
India's Andaman Region: A Hidden Treasure of Oil Reserves?
Union Petroleum and Natural Gas Minister Hardeep Puri said India holds the potential of 'several Guyanas' in the Andaman region and outlined several measures taken by the government for exploration and production.
The minister said that the country has 3.5 million square kilometers of sedimentary basin, but it never explored beyond eight per cent area, keeping a large expanse of sea beds unexplored.
The minister's statement comes as India is putting in efforts to ramp up its own traditional fossil-based energy production.
Also Read: Donald Trump is leaving G7 summit a day early: Here's why
"There were parts of the sedimentary basin which were no-go areas. So one of the decisions which we took was that 1 million square kilometers of that sedimentary basin, which was no-go area, has suddenly been made available for E&P," Puri told ANI on Monday.
The petroleum minister said that the government has decided to explore a large part of the basin.
He said that India imported 80 per cent of oil and 50 per cent of natural gas, adding that even a 5-billion-barrel discovery would be a game-changer.
In the nine rounds of open acreage licensing policy, 38 per cent of the bids have come, covering 1 million square kilometers, the minister said, adding that the next round will attract more than 75 per cent of the bids.
"We've also issued some of the largest bids on offer anywhere -- something like 2.5 lakh square kilometers of area has been offered out on bidding," the minister said.
Also Read: Did double engine failure cause the Air India plane crash? PIB fact-checks
He further said that India has the potential of around 42 billion tonnes of oil and gas in its sedimentary basins.
He, however, added that exploring offshore reserves are capital extensive, which is why it took so much time for the country to tap into the untapped potential under the seas.
"An onshore well costs something like USD 4 million on an average. I'm talking about global rates and dollar rates being held at a particular constant. And an offshore well costs about USD 100 million," he added.
Hardeep Puri also made a reference to Guyana, which recently discovered massive oil reserves, saying India has the potential for 'several Guyanas' in the Andaman region.
"They (Guyana) dug 46 wells and they didn't find any oil. It's when they dug the 47th one, they found oil. And then it became the largest find," he said.
"We have the potential of several Guyanas in the Andaman," he added.
Highlighting some of the recent oil discoveries, the minister said that Suryamani has a potential of 4 million metric tons worth of oil, while it is 1.2 million metric tons in Neelmani.
In another well, at a depth of 2,865 metres, both oil and gas reserves were found, the minister said, stressing that this is an "underestimation."
Hashtags

Try Our AI Features
Explore what Daily8 AI can do for you:
Comments
No comments yet...
Related Articles


News18
38 minutes ago
- News18
G7's Big Warning to Iran: No Nuclear Weapons Allowed Joint Statement Explained
Last Updated: Videos World | In a firm and united stand, the G7 nations have issued a joint statement declaring that Iran must never develop or possess nuclear weapons. This comes amid rising tensions in the Middle East and growing concerns about Iran's uranium enrichment National Affairs Editor @siddhantvm joins anchor @GrihaAtul to break down what this strong diplomatic signal means, the context behind the G7's statement, and how it ties into the ongoing efforts to revive the Iran Nuclear Deal. News18 Mobile App -


Time of India
38 minutes ago
- Time of India
Ahmedabad plane crash: Have seen several crises, this one's most heartbreaking, says Air India chairman N Chandrasekaran; encourages staff to stay strong amid crisis
MUMBAI: Tata Sons and Air India chairman N Chandrasekaran called the June 12 crash of AI Flight 171 the most tragic ever he has ever seen. 'I have seen a reasonable number of crises in my career, but this (crash) is the most heartbreaking one, which I never thought I would see,' Chandrasekaran said in his address to the airline's 700 staff at its headquarters in Gurugram on Monday. He encouraged employees to stay strong amid criticism and emotional stress.'Those of us who are very passionate, emotional, and give our best to the job…it's not easy to handle criticism,' he said. 'I want you to be strong. If you feel distraught, remember the word 'determination'. This is the time to show resilience. We need to use this incident as a driving force to create a safer airline.' Chandrasekaran emphasised the complexity of aviation systems and the need to wait for allfacts before making judgments. 'Airplanes are highly complex, with many layers of checks and balances, and certifications built over years. Yet, this happens,' he said. 'We will figure out why it happened after the investigation.' He also acknowledged the pain caused by the crash and offered solidarity to the staff who responded with courage and calmness. Over 140 employees, including 40 engineers, are in Ahmedabad helping families affected by the tragedy. by Taboola by Taboola Sponsored Links Sponsored Links Promoted Links Promoted Links You May Like Sunteck Presents Luxury 2 & 3 BHK in Mira Road Sunteck Sky Park Learn More Undo 'Nothing I say or do will bring back the lost lives,' he admitted. 'Peoplewill feel this pain for a long time. Still, we must do everything possible to support them.' In closing, he urged unity and focus. 'A company is what its people do. Big things happen through small actions. Every well-done task helps us flourish stronger. That's why we stay committed to doing our jobs well,' he said. 'Our goal is to rebuild trust, raise standards, and restore pride in Air India.'


