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By:

Abhijit Mulye

21 August 2024 at 4:59:11 pm

Bhagwat to outline roadmap for next century

Mumbai: Rashtriya Swayamsevak Sangh (RSS) Sarsanghachalak Dr Mohan Bhagwat will address thousands of volunteers and key political observers at Reshimbagh grounds in Nagpur tomorrow at 7.40 am on the occasion of Vijayadashami, formally concluding the organisation’s centenary-year celebrations. He is expected to deliver an ideological and operational blueprint intended to recalibrate Hindu society, counter ongoing opposition mobilisation across India, and outline internal organisational changes...

Bhagwat to outline roadmap for next century

Mumbai: Rashtriya Swayamsevak Sangh (RSS) Sarsanghachalak Dr Mohan Bhagwat will address thousands of volunteers and key political observers at Reshimbagh grounds in Nagpur tomorrow at 7.40 am on the occasion of Vijayadashami, formally concluding the organisation’s centenary-year celebrations. He is expected to deliver an ideological and operational blueprint intended to recalibrate Hindu society, counter ongoing opposition mobilisation across India, and outline internal organisational changes through a wide-ranging policy address. The annual Vijayadashami address, historically the most definitive forum for the RSS chief to articulate the organisation’s stance on domestic policy, cultural objectives and global affairs, carries heightened significance this year. Marking the completion of 100 years since Dr K.B. Hedgewar founded the organisation on Vijayadashami in 1925, Bhagwat’s address is designed to chart the strategic framework for the RSS as it enters its second century. Over the past 12 months, Bhagwat has personally anchored a series of outreach programmes across four Indian metropolitan hubs and two global nerve centres in the United States and Europe, signalling an appetite to project ideological clarity and broaden the organisation’s institutional footprint beyond traditional shakhas. The address comes against the backdrop of sustained street agitations orchestrated by the Congress party and newly formed groups such as the CJP in the national capital and several states. These demonstrations, centred on unemployment, social justice rhetoric and institutional accountability, have explicitly targeted India’s youth demographic — a constituency that has historically formed the primary recruitment pipeline and ideological backbone of the Sangh. Political observers believe Bhagwat will offer an unyielding response to these attempts to disrupt governance and erode the social coalition, reflecting an unmistakable determination within the Sangh Parivar leadership to resist political attrition and mount an active counter-narrative. The diplomatic and constitutional significance of the event is underscored by the deliberate selection of guests. Former Vice-President Jagdeep Dhankhar and Israel’s Consul General in Mumbai, Yaniv Revach, are attending as special invitees. Revach’s presence hints at possible remarks addressing global geopolitical realignment, the rise of civilisational conflicts, cross-border terrorism and national security challenges. Dhankhar’s attendance provides a platform to reaffirm constitutional patriotism and legislative stability at a juncture marked by sharp parliamentary confrontation. Equally consequential is the invitation extended to Sanjay Gupta, Editor-in-Chief of Dainik Jagran. For an organisation that has historically maintained a measured distance from mainstream media machinery, engaging with the leadership of India’s largest Hindi daily indicates an institutional shift towards proactive public communication. The gesture suggests that the Sangh recognises that narrative warfare in its next century requires strategic engagement with popular media platforms rather than a traditional reliance on insular organisational word of mouth. Beyond external ideological positions, the Nagpur gathering is expected to provide indicators of the structural transitions under way within the RSS. The organisation has been quietly restructuring its administrative echelons, revamping functional wings and adjusting internal deployment models in recent months. With additional leadership realignments slated across key tiers in the near future, Bhagwat’s speech is expected to define the organisational ethos for these generational handovers, emphasising flexibility in outreach while preserving core organisational discipline. As dawn breaks over Reshimbagh, the address will serve both as a balance sheet of a century-old journey and as a declaration of intent for an increasingly combative political era.

Indian Shipbuilding A Must Win Marathon

Writer: Capt. Naveen S Singhal
Capt. Naveen S Singhal
Dec 5, 2024
4 min read
Shipbuilding

With a coastline of 7500 KM, it is hard to imagine, that for the first 20 years (1947-1967) India had no ‘shipping ministry’. In 1967 a Shipping ministry “coupled” with ROAD transport was established. Since then, this ministry has been on a name changing ride, not once, not twice but six times. In 2009 the “ROAD Transport and Highways” was de-coupled and ‘Shipping’ ministry was formed. Turning point came in 2015 with a clear maritime vision for 2030 and 2047. Ministry was re-christened, aptly to Ministry of “Ports, Shipping and Waterways” in 2020.


