The story so far:
The Centre has constituted the Bureau of Port Security (BoPS) as a statutory body under Section 13 of the newly established Merchant Shipping Act 2025. Modeled on the Bureau of Civil Aviation Security, it will function under the Ministry of Ports, Shipping & Waterways and will be responsible for regulatory oversight functions relating to the security of ships and port facilities.
Why was BoPS created?
Currently, coastal security responsibilities are shared among multiple agencies such as the Coast Guard, Central Industrial Security Force (CISF), State maritime police, and the Navy. This leads to challenges in coordination and communication, and also leads to possible security gaps. The BoPS will be a single statutory body for regulatory oversight and coordination.
The BoPS will also address security concerns such as maritime terrorism, smuggling of arms, drug trafficking, human trafficking and other illicit trafficking, poaching, illegal migration via waterways, piracy, and cybersecurity threats. It is expected to include a dedicated division to protect port IT infrastructure from digital threats, with a special focus on cybersecurity, and the collection and exchange of security-related information. The BoPS will monitor, counter, and deter such intrusions and coordinate with national cybersecurity agencies.
As a statutory body under the Merchant Shipping Act, the BoPS will have the legal authority to enforce compliance with international standards such as the International Ship and Port Facility Security (ISPS) Code. Under the BoPS, the CISF is designated as a recognised Security Organisation to prepare standardised plans, conduct security assessments, and train private agencies across all major and non-major ports. Security measures are to be implemented in a graded manner.
What is India’s maritime growth so far?
According to the Ministry of Shipping, Ports and Waterways, the last decade has been transformative in terms of Maritime surge. Cargo growth increased from 974 million tonnes (MMT) in 2014 to 1,594 MMT in 2025. Port capacity has expanded by 57%, enhancing efficiency and volume. Ship turnaround time has reduced by half, to 48 hours, aligning with global standards. Coastal shipping volumes rose 118%, reflecting stronger domestic connectivity, while cargo movement through inland waterways surged eightfold from 18.1 MMT in 2014 to 145.5 MMT by 2025, unlocking new logistic corridors. Nine Indian ports featured in the World Bank’s Container Port Performance Index, signalling rising international recognition.
As of 2025, India has 12 major ports and 217 non-major ports, of which 66 are cargo ports, while the rest are primarily fishing ports. The 12 major ports are under the Union list and are administered exclusively by the Union government. Located across nine major States and 3 Union Territories with a coastline. The major ports handle 53% of maritime cargo traffic. Two non-major ports — Mundra and Sikka — are privately owned and handle 19% of cargo traffic, while the remaining 64 non-major ports account for 25% of traffic.
In 2021, India launched its strategy for Maritime India Vision 2030 to ensure a safe, sustainable, and secure maritime future. It identifies action plans such as modernising ports, boosting shipping, building inland waterways, promoting green shipping, and making India a global leader. At the top of the 2030 Maritime vision list is ‘to develop best-in-class port infrastructure’. The BoPS has been defined in line with this vision.
How have port laws been modernised?
These developments called for a revival and strengthening of Port security infrastructure, defined security measures and conservation of the coastal environment with an impetus for ease of business. This led to the replacement of the century-old Indian Ports Act of 1908 with the Indian Ports Act of 2025, along with additional legislation like the Coastal Shipping Act of 2025, the Modernised Merchant Shipping Legislation 2025, and the Bureau of Port Security 2025. These laws aim to modernise the framework for coastal trade, encourage Indian ownership and operation of vessels, simplify licensing and regulatory processes, and promote cost-efficient and eco-friendly sea transport, taking a risk-based approach based on vulnerabilities, trade potential, location, and other parameters.
What criticisms exist?
The new legislation has granted the Union government more authority over non-major (State-owned) ports. Some coastal States have criticised it as a “silent cost to maritime federalism.” The Indian Ports Act has also been criticised for granting port officer’s, conservators, and health officers extensive powers for entry and inspection without clearly specifying judicial procedural safeguards. These criticisms are aimed at the legislation rather than BoPS itself.
Saee Pande is a freelance writer with a focus on politics, current affairs, international relations, and geopolitics
Published – December 25, 2025 08:30 am IST
