons. Equipment manufacturers were also utilised to understand the reason for opening of electrical breakers that fed most of the vessel equipment and lighting to fail The DGS also engaged with the Unified Command Center overseeing salvage and emergency response. The technical engagement ensured the Indian maritime administration had access to all key developments in the case including aspects related to welfare of Indian and a Sril Lankan crew member. The investigation raised concerns about: Failure of electrical breakers and power systems without prior alarm; Delayed anchor deployment, and limited effectiveness once executed; Early release of tugs after departure, which reduced maneuvering options in case of emergency. The DGS’s participation safeguarded the interests of Indian seafarers and ensured that investigative attention remained focused not only on human factors but also on potential technical failures and systemic issues. Their role helped maintain objectivity and transparency in an international high- stakes investigation. In recognition of the gravity of the incident and the effective coordination undertaken, the DGS’s proactive engagement is a testament to India’s maturing role as a responsible maritime state. The insights gained would contribute to future policy recommendations regarding emergency power systems, tug assistance protocols, and data capture during navigation. The Directorate continues to follow the ongoing proceedings and participate in subsequent phases of the inquiry. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS59 MAERSK FRANKFURT - Fire On Board INCIDENT OVERVIEW On 19 July 2024, a significant fire broke out aboard the container vessel MAERSK FRANKFURT (IMO 9969065), flagged with Panama, approximately 33 nautical miles off the coast of Goa. The fire was reported at 1410 IST in position 14°05'N, 072°56'E. The crew complement included 21 seafarers of Filipino, Ukrainian, Montenegrin, and Russian nationality. Unfortunately, one crew member—a Filipino Able-Bodied Seaman—succumbed to injuries sustained in the fire LOCATION OF MAERSK FRANFURT FIRE INCIDENT NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS60 Firefighting Operations and Coordination The firefighting response was a sustained, multi-agency effort involving coordination between Indian and international stakeholders over several weeks: Initial Fire Containment 02 01 Response Strategy The Indian Coast Guard (ICG) promptly deployed assets Firefighting efforts targeted container bays 14–22, including ICGS Samudra Prahari, Sachet, Varaha, and with smoke also observed in Bay 26. Firefighting aerial support. ETV Water Lily was dispatched by techniques included boundary cooling, DCP aerial Directorate General of Shipping from Mumbai. Due to drops, and ongoing monitoring. The operation was supported by Vessels ‘Albatross 5’, ‘Creative 1’, limited access to the seat of fire, aerial surveys via ICG ‘Valiant Vortex’, and ‘Canara Jog 1’ which operated in Dornier aircraft and helicopters guided response rotation, alongwith ICG vessels within a 2 NM radius. planning. 03 Engagement of Professional Environmental Monitoring and 04 Salvors Preventive Measures Following an emergency coordination meeting on 20 July, The Directorate General of Shipping, Indian Coast the Directorate General of Shipping facilitated the Guard, and Pollution Response authorities actively deployment of a Salvage team. A 19-member team was monitored for marine pollution risks. Although airlifted via ICG helicopters with logistical support through firefighting water entered the duct keel and lower New Mangalore Port and Goa Airport. Salvage gear was cargo holds, measures were taken to prevent flown in by charter, and clearances were expedited. overboard discharge. Continuous coordination Onboard, the team conducted compartment ensured containment of potential contamination and assessments, gas measurements, and dewatering, planning for a Place of Refuge (PoR) was initiated for installing portable ventilation and pumps in Holds 2 and 3 to control toxic vapours and internal temperatures. Gas safe berthing and cargo discharge. levels, including hydrogen sulphide and cyanide, were monitored every two hours across key spaces. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS61 Fire On Board MAERSK FRANKFURT (IMO no – 9969065) COORDINATION AND MONITORING Throughout the incident, the Directorate General of Shipping coordinated closely with the Indian CONCLUSION Coast Guard, the ship manager, salvors, and local authorities. Multiple SITREPs were The MAERSK FRANKFURT fire incident compiled and disseminated to ensure continuous underscores the critical importance of rapid, situational awareness. A safe port of refuge was coordinated multi-agency responses in handling identified to offload affected containers and it was complex marine casualties. The joint response ensured that no marine pollution resulted from the prevented escalation, limited environmental casualty. impact, and maintained crew safety. Investigations into the cause of the fire, cargo CREW SAFETY AND WELFARE classification, and shipboard response Despite the fire, the health and morale of the effectiveness are ongoing. Final remaining 20 crew members remained stable. recommendations will follow in collaboration with Salvage and response teams worked in close the Flag State and IMO-mandated protocols. The coordination with the vessel master and ship’s investigation report from the flag state (Panama) staff to ensure onboard safety. Emergency is still pending. communication systems, LSA/FFE (except localized damage), and ship’s systems remained functional throughout operations. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS62 Sinking Of MV ITT PUMA INCIDENT OVERVIEW At 1615 hours on 25 August 2024, DGComm Centre received information from the Company Security Officer (CSO) that MV ITT Puma, an Indian-flagged cargo vessel carrying approximately 2,090 metric tonnes of sand, had lost contact while en route from Kolkata to Port Blair. Prior to the loss of contact, the vessel had reported a 30-degree list to port under very rough weather conditions, with 2.5 to 3.0-meter swells and heavy rain. An earlier report from the shipowners at 1000 hrs stated that the list began due to suspected cargo shift. The crew attempted corrective ballasting of the starboard double bottom tanks, briefly stabilizing the list at 18 degrees. However, water ingress was subsequently reported in the port-side crew cabins through the shell plating, worsening the situation. At 1215 hrs, the vessel reversed course towards Sagar Island in an attempt to reach shelter, but continued listing. The final onboard communication at 1545 hrs indicated that the crew were abandoning ship and launching life rafts. The vessel sank shortly thereafter at 1545 hrs. RESCUE AND RESPONSE EFFORTS The DGComm Centre immediately escalated the incident to MRCC Chennai and MRSC Haldia. The Indian Coast Guard dispatched ICGS Sarang and coordinated the deployment of a Dornier aircraft to assist in the search and rescue (SAR) operation. Another company vessel, ITT Lion, was also diverted to the site. Out of the 14 crew members: 11 were rescued by Indian Coast Guard assets (ICGS Sarang and ICGS Amogh). 2 were confirmed to have drowned with the vessel, including the Master and Chief Officer. 1 crew member remained missing and is presumed to be deceased. Two life rafts were recovered at 20°27.42'N, 088°36.88'E. The Indian Coast Guard continued SAR operations through 27 August using both air and sea assets. POST-INCIDENT ACTIONS OBSERVATIONS A preliminary inquiry was initiated by MMD Kolkata. All The incident is tragically similar in nature to a past case rescued crew were interviewed on 28 August 2024, and involving ITT Panther (2017), where cargo shift in adverse the next of kin of missing crew members were invited for weather conditions led to vessel loss. This recurrence a formal condolence and briefing on 3 September. underscores the urgent need for stricter oversight of cargo The Indian Register of Shipping (IRS) was directed to handling practices and vessel seaworthiness. conduct urgent inspections of all vessels under the ownership of ITT Lines and those registered with Kolkata MMD scheduled for de-registration by 2026. Vessel Masters of ITT Lines were instructed to submit certified cargo securing plans to ensure proper stowage and avoid recurrence of cargo shift-related casualties. