Latest Updates from the Directorate General of Shipping: Key Developments for Seafarers

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Introduction

The Directorate General of Shipping (DGS), under the Ministry of Ports, Shipping and Waterways, continues to play a crucial role in regulating and promoting the Indian maritime sector. Recent circulars and notifications issued by the DGS highlight significant policy changes aimed at improving the welfare, training, and career progression of Indian seafarers. These updates reflect India’s commitment to maintaining international standards in maritime safety, environmental protection, and seafarer competency.

1. Digitalization of Seafarer Services

The DGS has accelerated the digital transformation of its services through the e-Governance portal (dgshipping.gov.in). Seafarers can now access a range of online services, including:

• Application and renewal of Continuous Discharge Certificates (CDC).
• Online verification of Certificates of Competency (CoC) and Certificates of Proficiency (CoP).
• Digital submission of sea service records and training documents.

This initiative reduces paperwork, minimizes delays, and enhances transparency in the certification process. The integration of biometric verification and digital signatures ensures authenticity and security in all transactions.

2. Revised Training and Certification Standards

In alignment with the STCW Convention (Standards of Training, Certification, and Watchkeeping for Seafarers), the DGS has updated its training framework to include competency-based assessments. Maritime training institutes are now required to:

• Implement simulator-based training for navigation and engineering courses.
• Conduct periodic audits to maintain DGS approval.
• Introduce refresher and updating courses for officers and ratings.

These measures ensure that Indian seafarers remain globally competitive and compliant with international maritime standards.

3. Seafarer Welfare and Mental Health Initiatives

Recognizing the challenges faced by seafarers during long voyages, the DGS has issued new guidelines promoting mental health awareness and welfare support. Key initiatives include:

• Mandatory mental health awareness sessions in pre-sea and post-sea training.
• Collaboration with maritime welfare organizations to provide counseling and helpline services.
• Encouragement for shipping companies to adopt onboard recreational and communication facilities.

These steps aim to improve the overall well-being and morale of seafarers, ensuring a safer and more supportive working environment at sea.

4. Employment and Placement Reforms

The DGS has strengthened its oversight of Recruitment and Placement Service (RPS) agencies to prevent malpractice and ensure fair employment practices. The latest circulars mandate that:

• All RPS agencies must renew their licenses through the DGS online portal.
• Agencies must maintain transparent employment contracts and wage records.
• Seafarers can report grievances directly through the DGS grievance redressal system.

This reform enhances accountability and protects seafarers from exploitation in the recruitment process.

5. Green Shipping and Environmental Compliance

In line with India’s commitment to sustainable maritime operations, the DGS has introduced new guidelines promoting green shipping practices. These include:

• Adoption of energy-efficient technologies and low-sulphur fuels.
• Training programs on ballast water management and pollution prevention.
• Encouragement for Indian shipping companies to participate in carbon reduction initiatives.

These measures align with the International Maritime Organization’s (IMO) decarbonization goals and position India as a responsible maritime nation.

6. Career Progression and Skill Development

The DGS continues to expand opportunities for Indian seafarers through partnerships with global shipping companies and training institutions. Recent initiatives include:

• Introduction of advanced modular courses for specialized vessel operations.
• Recognition of prior sea service for faster certification upgrades.
• Collaboration with international maritime academies for exchange programs.

These efforts aim to enhance career mobility and ensure that Indian seafarers remain in high demand across global fleets.

Conclusion

The latest directives from the Directorate General of Shipping underscore a forward-looking approach to maritime governance—one that prioritizes safety, skill development, welfare, and sustainability. For seafarers, these updates represent not only regulatory changes but also opportunities for professional growth and improved working conditions. Staying informed and compliant with DGS guidelines is essential for every maritime professional navigating the evolving landscape of global shipping.

The Latest Developments in Dangerous Goods (DG) Regulations

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Introduction

The transportation of dangerous goods (DG) continues to evolve as global trade expands and safety standards tighten. Regulatory bodies such as the International Air Transport Association (IATA), International Maritime Organization (IMO), and United Nations (UN) regularly update their frameworks to ensure the safe handling, packaging, and transport of hazardous materials. The latest updates for 2025–2026 reflect a growing emphasis on sustainability, digital documentation, and enhanced safety compliance.

