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By:

Divyaa Advaani 

2 November 2024 at 3:28:38 am

When Culture Costs Growth

Global business today is not limited by geography, capital, or capability. It is limited by interpretation. A founder recently shared an experience that quietly captures a much larger issue. While working with a business leader from the Netherlands, he realised how quickly intent can be misunderstood. Dutch professionals are known for their directness. Indian professionals, by contrast, value respect, nuance, and indirect communication. Neither approach is wrong. Yet when these worlds collide...

When Culture Costs Growth

Global business today is not limited by geography, capital, or capability. It is limited by interpretation. A founder recently shared an experience that quietly captures a much larger issue. While working with a business leader from the Netherlands, he realised how quickly intent can be misunderstood. Dutch professionals are known for their directness. Indian professionals, by contrast, value respect, nuance, and indirect communication. Neither approach is wrong. Yet when these worlds collide without context, friction follows. Conversations become strained, decisions slow down, and credibility begins to blur — not because of competence, but because of perception. What makes this problem particularly dangerous is that it rarely announces itself. No one says, “I don’t trust you anymore.” Instead, calls become shorter. Emails turn formal. Opportunities stall without explanation. Founders often attribute this to market conditions or timing, unaware that the real issue lies elsewhere — in how they are being read, interpreted, and experienced. This is not an international problem alone. Within India itself, business cultures shift dramatically from region to region. What signals confidence in one room may come across as arrogance in another. What feels respectful in one setting may appear indecisive in another. For founders operating across cities, states, and cultures, these subtleties compound. Over time, the gap between intent and impact widens. Here is the uncomfortable truth most leaders are never told: growth today is as dependent on perception as it is on performance. And perception, left unmanaged, becomes a liability. This is where personal branding moves out of the realm of visibility and into the realm of strategic necessity. Personal branding is not about posting more, speaking louder, or becoming a public personality. At its core, it is about consciously shaping how your values, decisions, and leadership style are understood — especially by people who do not share your cultural reference points. Founders often assume their work speaks for itself. In earlier decades, it did. Today, work speaks, but interpretation decides. Without a clearly articulated personal brand, others are left to fill in the gaps themselves. And they do so using their own cultural lens, biases, and assumptions. This is how capable leaders are misunderstood, how strong businesses face invisible resistance, and how trust erodes without a single visible conflict. A well-defined personal brand acts as a stabiliser in these moments. It provides context before confusion sets in. It allows people to understand not just what you do, but how you think, what you value, and how you make decisions. When this clarity exists, directness is not mistaken for rudeness, and politeness is not confused with lack of conviction. Conversations become cleaner. Alignment happens faster. Credibility holds firm even across borders. The most significant shift occurs internally. Leaders with a clear personal brand stop second-guessing how they should show up. They communicate with confidence without overcompensating. They hold authority without appearing distant. Most importantly, they attract relationships that are aligned rather than transactional. This is not accidental; it is the result of intentional positioning. The cost of ignoring this is subtle but cumulative. Deals that could have moved faster do not. Partnerships that seemed promising lose momentum. Teams hesitate instead of committing fully. None of this shows up on balance sheets immediately, which is why it is often dismissed. But over time, it defines the ceiling of growth. Founders are particularly vulnerable here because they are too close to themselves. They know their intent, their ethics, their effort. Others only know what is visible. Personal branding bridges this gap — not by exaggerating, but by translating. If you are a business leader navigating diverse teams, international clients, or culturally varied markets, and you sense that growth is slowing for reasons you cannot fully explain, this is worth examining. Not as a marketing exercise, but as a leadership one. Sometimes, the most important work is not expanding into new markets, but ensuring you are being clearly understood in the ones you already occupy. If this perspective resonates, I invite you to connect with me for a conversation. Not to sell, but to explore whether perception — not performance — might be the quiet variable influencing your next phase of growth. Clarity often begins with a single, honest conversation. You can book a consultation here: https://sprect.com/pro/divyaaadvaani (The author is a personal branding expert. She has clients from 14+ countries. Views personal.)

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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