Why is Shipbuilding important for a country?

a. A Shipyard becomes an opportunity hub and like a queen bee requires the support of an industrial colony to manufacture machinery and equipment.

b. National Shipyards support fleet renewal needs of the Navy.

c. Contributes to national GDP, increases inflow of FOREX.


Korea shipbuilding is 8% of GDP. Japan’s automobile industry is 2.9% of GDP. India’s shipbuilding a meagre 0.000578% of GDP. In context, India’s pharmaceutical industry, ranked third largest in the world is 1.72% of India’s GDP.


International Shipbuilding Market

The market is estimated to reach around USD 200 billion by 2029, growing at a CAGR of 4.84%. While India is at bottom with 0.07% of world share, behind Philippines 1.5% and Vietnam 1%, however on the positive side, India has done well in taking care of its defence needs, with 37 of 39 Naval ships being built in India yards. Rear Admiral S Shrikhande researching on maritime as a Fellow at Wollongong University, Australia, says “Shipbuilding in India needs both, serious incentivisation and dogged determination and not harping on being a big ship breaking country. That Garden Reach shipyard has a $54 million order for merchant ships from a German owner, is a good sign.”


Were Shipyards of 20th century in Flight mode?

Prominent shipyards in India were built in the colonial period. Mazagon Dock 1774, Garden reach 1884, Hindustan shipyard 1941 to cater to British navy and merchant fleet needs. Cochin shipyard 1972, Adani Katupalli 2013, Reliance Naval and Engineering, Rajula Gujarat 1997 and others have limited capacity, hence a lot more work to do. Capt. Subhangshu Dutt (Singapore) a mariner and now a shipowner, says “GOI should hold hands in any collaboration till the marriage with the foreign entity is reasonably stable. He also suggests that “new shipbuilding sites should be given to existing successful shipyards since they have decades of experience and talent. Consortium of 3 or more parties may also be good idea”.


Shipbuilding GOLD

As per SPLASH report the demand for LCO2 carriers could reach 2,500 ships by 2050. As per other estimates, 40% of global fleet of ships could have wind propulsion by 2050. A surge in such vessels is due to an unparallel waves of decarbonization in the shipping industry. Demand for ships with ‘carbon neutral’ badges, such as Dual fuel, Wind assisted, Nuclear fuel ships, Hydrogen powered ships, Liquified CO2 (LCO2) carrier, is outstripping supply. A must in the ‘bucket list’ of every Shipyard. Pinning down a standard ROI in shipbuilding is not easy, but experts suggest it could range from 4% to 15% for the high demand ‘carbon neutral’ ships. While an LNG new build vessel could cost US$ 250 million upwards.


International collaboration

On China’s shipbuilding success story, Manoj Pandalanghat (Singapore) a mariner and ship owner believes that “China has around 50 active Shipyards. Each have a few large dry docks. In each dock two or more large vessels are built simultaneously. Thus, a single yard is able to roll out 2/3 vessels/month, 36 vessels/year and 50 shipyards roll out 1800 vessels/year”.


China could be a jaldi-5, but India needs a sturdy Mount Fiji. Besides technology, Japanese bring the most important hand baggage of soft-skills and culture, essential for success from keel laying to delivery. Maruti’s is a standing example.


Food for thought for New Delhi

a. Expertise: Hire Naval Architects and shipbuilding experts with current international experience.

b. Government assistance: Land, Financial support, subsidies and timebound clearances.

c. Monitoring: PMO should monitor the first 5 to 10 years till Shipbuilding takes-off on this long-haul flight to destination 2047.


India’s Shipbuilding is expected to grow to $237 billion by year 2047. On a back of the envelope calculations this works out to about 4% of India’s 2047 projected GDP of $ 5 trillion. While cars are driven on roads, however the Ministry of roads and transport has little to do with “Automobile manufacturing”. On a similar note, ‘Shipbuilding’ as an industry has little to do with Ports, Shipping and Waterways, thus it may be worthwhile to consider a separate ‘Ship-building’ wing in the Ministry of Ports, Shipping and Waterways headed by a dynamic cabinet rank minister. Since 2047 targets are stiff and an uphill task, so in all probabilities, the officials in Ministry of Ports, Shipping and Waterways are likely to push beneath the carpet, delays and failures of Shipbuilding with sweet success stories of “Ports, Shipping and Waterways” and if this does happen then India will not only miss the Shipbuilding bus of 21st century but a lot more from a national security and strategic perspective.


(The author is a Shipping and Marine consultant. Member Singapore Shipping Association and empaneled with IMO as a specialist consultant. Views personal.)

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