Key Updates in DG Regulations

1. Digitalization of Dangerous Goods Documentation

Recent amendments to the IATA Dangerous Goods Regulations (DGR) and the International Maritime Dangerous Goods (IMDG) Code encourage the use of electronic dangerous goods declarations (e-DGD). This shift aims to reduce paperwork, minimize human error, and streamline customs clearance. Airlines and shipping companies are now adopting digital platforms that allow real-time verification of DG documentation.

2. Lithium Battery Transport Enhancements

Lithium batteries remain one of the most regulated DG categories due to their fire risk. The latest IATA DGR (66th Edition, effective January 2025) introduces:

• Stricter packaging requirements for lithium-ion and lithium-metal batteries.
• Mandatory use of UN-approved packaging for certain battery types.
• Updated labeling standards, including clearer hazard communication symbols.
• Enhanced training requirements for shippers and freight forwarders handling lithium batteries.

3. Sustainability and Environmental Considerations

The IMO and UN Sub-Committee on the Transport of Dangerous Goods have introduced new guidelines promoting eco-friendly packaging materials and recyclable containment systems. These changes align with global sustainability goals and aim to reduce the environmental footprint of DG logistics.

4. Revised Classification and Labeling Standards

The UN Model Regulations (23rd Revised Edition) have updated several hazard classes and packing group criteria. Notable changes include:

• Revised classification for corrosive and toxic substances.
• New pictograms for environmentally hazardous materials.
• Harmonization of labeling requirements across air, sea, and land transport modes.

5. Training and Competency-Based Assessments

The latest DG regulations emphasize competency-based training rather than traditional knowledge-based certification. This approach ensures that personnel involved in DG handling can demonstrate practical skills and understanding of safety procedures. Employers are now required to maintain detailed training records and conduct periodic assessments.

6. Updates to Limited and Excepted Quantities

Adjustments have been made to the quantity limits for certain DG classes, particularly flammable liquids and gases. These changes aim to simplify compliance for small-scale shippers while maintaining safety standards.

Implications for Shippers and Logistics Providers

Organizations involved in the transport of dangerous goods must review their internal compliance programs to align with the new regulations. Key actions include:

• Updating training programs to meet competency-based standards.
• Transitioning to digital documentation systems.
• Reviewing packaging and labeling processes.
• Coordinating with carriers to ensure compatibility with new DG handling requirements.

Conclusion

The latest DG regulations reflect a global effort to enhance safety, efficiency, and environmental responsibility in the transport of hazardous materials. Businesses that proactively adapt to these changes will not only ensure compliance but also gain a competitive advantage through improved operational efficiency and reduced risk exposure. Staying informed and investing in continuous training remain essential for all stakeholders in the dangerous goods supply chain.

WHAT IS CII AND HOW IS IT CALCULATED

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How CII (Carbon Intensity Indicator) is calculated — short, practical guide

Quick definition: CII is the ship’s annual CO₂ emitted per unit of transport work (grams CO₂ per tonne-nautical mile). It’s used by IMO to give each ship a yearly rating (A–E).

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Formula (simplified)

Attained CII (g CO₂ / t·nm) =
Annual CO₂ emissions (g) ÷ (Annual distance sailed (nm) × Ship capacity)

Where:

• Annual CO₂ emissions = sum over fuels of (annual fuel consumption (t) × CO₂ emission factor (t CO₂/t fuel)) then convert to grams.
• Ship capacity = DWT (deadweight) for most cargo ships, or GT/other metric depending on ship type — check IMO guidance for which capacity to use for your ship type.

Units: CO₂ in grams, capacity in tonnes, distance in nautical miles, result in g CO₂ / t·nm.

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Step-by-step calculation

1. Gather fuel data for the calendar year: consumption by fuel type (tonnes).
2. Apply CO₂ emission factors for each fuel type (t CO₂ per t fuel), sum to get total t CO₂ for the year and convert to grams (1 tCO₂ = 1,000,000 g).
3. Compute annual transport work = total distance sailed in the year (nm) × capacity (t). Use the IMO-prescribed capacity type for your ship.
4. Divide total annual CO₂ (g) by annual transport work (t·nm) → that’s your attained CII (g CO₂ / t·nm).
5. Apply any allowed correction/adjustment factors (voyage adjustments, technical/operational corrections) if eligible — these are defined in the IMO guidelines and may change over time.

