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By:

Bhalchandra Chorghade

11 August 2025 at 1:54:18 pm

Panje wetland moves closer to legal protection

Navi Mumbai: The 289-hectare Panje-Dongari wetland in Uran, regarded by environmentalists as Maharashtra’s largest intertidal wetland, has moved a significant step closer to securing legal protection after the Raigad district administration completed a long-awaited ground verification process, environmental groups said. The development is being seen as a major milestone in the years-long campaign by conservationists to protect the ecologically sensitive wetland from reclamation and...

Panje wetland moves closer to legal protection

Navi Mumbai: The 289-hectare Panje-Dongari wetland in Uran, regarded by environmentalists as Maharashtra’s largest intertidal wetland, has moved a significant step closer to securing legal protection after the Raigad district administration completed a long-awaited ground verification process, environmental groups said. The development is being seen as a major milestone in the years-long campaign by conservationists to protect the ecologically sensitive wetland from reclamation and infrastructure-related pressures. The verification is part of the process required before wetlands can be formally notified under the Environment (Protection) Act. According to the NatConnect Foundation, the verification follows documentation by the Chennai-based National Centre for Sustainable Coastal Management (NCSCM), which has completed the ground-truthing of nearly all the 23,000 wetlands identified across Maharashtra under the National Wetland Inventory and Assessment (NWIA), prepared using 2006-07 satellite imagery. Environmentalists have repeatedly criticised the delay in completing the verification and notification process in the state. Rising Hopes A senior official of the State Wetland Authority, speaking on condition of anonymity, said that the Raigad Collector has cleared 11 of the 19 wetlands documented by NCSCM in the district, including the Panje wetland. The wetlands at Belpada and Bhendkhal have also reportedly progressed towards notification, raising hopes for their long-term conservation. The list approved by the Collector also includes wetlands in Panvel taluka at Kharghar, Taloja, Kharghar Sector 25, Kalamboli, Sinkar and Morave. However, government officials said wetlands at Sheva, Jaskhar, Murud Creek and the Mangrove Wetland Complex do not feature in the Collector’s current documents, leaving questions over their status. The Panje wetland has been at the centre of a prolonged legal and environmental battle. The Bombay Environmental Action Group (BEAG) founder and noted environmentalist Debi Goenka had earlier demonstrated, using the National Wetland Inventory and Assessment maps, that Panje qualified as a wetland despite claims to the contrary. “BEAG founder and noted environmentalist Debi Goenka was among the first to demonstrate, using the National Wetland Inventory and Assessment (NWIA) maps, that Panje qualified as a wetland despite claims to the contrary. His painstaking interpretation of the colour-coded satellite atlas greatly strengthened our case for Panje’s conservation,” said B N Kumar, Director, NatConnect Foundation. Happy Activists Welcoming the latest development, Nandakumar Pawar, Director of Sagar Shakti, who has led a prolonged legal battle to protect the wetland, said, “The 289-hectare Panje wetland is the largest intertidal wetland in the state. Its conservation is critical for protecting Uran’s fragile ecology.” Kumar described the verification as a vindication of sustained public efforts. “Panje has shown that persistence pays,” he said, while Pawar added that the focus must now shift towards securing legal protection for all of Maharashtra’s 23,000 mapped wetlands before they are lost to encroachment and development. Pawar warned that the destruction and reclamation of several wetlands in Uran, including the four-kilometre Jasai stretch, have already aggravated flooding in surrounding villages. He said extensive landfilling for the Dronagiri Node and other infrastructure projects has further worsened the ecological situation. The Collector’s report assumes significance amid continued opposition from CIDCO, which has maintained that several of these areas are former salt pans or agricultural land and are therefore suitable for development. Environmental groups, however, argue that irrespective of their historical land use, these ecosystems now perform critical ecological functions and deserve statutory protection. According to Kumar, although Panje—currently leased to NMSEZ, now NMIIA—has remained free from construction activity, the regular obstruction of tidal water flow causes the wetland to dry up periodically, threatening its ecological health. Environmental organisations including Vanashakti, Sagar Shakti, NatConnect Foundation, Navi Mumbai Environment Preservation Society, Save Navi Mumbai Environment and Kharghar Wetlands & Hills Forum have been pursuing legal and administrative interventions to secure protection for the wetlands. Highlighting their ecological importance, Pawar said wetlands not only support rich biodiversity but also serve as natural flood buffers, store significant amounts of carbon and sustain the livelihoods of traditional fishing communities. He stressed that notifying these wetlands is essential for strengthening the climate resilience of the Mumbai Metropolitan Region.

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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