Policy Update
Paridhi Passi
Introduction
India’s maritime destiny is written in its geography. With a coastline stretching over 7,500 kilometres (including island territories, over 11,000 km) and 13 coastal states and Union Territories, India sits astride key international shipping routes. Nearly 95% of India’s trade by volume and 70% by value is carried through maritime transport. Yet for decades, this natural advantage translated into little economic power, with the sector remaining chronically under-invested and globally marginal.
The Maritime Amrit Kaal Vision 2047 (MAKV 2047) is an expression of India’s desire to empower the shipping industry, revitalise waterways, and enhance its ports. Launched by Prime Minister Narendra Modi at the Global Maritime India Summit (GMIS) in October 2023, and formulated by the Ministry of Ports, Shipping and Waterways (MoPSW), it is India’s most comprehensive maritime planning exercise to date.
Background
India’s maritime sector before MAKV 2047 was characterised by a paradox of potential and underperformance. The Blue Economy currently contributes 4% to India’s GDP, with aspirations to reach double-digit levels by 2047. India’s merchant fleet stood at 1,526 vessels in 2023, placing it 18th globally at only 1.3% of global capacity, while its shipbuilding market share remains below 1%, compared to nearly 90% held collectively by China, South Korea, and Japan. Most strikingly, India paid US$75 billion in sea freight in 2023 to foreign-owned vessels, an annual drain nearly equivalent to its defence budget.
MAKV 2047 builds on the Maritime India Vision 2030 and aims to develop world-class ports, promote inland water transport, coastal shipping, and a sustainable maritime sector.
Figure 1: Key Themes of Maritime India Vision 2030
Source: Press Information Bureau, Government of India
Functioning
MAKV 2047 was shaped through over 150 consultations with stakeholders and analysis of 50 international benchmarks, outlining more than 300 actionable initiatives for enhancing ports, shipping, and waterways by 2047. The vision operates across 11 thematic pillars coordinated by MoPSW.
Table 1: Key Targets under MAKV 2047
| Parameter | Current Status | Target by 2047 |
| Investment Outlay | Baseline | Rs. 75-80 lakh crore |
| Port Capacity | ~2,500 MTPA | 10,000 MTPA |
| Shipbuilding Global Rank | ~20th, below 1% share | Top 5 nations |
| Inland Waterways Operational | 29 routes | 111 National Waterways |
| Cruise Terminals | Nascent | 25 terminals |
| Blue Economy GDP Share | ~4% | Double-digit % |
| Jobs to be Created | Baseline | 35 to 40 million additional |
| Green Hydrogen Hubs at Ports | Pilot stage | 5 hubs |
Sources: PIB, 2023; MoPSW; ORF, 2026; Policy Circle, 2023.
On port infrastructure, deep draft ports at Deendayal Port Authority, Vadhavan, V.O. Chidambaranar Port Authority, Galathea Bay, and Paradip Port Authority would enable handling of bigger vessels, and transshipment hubs at Galathea would lead to substantial capacity addition.
On shipbuilding, four dedicated shipyard clusters are planned, with financial support schemes offering subsidies of 15% to 20% on shipbuilding contracts, and existing fiscal support mechanisms extended till at least 2036.
On green transition, the Harit Sagar Green Port Guidelines have been launched to reduce carbon intensity, and three major ports are being developed as Green Hydrogen/Ammonia Hubs under the National Hydrogen Mission.
On cruise tourism, the Cruise Bharat Mission, launched in September 2024, aims to double cruise passenger traffic by 2029, supported by six new international cruise terminals.
Performance
Early indicators show genuine momentum. The inland waterways sector has seen a 710% rise in cargo movement, from 18 MMT in 2014 to 146 MMT in 2025, with operational waterways expanding from three to 29. Ferry and Ro-Pax services carried over 7.5 crore passengers in 2024-25. India’s seafarer workforce has grown from 1.25 lakh to over 3 lakh, now comprising 12% of the global seafaring workforce.