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Worked example (digit-by-digit)

Assume:

• Annual fuel = 2,500 t heavy fuel oil (HFO)
• CO₂ emission factor for HFO = 3.114 t CO₂ / t fuel (example factor)
• Annual distance = 20,000 nm
• Capacity = 50,000 t

Calculations:

• Annual CO₂ (t) = 2,500 × 3.114 = 7,785 t CO₂.
• Convert to grams: 7,785 t × 1,000,000 = 7,785,000,000 g CO₂.
• Transport work = 20,000 nm × 50,000 t = 1,000,000,000 t·nm.
• CII = 7,785,000,000 ÷ 1,000,000,000 = 7.785 g CO₂ / t·nm.

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What the number means / rating

The attained CII is compared to IMO reference/reference-lines for your ship type & size and converted to a rating A (best) → E (worst). Ships must report the attained annual CII (typically within 3 months after year end) and keep records; corrective obligations apply if the rating is poor. See IMO resolutions and class guidance for exact reference values and reporting timelines.

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Practical tips to improve CII

• Slow steaming / speed optimization and just-in-time arrivals reduce fuel burn.
• Hull/propeller maintenance, optimized trim and weather routing.
• Fuel switching to lower-carbon fuels or use of abatement technologies (where available).
• Better cargo utilization (higher cargo per voyage) increases transport work and helps CII.

Each ship’s attained CII (actual performance) is compared with the required CII (IMO benchmark for its type & size).
The ratio determines the rating grade:

Rating	Meaning	Performance level vs Required CII	Action required
A	Major superior performance	≥ 10% better than required	Excellent efficiency; no action required.
B	Minor superior performance	5–10% better	Good efficiency; maintain operations.
C	Compliant performance	Within ±5% of required	Acceptable; continue monitoring.
D	Minor inferior performance	5–10% worse	Needs improvement; plan required if two consecutive D ratings.
E	Inferior performance	>10% worse	Non-compliant; immediate corrective action plan mandatory.

(“Better” = lower CO₂ per transport work.)

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🧮 Example of Rating Interpretation

Let’s say a 50,000 DWT bulk carrier has:

• Required CII = 7.8 g CO₂ / t·nm
• Attained CII = 7.0 g CO₂ / t·nm

Then performance = (7.8 − 7.0) / 7.8 = 10.3% better → Rating A

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🗓️ Rating Period and Reporting

• Applies from: 1 January 2023 under MARPOL Annex VI Regulation 28.
• Reporting: Annually via the IMO DCS (Data Collection System).
• Verification: Class society or flag verifies and issues a Statement of Compliance (SoC).

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⚠️ Actions for Poor Ratings

• Two consecutive D’s or one E:
  → Ship must submit a Corrective Action Plan (CAP) as part of SEEMP Part III, explaining how to improve to C or better.

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🚢 Typical Reference Ship Types

Different reference lines and correction factors exist for:

• Bulk carriers
• Tankers
• Container ships
• Gas carriers
• Ro-Ro and Ro-Pax ships
• General cargo ships
• LNG carriers, etc.

Each has a size-based reference CII (from IMO MEPC. 336(76)).

INVENTORY OF HAZARDOUS MATERIAL

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The IHM is a list of hazardous materials that are present on a ship. The IHM quantifies and locates hazardous materials on board ships which are known to represent a potential hazard to people and the environment. 

The IHM consists of three parts:

Part I: Hazardous materials contained in the ship’s structure and equipment

Part II: Operationally generated wastes

Part III: Stores

The IHM Part I is prepared either during the construction of the ship or while the vessel is in operation. For latter, hazmat experts should be contracted for the preparation of the IHM.

IHM Part II and III shall be prepared by the shipowner once the decision is given to send the ship for recycling. The IHM Part II and III can be prepared by the crew or by a hazmat expert.

