Over four-fifths of world trade still moves by sea. As geopolitical tensions buffet maritime routes, India's role in protecting the global commons grows ever more strategic. The transition from SAGAR (Security and Growth for All in the Region) to MAHASAGAR (Mutual and Holistic Advancement for Security and Growth Across Regions), alongside the Maritime Amrit Kaal Vision 2047, reflects India's intent to anchor both regional stability and global connectivity.
Under the Sagarmala initiative, India has expanded port infra, shipbuilding and port-linked industrialisation at record pace. In FY25, India's 12 major ports handled an unprecedented 855 mn t of cargo - a 4.3% y-o-y rise. Container throughput grew by 10%, fertilisers by 13%, and petroleum traffic by 3%. For the first time, Paradip and Deendayal ports each crossed the 150 mn t mark, underscoring India's operational maturity.
Yet, India's ambitions extend beyond trade logistics. Despite its overwhelming dependence on maritime commerce - 95% by volume and 70% by value - India's share in global shipbuilding remains modest, at about 1%, with its shipping registry accounting for only 0.8% of the world's vessels. To remedy this strategic deficit, GoI has unveiled a ₹69,725-cr programme aimed at expanding shipbuilding capacity, financing mechanisms, skill development and regulatory reforms.
These measures, expected to add 4.5 mn gross t in capacity and generate over 3 mn jobs, mark Sagarmala 2.0, a comprehensive effort to position India among the world's leading shipbuilding and shipping nations. The goal is clear: to secure at least 10% of global shipbuilding and ownership over the next decade, insulating India from external vulnerabilities and asserting its place in the global maritime economy.
The future of maritime growth, however, must be sustainable. India's plan to establish green hydrogen hub ports in Kandla, Paradip and Tuticorin represents a decisive turn toward decarbonised shipping and industrial ecosystems. These hubs will leverage the country's vast RE potential to power cleaner supply chains, spur green hydrogen exports and anchor new industrial clusters.
Simultaneously, digital platforms such as SAGAR SETU and the National Logistics Portal-Marine are facilitating a transition to a smart, paperless and transparent ecosystem, enabling real-time cargo tracking and seamless global integration.
India's port-led development is no longer an inward-looking exercise. It is becoming a template for cooperative growth. The MAHASAGAR framework highlights the indivisible link between security and prosperity, drawing like-minded nations into shared maritime resilience. India's participation in strategic corridors - from India-Middle East-Europe Economic Corridor (IMEC) to the Chabahar Port initiative - demonstrates how it is shaping the geography of global connectivity.
India's maritime rise, therefore, is not a solitary journey. It is a collective ascent. It anchors supply chains, stabilises economies and offers the world a new pole of reliability in turbulent times. As the seas churn with uncertainty, India's steady hand on the helm ensures that many more nations can sail ahead with confidence.
(Disclaimer: The opinions expressed in this column are that of the writer. The facts and opinions expressed here do not reflect the views of www.economictimes.com)
Under the Sagarmala initiative, India has expanded port infra, shipbuilding and port-linked industrialisation at record pace. In FY25, India's 12 major ports handled an unprecedented 855 mn t of cargo - a 4.3% y-o-y rise. Container throughput grew by 10%, fertilisers by 13%, and petroleum traffic by 3%. For the first time, Paradip and Deendayal ports each crossed the 150 mn t mark, underscoring India's operational maturity.
Yet, India's ambitions extend beyond trade logistics. Despite its overwhelming dependence on maritime commerce - 95% by volume and 70% by value - India's share in global shipbuilding remains modest, at about 1%, with its shipping registry accounting for only 0.8% of the world's vessels. To remedy this strategic deficit, GoI has unveiled a ₹69,725-cr programme aimed at expanding shipbuilding capacity, financing mechanisms, skill development and regulatory reforms.
These measures, expected to add 4.5 mn gross t in capacity and generate over 3 mn jobs, mark Sagarmala 2.0, a comprehensive effort to position India among the world's leading shipbuilding and shipping nations. The goal is clear: to secure at least 10% of global shipbuilding and ownership over the next decade, insulating India from external vulnerabilities and asserting its place in the global maritime economy.
The future of maritime growth, however, must be sustainable. India's plan to establish green hydrogen hub ports in Kandla, Paradip and Tuticorin represents a decisive turn toward decarbonised shipping and industrial ecosystems. These hubs will leverage the country's vast RE potential to power cleaner supply chains, spur green hydrogen exports and anchor new industrial clusters.
Simultaneously, digital platforms such as SAGAR SETU and the National Logistics Portal-Marine are facilitating a transition to a smart, paperless and transparent ecosystem, enabling real-time cargo tracking and seamless global integration.
India's port-led development is no longer an inward-looking exercise. It is becoming a template for cooperative growth. The MAHASAGAR framework highlights the indivisible link between security and prosperity, drawing like-minded nations into shared maritime resilience. India's participation in strategic corridors - from India-Middle East-Europe Economic Corridor (IMEC) to the Chabahar Port initiative - demonstrates how it is shaping the geography of global connectivity.
India's maritime rise, therefore, is not a solitary journey. It is a collective ascent. It anchors supply chains, stabilises economies and offers the world a new pole of reliability in turbulent times. As the seas churn with uncertainty, India's steady hand on the helm ensures that many more nations can sail ahead with confidence.
(Disclaimer: The opinions expressed in this column are that of the writer. The facts and opinions expressed here do not reflect the views of www.economictimes.com)
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