Table 2: India’s Maritime Sector Progress
| Indicator | ~2014 Baseline | 2025 Figure | Change |
| Vessel Turnaround Time | 96 hours | 48 hours | 50% reduction |
| Container Dwell Time | 6+ days | Under 3 days | Over 50% reduction |
| Inland Waterway Cargo | 18 MMT | 146 MMT | +710% |
| Operational Waterways | 3 routes | 29 routes | ~10x increase |
| Seafarer Workforce | 1.25 lakh | 3+ lakh | +140% |
Sources: DD News, 2025; ORF, 2026.
Figure 2: Inland Waterway Cargo Growth (MMT)
Source: MoPSW.
The Sagarmala Programme is advancing 840 projects worth Rs. 5.8 lakh crore by 2035, with 272 projects worth Rs. 1.41 lakh crore completed and 217 projects worth Rs. 1.65 lakh crore underway. The Maritime Development Fund, with a Rs. 25,000 crore corpus, supports long-term financing for shipping and shipbuilding.
A visible example of these efforts is the development of the Vizhinjam International Seaport in Kerala, India’s first deep-water transshipment port, which seeks to reduce dependence on foreign hubs such as Colombo and Singapore and strengthen India’s position in regional maritime trade.
Emerging Issues
Despite strong policy architecture and early gains, MAKV 2047 faces structural challenges that could constrain its ambitions.
The most significant gap is shipbuilding. India’s shipbuilding and ship repair sector currently accounts for less than 1% of global fleet tonnage, placing it well behind China, South Korea, and Singapore. Closing this gap within 25 years requires ecosystem-level transformation, not just financial subsidies.
Unlike leading maritime economies such as China, South Korea, and Japan, which developed integrated maritime ecosystems through sustained industrial support, technological investments, and export-oriented strategies, India continues to face fragmented supply chains, higher financing costs, and ecosystem-level gaps in shipbuilding.
Connectivity bottlenecks persist. Key issues include last-mile connectivity gaps between ports and hinterland for multimodal logistics, inadequate dredging infrastructure affecting draft availability at several ports, limited access to affordable vessel financing particularly for private and small-scale players, and a shortage of skilled maritime professionals.
In shipping policy, the rate of increase in Indian-flag shipping tonnage has not kept pace with the demands of Indian trade, with key challenges including limited sources of vessel financing, delays in naval clearance of Indian-flag offshore supply vessels, and customs-related issues faced by Indian shipping companies.
Emerging geopolitical developments could also shape implementation outcomes. Supply-chain realignments, competition over maritime routes, and evolving Indo-Pacific partnerships may create opportunities for India to position itself as an alternative maritime hub, while simultaneously exposing the sector to external trade, logistics, and security risks.
Table 3: Key Challenges Mapped Against MAKV 2047 Pillars
| Vision Pillar | Core Challenge | Risk Level |
| Shipbuilding | Below 1% global share; ecosystem gap | High |
| Port Connectivity | Last-mile hinterland gaps; dredging deficit | High |
| Shipping Tonnage | Indian-flag growth lagging trade growth | High |
| Vessel Financing | Limited domestic options for private players | Medium-High |
| Green Transition | Technology readiness and capital intensity | Medium |
| Skilled Workforce | Shortage of specialised maritime professionals | Medium |
Way Forward
Bridging the gap between MAKV 2047’s ambitions and ground-level delivery requires action on three fronts. The four planned shipyard clusters must be developed as full industrial ecosystems, co-locating component manufacturers, training institutes, and research centres rather than functioning as standalone infrastructure projects. The Indian Ship Technology Centre at Visakhapatnam must be operationalised urgently as the anchor of a domestic ship design pipeline.
