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By:

Rajendra Joshi

3 December 2024 at 3:50:26 am

Kolhapur’s Pilgrimage Paradox

Kolhapur: Even as the state government clears the first tranche of Rs 1,500 crore under an ambitious Rs 5,000-crore plan for the development of Kolhapur as a major pilgrimage centre, the ground reality for devotees tells a far less reassuring story. Each month, the temple’s donation boxes swell by an estimated Rs two crore, while crores more lie parked in bank deposits earning interest. Yet, for the thousands who arrive daily to seek the blessings of Goddess Ambabai, the journey to the...

Kolhapur’s Pilgrimage Paradox

Kolhapur: Even as the state government clears the first tranche of Rs 1,500 crore under an ambitious Rs 5,000-crore plan for the development of Kolhapur as a major pilgrimage centre, the ground reality for devotees tells a far less reassuring story. Each month, the temple’s donation boxes swell by an estimated Rs two crore, while crores more lie parked in bank deposits earning interest. Yet, for the thousands who arrive daily to seek the blessings of Goddess Ambabai, the journey to the sanctum begins with an ordeal—walking barefoot on scorching roads under an unforgiving sun. With temperatures in Kolhapur soaring past 40°C, asphalt and concrete roads leading to the temple radiate intense heat. For devotees—many of whom travel hundreds of kilometres—this translates into a painful trek, quite literally. The situation is particularly harsh for senior citizens, who are often seen hopping from one foot to another in a desperate attempt to avoid the burning surface. In such conditions, the absence of even basic protective arrangements raises uncomfortable questions about priorities in pilgrimage infrastructure. Stark Irony The irony is stark. While policy blueprints and financial approvals move through bureaucratic channels, immediate, low-cost interventions remain unaddressed. Simple measures—laying heat-resistant carpets along key approach roads, ensuring regular water sprinkling to cool surfaces, and erecting temporary shaded canopies—could significantly ease the devotees’ distress. Such steps do not demand massive outlays, only administrative initiative. As chairperson of the temple trust, the Kolhapur District Collector is uniquely positioned to catalyse this response. The summer vacation period only amplifies the challenge. Families flock to Kolhapur in large numbers, often combining visits to Ambabai temple with pilgrimages to nearby shrines such as Jyotiba. The surge in footfall transforms the temple precinct into a sea of humanity. Yet, the infrastructure has failed to keep pace. A similar concern was flagged last year as well, with limited, ad hoc relief provided by a few local traders who laid makeshift carpets for their customers. This year, however, little appears to have changed. Humane Pilgrimage The issue, therefore, is not merely administrative—it is collective. The responsibility to ensure a humane pilgrimage experience cannot rest solely with the temple trust or the municipal corporation. Traders and business associations operating in the temple vicinity, who benefit from the steady influx of devotees, must also step forward. Kolhapur has historically demonstrated remarkable civic spirit during festivals such as Navratri and the Rathotsav. Extending that ethos to provide shaded pathways during peak summer would be a meaningful gesture of reciprocity. Across India, leading pilgrimage centres have invested in visitor comfort—air-conditioned waiting areas, chilled drinking water, and clean sanitation facilities are increasingly the norm. In many cases, nominal user charges are levied, and devotees are willing to pay for such services. Kolhapur risks falling behind if it does not address these gaps with urgency. At its core, the issue is one of dignity. Devotion should not come at the cost of physical distress. Until basic amenities are ensured, the promise of transforming Kolhapur into a premier religious tourism hub will remain incomplete. For now, the pilgrim’s experience continues to echo a troubling refrain: first the searing heat beneath the feet, and only then, the grace of the goddess.

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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