Hong Kong Convention and EU Ship Recycling Regulation

Presently, two regulations are governing the requirements for safe and environmentally sound ship recycling:

Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships, 2009 SR/CONF/45 (HKC), which will enter into force in June 2025.

The EU Regulation on Ship Recycling (EU) No. 1257/2013 (EU SRR), which is in force since 31 December 2020.

Both HKC and EU aims to ensure that ships when being recycled, do not pose any unnecessary risk to human health, safety and environment. One of the main concerns is the fact that ships may contain hazardous materials such as asbestos, ozone-depleting substances, heavy metals and others, which may have negative impacts both on workers health safety and to environment.

HKC is applicable to ships, operating in the marine environment, which are equal to and above 500 GT. The HKC has two key issues:

Inventory of hazardous materials (IHM, 13 hazmats)

Authorization of ship recycling facilities

EU SRR is applicable to ships, operating in the marine environment, which are EU/EEA/UK flagged and 3rd party flagged vessels, visiting European ports or anchorages, equal to and above 500 GT. The EU SRR has two key issues:

Inventory of hazardous materials (IHM, 15 hazmats)

European list of approved ship recycling facilities

Navy ships and domestic ships are excluded from the scope of HKC and EU SRR.

IHM Part I preparation for new ships

For new building ships, the ship yard is responsible for the IHM Part I preparation. IHM preparation for new ships is based on documentation which is provided by the suppliers in the form of Material Declarations (MDs) and Suppliers Declaration of Conformity (SDOC). MD and SDoCs should be provided for all machinery, equipment, materials and coatings installed on board a vessel. The MD and SDoC contain information on whether hazardous materials, as listed in Annexes I and II of the EU SRR and/or Appendixes 1 and 2 of the HKC, are present in the specified products.

New ships, regardless of their Flag, must have an International Certificate on IHM according to the Hong Kong Convention, starting from 26 June 2025.

After the initial IHM Part I certification, it is the shipowner’s responsibility to maintain the IHM and keep it up to date. To be in compliance

Company must have an IHM Maintenance procedure/manual, which is implemented and integrated into the safety management system.

Your company is required to designate an individual responsible for IHM Maintenance, known as the IHM Designated Person (IHM DP).

Based on your company’s IHM Maintenance procedure, IHM must be updated;
- when the particulars of the vessel changes (e.g.: change of Name, Flag, owner, manager, etc.)
- when the hazardous material situation of the vessel changes (e.g.: a new product is installed on board with hazmats, an existing product in the IHM is removed from the vessel, the quantity of the hazmat in a product in the IHM changes)

To keep the IHM up to date, IHM DP should review all purchases done for each vessel in a period as defined in IHM Maintenance Procedure (e.g.: monthly, bi-monthly, etc.). For the purchased products, that fall into the scope of IHM Part I, Material Declarations (MD) and Supplier Declaration of Conformity (SDoCs) forms must be collected from the suppliers.

All collected MD/SDoC files must be stored/recorded in a designated folder/software. To have an overview on the IHM maintenance activities, we recommend that IHM DP keeps an “Audit Log”, with description on what has been changed in the IHM, when and by whom. That audit log form should also be part of your IHM Maintenance procedure and will help you to demonstrate that your procedure is implemented.

Supplier is defined as an agency, trader or manufacturer according to the MEPC 379(80) IHM Guidelines. MD/SDoC forms must be prepared by the supplier, who sells the product to the shipowner/shipmanage/shipyard. To do that, the supplier must contact to their sub-suppliers and get the information, based on the homogenous material criteria as defined in MEPC 379(80) Appendix 3.

There are 15 hazmats in the scope of the EU SRR. Suppliers have to declare in the MDs, whether those hazmats are above the specific threshold levels in the product. Even if there are no hazmats in a product, still MD/SDoC forms must be prepared by the suppliers and collected by the shipowners. 

To be in compliance, Shipowner has to inform their suppliers properly in advance. It is recommended to insert MD/SDoC delivery requirement in Purchase Order (PO) terms & conditions (T&C), so that legally suppliers agree to provide the forms, when they sign the PO T&C. Some Flags proposes alternative solutions for collection of MDs & SDoCs by using PO T&Cs. If this is what your company is doing, make sure that it is properly described in your IHM Maintenance procedure.

