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By:

Abhijit Mulye

21 August 2024 at 11:29:11 am

New icon of party loyalty amid world of turncoats

Mumbai: In the competitive landscape of Mumbai’s municipal politics, Akshata Tendulkar has emerged as a symbol of ideological steadfastness and party loyalty. Known as a “staunch Hindutva voice” in the Mahim-Dadar belt, she has navigated a political terrain historically dominated by regional heavyweights like the Shiv Sena (UBT) and the Maharashtra Navnirman Sena (MNS). The Mahim-Dadar area has long been the ideological heart of Mumbai’s politics. For a BJP leader to carve out a niche as a...

New icon of party loyalty amid world of turncoats

Mumbai: In the competitive landscape of Mumbai’s municipal politics, Akshata Tendulkar has emerged as a symbol of ideological steadfastness and party loyalty. Known as a “staunch Hindutva voice” in the Mahim-Dadar belt, she has navigated a political terrain historically dominated by regional heavyweights like the Shiv Sena (UBT) and the Maharashtra Navnirman Sena (MNS). The Mahim-Dadar area has long been the ideological heart of Mumbai’s politics. For a BJP leader to carve out a niche as a prominent proponent of Hindutva in this specific geography is a significant feat. Tendulkar’s rise is attributed to her vocal and uncompromising stance on cultural and religious identity, which has resonated with a traditional voter base that feels a deep connection to the Hindutva narrative. In an era where political affiliations are often fluid, Tendulkar’s career reached a defining moment during the seat-sharing negotiations of the Mahayuti alliance. When her preferred ward was allocated to the Shiv Sena (Eknath Shinde faction) as part of the coalition agreement, she faced a difficult choice: switch banners to stay in the race or stand down. Striking Aspect The most striking aspect of Tendulkar’s profile is her refusal to compromise on her political identity for the sake of an electoral ticket. Recognizing her local influence and the strength of her “Hindutva voice,” the Shiv Sena reportedly offered her a ticket to contest the election under their “bow and arrow” symbol. While many politicians today—often referred to as “turncoats”—regularly cross party-lines to secure power, Tendulkar chose a different path. She famously declined the offer, insisting that she remained committed to the Bharatiya Janata Party (BJP); that she would only contest as a candidate representing the party she had served and that her loyalty to the organisation outweighed her personal ambition for office. Rare Precedent “This is a very rare example of party loyalty in today’s times. I’m happy that such examples can be found only in the BJP,” said city BJP spokesperson Niranjan Shetty. He also highlighted that by choosing to withdraw from the race rather than abandon her party’s flag, Tendulkar set a rare precedent in contemporary Maharashtra politics. Her decision reinforced her image as a leader driven by conviction rather than opportunism. “She has earned the leadership by her fearless acts and uncompromising nature when it comes to issues related to Hindutva,” said senior RSS worker from Dadar area, Ramesh Deole. “Her decision today will be remembered for times to come,” he added. While it might be a ‘Political Harakiri’ in opinion of a few political analysts. But, with her act today she has actually given herself a larger identity. Today, she is viewed not just as a local leader from Ward 192, but as a “distinct example of loyalty.” Her background as a fierce advocate for Hindutva remains her calling card, making her a critical asset for the BJP in the heart of Mumbai. In a city where political winds shift rapidly, Akshata Tendulkar stands as a reminder of the power of ideological consistency.

Indian Shipbuilding A Must Win Marathon

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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