top of page

By:

Naresh Kamath

5 November 2024 at 11:00:38 am

Corporatisation of Ganesh Mandals affect devotees

People carry an idol of lord Ganesh to a 'pandal' ahead of 'Ganesh Chaturthi' festival in Mumbai on Tuesday. Mumbai: As the Aagman (welcoming) of Lord Chintamani saw a sea of humanity descend in the Lalbaug-Parel belt on Saturday, one could not escape the stamp of the Adani Group which has now become an exclusive partner of the Chinchpokli Sarvajanik Utsav mandal. Following the Ambani’s which has patronised the nearby Lalbaugcha Raja from the last few years, the move by the Chinchpokli Ganesh...

Corporatisation of Ganesh Mandals affect devotees

People carry an idol of lord Ganesh to a 'pandal' ahead of 'Ganesh Chaturthi' festival in Mumbai on Tuesday. Mumbai: As the Aagman (welcoming) of Lord Chintamani saw a sea of humanity descend in the Lalbaug-Parel belt on Saturday, one could not escape the stamp of the Adani Group which has now become an exclusive partner of the Chinchpokli Sarvajanik Utsav mandal. Following the Ambani’s which has patronised the nearby Lalbaugcha Raja from the last few years, the move by the Chinchpokli Ganesh Mandal to partner with the Adani group is increasingly seen as corporatisation of the most popular festival of Maharashtra.“There is no partnership or deal as such. We have just given them exclusive advertising rights,” said Santosh Sohni, secretary of the Chinchpokli Ganesh mandal. He said that Adanis approached the Mandal after being impressed by the social work undertaken by the Mandal. The Mandal is creating a replica of the famous Tirupati temple to house Lord Ganesh this year.However, this has not gone well with both the devotees as well as political parties who described it as a hijacking of this festival by the corporates.For the neighbourhoods, the festival which was financed by small donations by households and small shopkeepers, entry by the corporates with deep pockets is seen as loss of innocence of this fest.“This Maharashtrian festival is being taken over by the corporates and this is just a beginning. The whole area will be monopolised by Adani and Ambani banners and gradually they will lord over the mandals,” warned Maharashtra Navnirman Sena (MNS) leader Sandeep Deshpande. “The common Karyakartas (workers) will be getting increasingly marginalised and paid workers will rule,” he added. Anant Ambani, Executive Director, Reliance Industries was appointed as honorary advisor of Lalbaugcha Raja and is a familiar face during the 11-day festival regularly taking part in the daily Aartis. In fact, last year, he also took part in the Visarjan (immersion) of the Lord. In 2024, Anant Ambani and Reliance Foundation gifted a 20-kilogram gold crown valued at Rs 15 crore to Lalbaugcha Raja.Deshpande has a point as till last year, majority of the banners outside Lalbaugcha Raja were of the Reliance group and featured Anant Ambani prominently. Huge Opportunity The Parel-Lalbaug belt dominated by the labour and middle class is the mecca of Ganesh Festival which is visited by crores of people across the country during the 11-day festival. Sunil Ghume, a resident of Parel who has seen the festival evolved across decades, asserts, “The corporates see a huge opportunity in this area as it gives them a branding opportunity as well as helps them to network.” “Do you think these Mandals can defy these corporates given their money power and influence?” questioned Ghume. Ghume rued that locals are feeling being left out in the festivals. “Families used to come together, hold competitions and mingle together. However huge funding has played a spoilsport,” he added.Though the Sarvajanik Ganesh festival was started by Lokmanya Tilak as a part of political mobilisation against the British rule in 1893, it was Shiv Sena founder Bal Thackeray who realised the potential of this fest. The Ganesh festival played an important role in the growth of the saffron outfit which can be gauged from the fact that all major Sena leaders have headed Ganpati mandals. The Ganesh Galli Mandal is headed by Kiran Tawde who is a current BMC corporator from Shiv Sena UBT while Sudhir Salvi who is currently secretary of Lalbaugcha Raja is a top Sena leader. Till a decade back, going to Lalbaug-Parel belt and visiting various Ganesh Mandals and enjoying the different poses of the Ganesh Idol used to be family routine. However, this has all changed as getting here during the fest is a herculean task and getting Darshan of Lalbaugcha Raja takes hours standing in serpentine queue. “During childhood it was pleasure to visit various mandals. But now it’s becoming impossible given the mammoth crowd. The rich people get faster access while common people have to wait for hours,” rued 55-year-old Mahesh Halwai, who is a Lalbaug resident.

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.)

Comments

bottom of page