  

BWTS OZONE TYPE BASICS

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Ozone is a natural gas which forms in the atmosphere when an oxygen atom (O) joins with an oxygen molecule (O2) to form ozone (O3). This reaction requires the input of energy (such as a lightning strike), to join the oxygen atom with the oxygen molecule. As soon as the energy source is removed, the ozone immediately decomposes. Ozone is a colorless gas but has a very pungent odor. Although ozone has an extremely short life-span, it is one of the most powerful oxidizing agents produced and effectively neutralizing endo-toxins, viruses, bacteria, fungi and organic material extremely rapidly. Usually a ship-board Ozone generator takes ambient air and strips away the nitrogen, concentrating the oxygen content – which is then passed through a high voltage or high frequency electrical field to produce ozone. The ozone is then injected into the incoming ballast water to oxidize and neutralize any harmful aquatic species. A percentage of the aquatic species, especially any bacteria and viruses in the ballast water, are killed by direct contact with the ozone. The remainder are killed or neutralized when the ozone reacts with other chemicals that occur naturally in seawater, to form hypobromous acid, a highly effective disinfectant in its own right. Both ozone and hypobromous acid disintegrate extremely rapidly – ensuring that there is no damage to the receiving waters into which the treated ballast water is discharged. Air contains 21% oxygen, 78% nitrogen, 0.9% argon, and 0.1% other gases.

These system usually consists of an Air compressor that produces between 5 and 8 bar of compressed air by inhaling the air of the atmosphere and provides compressed air to oxygen generator through air receiver; as raw material for oxygen generator.

 

In the NK -O3  type Ozone system the  Oxygen generators separate oxygen from compressed air through a unique Pressure Swing Adsorption (PSA) process. The PSA process uses two vessels filled with molecular sieve (a synthetic zeolite)

As compressed feed air flows through one of the vessels, the molecular sieve adsorbs nitrogen. The remaining oxygen passes through the vessel and exits as the product gas. Before the absorber becomes saturated with nitrogen, the feed air is diverted to the second vessel. At that point, the sieve in the first vessel regenerates by desorbing the nitrogen through depressurization and purging it with oxygen from the second vessel. This process is then repeated in the second vessel to complete a cycle that allows the oxygen generator to deliver a constant flow of product oxygen at 90% minimum purity. Under normal operating conditions, the molecular sieve is completely regenerative and will last indefinitely.

Air and oxygen receiver provide stabilized flow and pressure to the oxygen and ozone generator by reducing the pulsation respectively.

Air receiver stores compressed air for peak demand in excess of compressor flow rate. Air receiver increases the cooling of the compressed air and collects possible residual condensate and oil droplets. The pressure variations in the air net will be equalized and short cycle loading and unloading of the compressor minimized. Ozone is generated by converting part of the oxygen gas molecules O2 within a gap formed between two electrodes. When applying an alternating high voltage to the high voltage electrode, micro-discharges will take place in the discharge gap which will dissociate the oxygen molecules. Some of the freed oxygen atoms O will recombine with the remaining oxygen molecules O2 to form ozone O3. This principle is usually called "Silent Electrical Discharge".

O + O2 = O3 

The ozone concentration of the gas at the outlet of the generator is expressed by the ratio of the ozone mass produced divided by the total outlet gas mass (% by weight) or the mass of ozone produced per volume of outlet gas (g/Nm3 ).

The ozone generation modules are cooled with water to efficiently remove all the heat generated by the generated by the process. Ozone generation is very sensible to the cooling water temperature and the gas quality. The lower the temperature, the higher the ozone efficiency will be.

An Ozone destructor is used to converts any unused ozone back to oxygen before release to the atmosphere. The ozone destructor is used to run the ozone system without injecting the ozone in the ballast water. It will help to evaluate the good operation of the ozone system.

Due to the hazardous and corrosive nature of ozone even in low concentrations, no ozone containing gas should be released into the atmosphere. The residual ozone concentration according to the safety requirements of lower than 0.2 ppmv will be observed. The unit comprises welded stainless steel housing and the catalyst. The destructor works according to the principle of catalytic ozone destroying. The gas flow to be treated will be passed through the catalyst. The residual ozone in the off-gas will be converted into oxygen on the surface of the composition metal catalyst. The off-gas flow has to be vented into open air. During this process, heat of reaction is released.

