What Happened
- As of March 13, 2026, 28 Indian-flagged vessels were stranded in the Strait of Hormuz amid the ongoing US-Israel-Iran conflict — 24 on the western side (within the Persian Gulf) and 4 on the eastern side (Gulf of Oman)
- The Indian-flagged oil tanker Jag Prakash, carrying gasoline from Oman to Africa, became the first to safely sail away from the eastern side of the strait, departing toward Tanzania
- Three Indian ships and 76 sailors remained on the eastern side; 24 vessels carrying 677 Indian seafarers remained trapped in the Persian Gulf to the west
- The Indian government confirmed it was in active talks with Iran to secure safe passage for all Indian-flagged merchant vessels
- Iran's envoy to India indicated that Tehran would "try its best" to resolve the issue, and Iran subsequently allowed India-flagged tankers to pass following diplomatic engagement by External Affairs Minister S. Jaishankar
- India receives at least 60% of its LPG supply and approximately 30% of its crude oil via the Strait of Hormuz — making the blockade an acute energy security concern
Static Topic Bridges
India's Energy Import Dependence and the Strait of Hormuz
India is the world's third-largest oil importer and consumer, importing approximately 85–88% of its crude oil requirements. The Persian Gulf — comprising Iraq, Saudi Arabia, the UAE, Kuwait, Qatar, and Iran — collectively accounts for about 60–65% of India's crude oil imports. The Strait of Hormuz is the mandatory transit for all of these supplies, with the only partial exception being pipelines on the Arabian Peninsula (which have limited capacity). LPG dependency is even more pronounced, with approximately 60% arriving via this route.
- India's crude oil import share from the Persian Gulf: approximately 60–65% of total imports
- LPG import dependency via Hormuz: approximately 60%
- India's total crude oil imports: approximately 4.7 million barrels per day (2024-25)
- Three major alternative supply corridors under development: Arctic routes, Central Asian pipelines (IPI stalled), and the INSTC (International North-South Transport Corridor)
- The Chabahar Port agreement with Iran is partly designed to provide alternative connectivity that bypasses Hormuz for non-oil trade
Connection to this news: The stranding of 28 vessels makes the abstract energy security vulnerability concrete — the disruption directly threatens India's fuel supply chain within a matter of weeks.
UNCLOS and Rights of Innocent Passage through International Straits
Under the United Nations Convention on the Law of the Sea (UNCLOS, 1982), straits used for international navigation are subject to the right of "transit passage" (Part III, Articles 34–45). Transit passage is broader than innocent passage — ships and aircraft have an unimpeded right to transit in their normal mode of navigation. States bordering the strait (in this case, Iran and Oman) may not suspend transit passage even in times of war, though they may regulate it for safety and environmental purposes. This is legally distinct from territorial waters where innocent passage can be temporarily suspended for security reasons.
- UNCLOS Part III (Articles 34–45): governs straits used for international navigation
- Transit passage: applies to straits connecting one area of high seas / EEZ to another — exactly the Hormuz configuration
- Iran has threatened to invoke its rights under customary international law to restrict passage in wartime, which contradicts UNCLOS obligations
- India ratified UNCLOS in 1995; Iran acceded to UNCLOS in 1996 — both are bound by transit passage obligations
- India's National Maritime Authority and the Directorate General of Shipping are the nodal bodies for seafarer safety abroad
Connection to this news: Iran's de facto closure of the strait raises fundamental questions about the enforceability of UNCLOS transit passage rights when the bordering state faces an existential military conflict — a gap in international maritime law that the Hormuz crisis has exposed.
India's Diaspora and Seafarer Welfare Framework
India has the world's largest community of seafarers, with approximately 240,000 active Indian seafarers serving on international vessels — about 12% of the global maritime workforce. Indian seafarers' welfare falls under the Directorate General of Shipping (Ministry of Ports, Shipping and Waterways) and is governed by the Merchant Shipping Act 1958, as amended. The International Labour Organization's Maritime Labour Convention (MLC, 2006), to which India is a signatory, sets global standards for seafarers' rights, repatriation, and emergency assistance.
- India's share of global seafarer workforce: approximately 12% (~240,000 active seafarers)
- Merchant Shipping Act 1958: primary domestic legislation governing Indian seafarers
- MLC 2006: "Seafarers' Bill of Rights" — sets standards for repatriation, wages, medical care
- Total Indian seafarers stranded in the Hormuz crisis: 753 (677 in Persian Gulf + 76 on eastern side as of March 13)
- India's bilateral seafarer agreements exist with over 30 countries
Connection to this news: The stranding of 753 Indian seafarers activated India's consular and diplomatic machinery, with the government invoking both bilateral channels with Iran and UNCLOS-based transit rights arguments to negotiate safe passage.
Key Facts & Data
- Total Indian-flagged vessels stranded: 28 (24 in Persian Gulf, 4 east of strait)
- Indian seafarers trapped: 753 (677 + 76)
- First vessel to sail free: MV Jag Prakash (gasoline tanker, Oman to Tanzania)
- India's crude oil imports via Persian Gulf: approximately 60–65%
- India's LPG imports via Hormuz: approximately 60%
- India's total crude import dependency: 85–88%
- India's total crude imports: approximately 4.7 million barrels/day (2024-25)
- Indian seafarers as share of global maritime workforce: approximately 12%