The Print
39 minutes ago
- The Print
Ahmedabad Air India crash isn't a problem of privatisation. Govt-run aviation is no better
We don't really know why Flight 171 crashed, so it is premature to claim this resulted from cost-cutting or to blame 'systemic failures' as businessman Sabeer Bhatia has done. Yet critics are wasting no time in summoning the neoliberalism bogeyman . This knee-jerk reaction reveals more about ideological bias than genuine concern for passenger safety. However, a close look at India's aviation history over the past 25 years reveals that this narrative is more fiction than fact. Since 2000, India has seen four significant airline crashes. Three of these disasters occurred under government ownership: Alliance Air Flight 7412 in 2000 (pilot error), Air India Express Flight 812 in 2010 (pilot error after runway overshoot), and Air India Express Flight 1344 in 2020 (runway overshoot in bad weather). Only Air India Flight 171 happened under private ownership, after the Tata Group acquired Air India in 2022. These State-owned airline crashes were attributed to specific operational factors like pilot error and adverse weather conditions. No one suggested that government ownership itself created safety risks or that bureaucratic inefficiency compromised passenger safety. Any tragedy involving air travel inevitably becomes an opportunity for critics to push ideological agendas, particularly those sceptical of privatisation. The crash of Air India Flight 171 in Ahmedabad is no exception. The London-bound flight is one of India's deadliest aviation disasters in decades. Yet before investigators could even analyse the recovered black box, critics immediately blamed the tragedy on privatisation, citing 'profit over safety' concerns. The breathtaking irony here is that the loudest voices condemning privatisation conveniently ignore the grim legacy of government-run aviation: Three catastrophic crashes and countless ignored warnings since 2000. They remain conspicuously silent when bureaucratic lethargy and political apathy claim lives, but seize upon the first tragedy under private ownership as incontrovertible proof of market villainy. Despite these ideological distractions, the broader truth remains unmistakable: Air travel, especially in India, remains remarkably safe. Billions of passengers have travelled across India over the last 25 years with only four crashes, an impressive safety record by any standard. Ultimately, if financial pressures genuinely threaten passenger safety, the real culprit is government policy rather than corporate greed. Also read: Why do airplanes still crash? The real safety threat Socialist critics conveniently ignore that if financial pressure truly compromises safety, then government policies are the biggest culprit. Indian airlines operate under crushing regulatory and fiscal burdens that squeeze margins to dangerous levels. Aviation turbine fuel (ATF) faces punitive taxation that cripples airline operations. As of mid-2025, ATF is hit by 11 per cent central excise duty plus up to 30 per cent state VAT. Since ATF remains excluded from GST, these taxes cascade, meaning fuel taxes often exceed 35 per cent of the base cost. This makes India one of the most expensive markets globally for airline fuel costs, which account for up to 45 per cent of an airline's operating expenses. Add to this the maze of regulatory compliance costs, suboptimal slot policies, and threats of pricing interference, and you have a government-created environment where airlines struggle to maintain healthy cash flows. If the 'profit over safety' theory held any water, these government-imposed financial pressures would be the primary safety risk. Yet somehow, private airlines operating under these same punitive conditions maintain better safety records than the government airlines that had none of these competitive pressures. This reveals the fundamental flaw in the socialist argument: Profit motive doesn't threaten safety; operational excellence and accountability under private ownership actually enhance it. Also read: Don't let Ahmedabad crash become Air India's death knell. It'll hurt Brand India The infrastructure challenge These crashes also expose deeper problems with State-managed aviation infrastructure that go beyond individual airline operations. Patna Airport obstructions: While the Alliance Air crash in 2000 was caused by pilot error, it prompted safety investigations that revealed serious infrastructure problems at Patna airport. The DGCA identified 101 obstructions, including trees that reduced the effective runway length, which made it one of the most dangerous airports in the country. The Bihar government flat-out refused to cut the trees causing the obstruction, forcing airlines to operate with drastically reduced passenger loads. It took 12 years and the threat of a complete airport shutdown before they even cut a single tree. The government's apathy was staggering—they preferred risking airport closure over basic tree removal, despite knowing passengers' lives were at stake. Even after finally acting, lapses in pruning periodically persist till today. The airport operated without a valid license for years due to these unresolved obstructions. This pattern reveals a chronic inability to maintain basic safety protocols. Tree obstruction and other safety hazards persist even two decades after the fatal accident, showing exactly how bureaucratic dysfunction compromises aviation infrastructure. The Mangaluru runway extension: The Mangaluru crash exposed another critical infrastructure failure. Immediately after the 2010 crash that killed 158 people, the aviation