On port connectivity, every major port must have a dedicated rail freight corridor link and an inland container depot network in place by 2030, with the Sagarmala Programme’s unfinished connectivity projects prioritised over new additions. On financing and shipping policy, tax incentives for Indian shipowners and seafarers, GST rationalisation for shipbuilding and ship repair, and granting infrastructure status to the shipping sector must be passed as a consolidated legislative package rather than piecemeal reforms.
Suggestions
MAKV 2047 needs institutional durability, not just policy intent. A Maritime Amrit Kaal Implementation Authority should be established under MoPSW with statutory authority to coordinate across the Railways Ministry, Finance Ministry, Environment Ministry, and state governments. The current inter-ministerial coordination gap is one of the largest invisible barriers to project completion.
The vision’s 300-plus action points must be converted into a publicly accessible, annually updated National Maritime Dashboard tracking milestones, investment deployment, and sectoral KPIs by port and by state. Transparency is the most effective accountability mechanism available. Finally, coastal communities, including fisherfolk and small port workers, must be elevated from the periphery of policy design to a central pillar, with a dedicated Coastal Livelihood Integration Fund ring-fenced within the Sagarmala framework.
Conclusion
MAKV 2047 is among the most architecturally ambitious sectoral blueprints India has produced since liberalisation. The early numbers on port efficiency, inland waterway cargo growth, and seafarer workforce expansion are real and encouraging. But a shipbuilding sector at below 1% global share cannot reach the global top five on subsidies alone, and hinterland connectivity gaps cannot be resolved by dashboard targets. With an ambitious investment agenda focused on strengthening port infrastructure, enhancing shipbuilding capabilities, promoting green practices, revitalising waterways, and reinforcing maritime security, MAKV 2047 provides a broad framework for India’s maritime transformation. The vision is the right one. The test, as always, is delivery.
References
Ministry of Ports, Shipping and Waterways, Government of India. (2023). Maritime Amrit Kaal Vision 2047. https://shipmin.gov.in/en/content/maritime-amrit-kaal-vision-2047
Press Information Bureau, Government of India. (2023). Prime Minister launches the Maritime Amrit Kaal Vision 2047. https://pib.gov.in/PressReleaseIframePage.aspx?PRID=1992273
Press Information Bureau, Government of India. (2024). Maritime Amrit Kaal Vision 2047: Rajya Sabha Reply. https://pib.gov.in/PressReleaseIframePage.aspx?PRID=2080010
Observer Research Foundation. (2026). Maritime Sector Development: A Gateway to Viksit Bharat. https://www.orfonline.org/research/maritime-sector-development-a-gateway-to-viksit-bharat
Indian Infrastructure. (2024). Blue Economy Roadmap: Key Initiatives under Maritime Amrit Kaal Vision 2047. https://indianinfrastructure.com/2024/07/30/blue-economy-roadmap-key-initiatives-under-the-maritime-amrit-kaal-vision-2047
Policy Circle. (2023). Vision 2047: India Sets Sail Towards Maritime Excellence. https://www.policycircle.org/policy/vision-2047-for-maritime
DD News. (2025). India Sets Sail for Global Maritime Dominance with Vision 2030 and Amrit Kaal 2047. https://ddnews.gov.in
Business Today. (2024). Maritime Amrit Kaal Vision 2047: India’s Bold Rs. 80 Lakh Crore Push. https://www.businesstoday.in/magazine/deep-dive/story/maritime-amrit-kaal-vision-2047
Journal of Supply Chain. (2025). India Launches Bold Maritime Amrit Kaal Vision 2047. https://journalofsupplychain.com/article/india-maritime-amrit-kaal-vision-transformational-blueprint
About the Contributor
Paridhi Passi is a Research and Editorial Intern at IMPRI and a Political Science (Hons.) student at Daulat Ram College, University of Delhi. Her academic interests lie in public policy and governance.
Acknowledgement
The author extends sincere thanks to the IMPRI team for their guidance.
Disclaimer: All views expressed in the article belong solely to the author and not necessarily to the organization.
Reviewer’s name: Kavin Adithya & Nagul Pranav K S