                                   

                                                      A schematic dwg of an NK system

Ozone injector is very important equipment for ballast water treatment system using ozone as disinfection material. To increase disinfection effect and reduce toxic by-products, ozone should be introduced very quickly and uniformly to ballast water.

The Neutralizer is designed to remove Total Residual Oxidants (TRO) from ships’ ballast water that has been treated by the Ozone System. The Neutralizer makes the TRO concentration below 0.4mg/L by dosing neutralizer automatically, prior to discharge of the treated ballast water. Thiosulfate is usually  used in the TRO neutralizer

 Ambient ozone monitors can be tripped by the ozone leak in the ozone system. When an ozone alarm has been given the ozone production must be interrupted. All personnel must be evacuated from the contaminated area. The room containing ozone should only be entered when wearing a suitable breathing apparatus.

The TRO analyzer uses colorimetric DPD chemistry or an electrical TRO sensor to continuously monitor water for TRO.

BWTS ELECTROLYSIS TYPE BASICS

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At ballasting the ballast water treatment process performs two main unit operations: mechanical separation (filtering) and disinfection (electrolysis based chlorination). In the first step, the filters (50 μm filter fineness) remove particles, sediments and organisms of the larger size class. This allows the following disinfection step to minimize the use of NaOCl, a chlorine compound. In the second step, the sodium hypochlorite solution generated from the electrolysis unit is injected into the filtered influent ballast water to effectively disinfect organisms of the smaller size class and bacteria remaining in the filtrate. At de-ballasting, neutralization unit decreases the total residual oxidants (TRO) concentration if required before the ballast water discharge.

A Back-flushing Filter is installed on ballast pump discharge line and it will filter

organisms and particle materials over than 50 micrometers. There is back-flushing line on Back-flushing Filter for cleaning itself. Usually Back-flushing Filter is combined with one(1) set of Back-flushing Pump which supplies clean seawater for cleaning. A Back-flushing Valve is installed on Back-flushing Filter discharge line and it makes more pressure on Back flushing Filter to help back-flushing operation. Back-flushing Pump and  Back flushing Valve are installed on back-flushing line for pumping out back-flushing water overboard.

                                             

 After this filtering process, second disinfection process of generating and injecting biocide(Sodium hypochlorite, NaOCl) are as follows. Electrolysis unit electrolyzes seawater that is coming from the separate branch line from main ballast line. Only 0.5% of total ballast water flow is used for producing disinfectant solution. Booster Pump is installed on this line to pumping the clean seawater to Electrolysis Unit. Seawater should be met that temperature over than 5℃ and salinity over than 10 PSU. If seawater does not meet these conditions, A Heat Exchanger will be used.

High salinity seawater shall be loaded in the separated seawater tank (sometimes also called technical sea water tank ) in advance and it will be used when the vessel goes to the brackish water zone. Temperature sensor and salinity sensor give alarm to the crew. And after, seawater flows into the Electrolyzer , Seawater is electrolyzed in the Electrode. The concentration of generating biocide in Electrode is decided by current control of Rectifier. When the seawater electrolyzed, hydrogen gas, oxygen gas and chlorine gas are generated as byproduct. These gases are

separated in the hydrocyclone and vented out safely after diluted by blower. There is gas monitoring system on vent line. When the biocide solution injected to main ballast line, injection rate is controlled by Flowmeter and Flow Control Valve.

 After injecting to the main ballast line, final concentration of TRO is checked by TRO

sensor and the data transmitted to MCP for current control.

Flowmeters  on main ballast line checks flow rate of ballast water.

After Peak Tank is located in the aft of the vessel and it is separated with main ballast system. So, BWMS system is designed to treat the seawater separately of those two ballast system

Bypass mode is operated only in emergency case. In this mode, seawater flows into the ballast tank directly without any treatment. This operation shall be recorded in the system.

For deballasting operation TRO CONCENTRATION > 0.1ppm  always and zero for USCG mode.For Ballasting operation TRO value has a range and is not than 7ppm.