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By:

Abhijit Mulye

21 August 2024 at 11:29:11 am

The Unequal Cousins

Raj Thackeray’s ‘sacrifice’ saved Shiv Sena (UBT) but sank the MNS Mumbai: In the volatile theatre of Maharashtra politics, the long-awaited reunion of the Thackeray cousins on the campaign trail was supposed to be the masterstroke that reclaimed Mumbai. The results of the Brihanmumbai Municipal Corporation (BMC) elections, however, tell a story of tragic asymmetry. While the alliance has successfully helped the Shiv Sena (UBT) stem the saffron tide and regain lost ground, it has left Raj...

The Unequal Cousins

Raj Thackeray’s ‘sacrifice’ saved Shiv Sena (UBT) but sank the MNS Mumbai: In the volatile theatre of Maharashtra politics, the long-awaited reunion of the Thackeray cousins on the campaign trail was supposed to be the masterstroke that reclaimed Mumbai. The results of the Brihanmumbai Municipal Corporation (BMC) elections, however, tell a story of tragic asymmetry. While the alliance has successfully helped the Shiv Sena (UBT) stem the saffron tide and regain lost ground, it has left Raj Thackeray’s Maharashtra Navnirman Sena (MNS) staring at an existential crisis. The final tally reveals a brutal reality for the MNS - Raj Thackeray played the role of the savior for his cousin, but in the process, he may have become the sole loser of the 2026 mandate. The worse part is that the Shiv Sena (UBT) is reluctant to accept this and is blaming Raj for the poor performance of his party leading to the defeat. A granular analysis of the ward-wise voting patterns exposes the fundamental flaw in this tactical alliance. The vote transfer, the holy grail of any coalition, operated strictly on a one-way street. Data suggests that the traditional MNS voter—often young, aggressive, and driven by regional pride—heeded Raj Thackeray’s call and transferred their votes to Shiv Sena (UBT) candidates in wards where the MNS did not contest. This consolidation was critical in helping the UBT hold its fortresses against the BJP's "Infra Man" juggernaut. However, the favor was not returned. In seats allocated to the MNS, the traditional Shiv Sena (UBT) voter appeared hesitant to back the "Engine" (MNS symbol). Whether due to lingering historical bitterness or a lack of instructions from the local UBT leadership, the "Torch" (UBT symbol) voters did not gravitate toward Raj’s candidates. The result? The UBT survived, while the MNS candidates were left stranded. ‘Second Fiddle’ Perhaps the most poignant aspect of this election was the shift in the personal dynamic between the Thackeray brothers. Decades ago, they parted ways over a bitter dispute regarding who would control the party helm. Raj, refusing to work under Uddhav, formed the MNS to chart his own path. Yet, in 2026, the wheel seems to have come full circle. By agreeing to contest a considerably lower number of seats and focusing his energy on the broader alliance narrative, Raj Thackeray tacitly accepted the role of "second fiddle." It was a pragmatic gamble to save the "Thackeray" brand from total erasure by the BJP-Shinde combine. While the brand survived, it is Uddhav who holds the equity, while Raj has been left with the debt. Charisma as a Charity Throughout the campaign, Raj Thackeray’s rallies were, as always, electric. His fiery oratory and charismatic presence drew massive crowds, a sharp contrast to the more somber tone of the UBT leadership. Ironically, this charisma served as a force multiplier not for his own party, but for his cousin’s. Raj acted as the star campaigner who energised the anti-BJP vote bank. He successfully articulated the anger against the "Delhi-centric" politics he accuses the BJP of fostering. But when the dust settled, the seats were won by UBT candidates who rode the wave Raj helped create. The MNS chief provided the wind for the sails, but the ship that docked in the BMC was captained by Uddhav. ‘Marathi Asmita’ Stung by the results and the realisation of the unequal exchange, Raj Thackeray took to social media shortly after the counting concluded. In an emotive post, he avoided blaming the alliance partner but instead pivoted back to his ideological roots. Urging his followers to "stick to the issue of Marathi Manoos and Marathi Asmita (pride)," Raj signaled a retreat to the core identity politics that birthed the MNS. It was a somber appeal, stripped of the bravado of the campaign, hinting at a leader who knows he must now rebuild from the rubble. The 2026 BMC election will be remembered as the moment Raj Thackeray proved he could be a kingmaker, even if it meant crowning the rival he once despised. He provided the timely help that allowed the Shiv Sena (UBT) to live to fight another day. But in the ruthless arithmetic of democracy, where moral victories count for little, the MNS stands isolated—a party that gave everything to the alliance and received nothing in return. Ironically, there are people within the UBT who still don’t want to accept this and on the contrary blame Raj Thackeray for dismal performance of the MNS, which they argue, derailed the UBT arithmetic. They state that had the MNS performed any better, the results would have been much better for the UBT.

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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