ministry promised the runway would be extended by 1,000 metres to make it safer for aircraft operations. More than 14 years later, this extension still hasn't happened. When asked to fund runway safety improvements after 158 deaths, the Karnataka government refused, explicitly stating, 'There is no direct revenue benefit from the airport to the state.' Meanwhile, the Airports Authority of India claimed 'shortage of funds' while investing elsewhere. What makes this worse is that AAI has been investing in ghost airports, which have had zero passengers for months, while refusing to fund safety improvements where 158 people died. The Karnataka government's pattern of choosing money over safety is consistent. The mandatory 'safety basic strip' recommended by the DGCA also remains unimplemented. After the airport was privatised in 2021, the Airports Authority sought 32.97 acres for required safety buffers. But the Karnataka government again refused to provide land free of cost, arguing the private operator should pay. Twice, the same government has explicitly prioritised financial considerations over passenger safety—the exact behaviour socialists falsely attribute to private companies. The contrast is staggering: unlimited funds for vanity projects with zero passengers, but 'shortage of funds' for safety measures after mass casualties. The Calicut 'murder': The 2020 Calicut crash is perhaps the most damning example of government negligence. This wasn't just 'challenging weather conditions'—this was a preventable disaster at an airport that aviation experts had been warning about for nearly a decade. The DGCA itself had designated Calicut as a 'critical airfield' and 'unsafe' for wet weather operations. Captain Mohan Ranganathan, a member of the Ministry of Civil Aviation's safety advisory committee, had warned in 2011 that the airport's tabletop runway design, inadequate buffer zones (90m instead of the recommended 240m), and lack of safety systems made it dangerous. The airport had multiple cracks in runways, pools of stagnant water, and excessive rubber deposits. The DGCA had even issued a show-cause notice in 2019 after finding these hazards. Yet nothing was done. The warnings were ignored for years, and as Ranganathan said after the crash, 'In my opinion, it is not an accident but a murder.' The government's failure to follow through on basic safety infrastructure improvements—despite multiple tragedies and expert warnings—speaks volumes about the sluggish pace of State-led safety initiatives. Private airport operators face the same regulatory constraints, but they have stronger incentives to navigate these challenges proactively rather than wait for tragedies to force action. Inter-governmental coordination affecting aviation safety infrastructure is a recurring theme across many Indian airports—and it's a problem that government ownership of airlines cannot solve, because the airlines themselves don't control the airports. Also read: Pilots flying your planes are stressed, sleep-deprived. 'It wasn't as intense earlier, now it's chaos' Market forces drive safety The impeccable safety record of private airlines like IndiGo demonstrates that market-driven safety improvements and accountability surpass government management. IndiGo operates over 1,800 flights daily and has carried hundreds of millions of passengers without a single fatal accident. When SpiceJet faced safety incidents in 2022, 44 per cent of domestic air passengers started avoiding the airline—market discipline worked exactly as it should. Airlines that crash don't stay in business, creating immediate consequences that government monopolies never faced. India's aviation safety record demonstrates that air travel remains very safe when you consider the scale. Over the past 25 years, Indian airlines have operated millions of flights carrying billions of passengers. Four accidents over this period, in a country with challenging weather conditions, diverse topography, and rapidly expanding air traffic, show that aviation safety has been maintained despite massive growth. Compare this to road transport in India—the contrast is stark. This safety record across India's aviation sector shows that market-driven aviation works. Evidence-based safety policy Real safety improvements come from understanding the complete picture: Infrastructure coordination failures between government agencies, policy pressures that squeeze airline margins, and market forces that reward operational excellence. The evidence shows that government apathy, willful negligence, and State-imposed financial pressures create the very risks that critics falsely attribute to privatisation. Meanwhile, market accountability ensures immediate consequences for safety lapses through passenger avoidance, massive compensation payouts, and catastrophic aircraft losses—incentives that simply didn't exist under government monopoly. It's easy and tempting to cast private airlines as villains to satisfy ideological biases, but tragedies deserve sober analysis, not sensationalism. Critics circling this tragedy are doing a disservice to the victims and their families by peddling predetermined narratives instead of waiting for facts. We should wait for the investigation to conclude, examine the actual causes, and have an honest conversation about aviation safety based on data, not dogma. The victims of Flight 171 deserve better than the lazy, predictable scapegoating of privatisation. Ajay Mallareddy is co-founder of Hyderabad-based Centre for Liberty and the spokesperson for the Libertarian party of India. His X handle is @IndLibertarians. Views are personal. (Edited by Theres Sudeep)