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NOTABLE INCIDENTS 07 08 INCIDENTS OVERVIEW ANALYSIS63 07 ETV DEPLOYMENT PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY64 ETV Deployment Overview – 2024 ETV WATER LILY DEPLOYMENT Emergency Towing Vessels (ETVs) Water Lily was deployed for a total of 36 days across four operations. Key engagements included: Support to the Indian Navy during Exercise Prasthan (twice) Deployed for a major 27-day emergency operation to assist the Maersk Frankfurt (Panama) following a container fire near Karwar, as requested by the Indian Coast Guard. Remained on standby for the OSV Ocean Turquoise (Marshall Islands), reported adrift. ETV OCEAN BLISS DEPLOYMENT ETV Ocean Bliss was mobilized twice in 2024 in anticipation of cyclonic activity on the east coast. Mobilised at Chennai in full readiness ahead of a developing cyclone over the east-central Bay of Bengal. Placed on standby during Cyclone ‘DANA’, prepared to respond if required. The deployment of ETVs across Indian ports in 2024 illustrates their critical role in supporting maritime safety and readiness. From participating in coordinated naval exercises to responding to vessel emergencies and weather-related contingencies, these vessels continue to serve as essential assets in India's maritime emergency response infrastructure. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NNOOTTAABBLLEE IINNCCIIDDEENNTTSS 07 08 INCIDENTS OVERVIEW ANALYSIS65 08 Medevac Analysis - Indian Waters PHOTOGRAPH SHOWN IS FOR ILLUSTRATIVE PURPOSES ONLY66 Medical Evacuation- Analysis OVERVIEW The past year saw a series of swift and well-coordinated medical evacuation (MEDEVAC) operations across India’s maritime zones, led primarily by the Indian Coast Guard in collaboration with the DGComm Centre and MRCCs. A total of 38 successful evacuations were recorded, underscoring the readiness and operational efficiency of maritime emergency response systems. Each operation, often undertaken under adverse weather or night-time conditions, demonstrated exemplary coordination between vessel masters, MRCCs, and aerial or surface assets of the Indian Coast Guard. These interventions not only reflect the critical importance of maritime medical readiness but also highlight the value of continuous training, rapid information exchange, and logistical preparedness in safeguarding lives at sea. NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NNOOTTAABBLLEE IINNCCIIDDEENNTTSS 07 08 INCIDENTS OVERVIEW ANALYSIS67 West Region East Region East Region 6 REGIONAL ANALYSIS In 2024, a total of 38 medical evacuations (MEDEVAC) were reported across Indian maritime zones, with a significant regional disparity. The west coast accounted for the majority, recording 32 cases, while only 6 were reported from the east coast. This trend indicates a higher concentration of maritime activity or medical emergencies in western waters. Factors such as denser traffic routes, port proximity, or environmental exposure may contribute to this imbalance. The data underscores the need for enhanced medical preparedness and response infrastructure along the west coast. West Region 32 FIG 21: Regionwise distribution TYPE OF VESSELS Fishing vessels accounted for the highest number of medical evacuations in 2024, with 17 cases, highlighting the hazardous nature of their operations and lack of onboard medical facilities. Cargo ships and tankers followed with 8 and 7 cases respectively, often linked to long voyages, exposure to hazardous materials, and physically demanding work environments. While less frequent, medical evacuations from tugs, passenger vessels, and other ship types indicate that health emergencies are not limited to high-risk vessels. The data underscores the importance of medical readiness across all segments of the maritime sector. FIG 22: Evacuation Incidents Across Vessel Types NON-OPERATIONAL 01 INTRODUCTION 02 ANALYSIS OF DATA 03 MARINE CASUALTY 04 INCIDENT FISHING VESSEL ETV DEPLOYMENT MEDICAL EVACUATION- 05 06 NNOOTTAABBLLEE IINNCCIIDDEENNTTSS 07 08 INCIDENTS OVERVIEW ANALYSIS68 C o n t r i b u t o r s Capt. Harinder singh Nautical surveyor & Deputy Director General (Tech.) Directorate General of Shipping Capt. Porus R. Disawalla Manneck Vesuna Master Mariner - In Charge Legal Assistant LRIT/DGCOMMCENTRE - Nav Bhavan Directorate General of Shipping Mr. Naresh Kannaa Ms. Purvaja Fursule Business Analyst Data Analyst Mr. Norbert Fernandes Mr. Rakesh Mulchand Shah Radio Officer-DGCOMM Radio Officer -DGCOMM Mr. Sahadev Koley Mr. Shailendra D. Khot Radio Officer - DGCOMM Radio Officer – DGCOMM Mr. Anthony D’silva Mr. Sikar K. Sen Radio Officer - DGCOMM Radio Officer - DGCOMM Mr. Kailas S. Jadhav Mr. Vijay J. Bhadkamkar Radio Personnel - DGCOMM Radio Officer – DGCOMM Mr. Aleti Gurumurthy Mr. Anilkumar K. Radio Personnel - DGCOMM Radio Personnel -DGCOMMEND OF REPORT