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By:

Quaid Najmi

4 January 2025 at 8:56:24 pm

Political row splits 110-day-old CJP

Mumbai: In an abrupt development, the 110-day old Cockroach Janta Party (CJP) founded by Maharashtra’s Abhijeet Dipke has reportedly split with a Gujarat-based activist Manish Brahmbhatt announcing a rival ‘CJP-Democratic’ – amid political accusations hurled at each other. Announcing the new faction in New Delhi today, Brahmbhatt claimed that the original CJP which emerged from a movement built on the blood and sweat of people subsequently transformed itself solely into a handpicked team...

Political row splits 110-day-old CJP

Mumbai: In an abrupt development, the 110-day old Cockroach Janta Party (CJP) founded by Maharashtra’s Abhijeet Dipke has reportedly split with a Gujarat-based activist Manish Brahmbhatt announcing a rival ‘CJP-Democratic’ – amid political accusations hurled at each other. Announcing the new faction in New Delhi today, Brahmbhatt claimed that the original CJP which emerged from a movement built on the blood and sweat of people subsequently transformed itself solely into a handpicked team for Aam Aadmi Party (AAP) President and former Delhi Chief Minister Arvind Kejriwal. “Their aim is to engage in political deals. They show no interest in fighting for the issues faced by students or people from other states; instead, acting merely at Kejriwal’s behest, they want to oppose the BJP only to support parties that are anti-BJP....,” declared Brahmbhatt. He asked why only a handful of people involved in the CJP are from the AAP though the movement had attracted people from all over the country and belonging to Congress, Bharatiya Janata Party, Shiv Sena (UBT), RJD and others. “Not a single volunteer or protester from those groups is included here. They utilised women, yet there is no female face – besides a spokesperson. They exploited Muslims and Sikhs, who opened langars and Gurudwaras, but they have no representation. Even students are kept out though it was a students' movement fighting against exam paper leaks,” said Brahmbhatt in a no-holds-barred attack on Dipke. Strongly refuting the charges, Dipke denied that CJP is controlled or funded by any political party, or functioning as a ’B Team’ for any other political entity. “Maharashtra CM says I am Congress' 'B' team; some others claim I am AAPs 'B' team... Actually we are the 'A' team of the students. We remain independent, work as a pressure group and committed to grassroots students issues and education reforms,” said Dipke today. Unfazed, Brahmbhatt accused Dipke of forming a “12-member team right from his home” without taking into confidence any of the original activists or persons linked with the CJP in the past nearly four months. “Nobody associated with the movement was consulted or invited… What criteria were used for these (12-strong) appointments? Eight persons linked to the AAP plus his female friends and college buddies, are inducted,” alleged Brahmbhatt, justifying the launch of CJP-D intended to mobilise the collective strength of the younger masses. He said activists had demanded five representatives from every state to prevent any single individual from taking unilateral decisions or behaving like a ‘dictatorial king’, but “the proposal was rejected” with Kejriwal – who suggested the idea for such a team - now allegedly hijacking the movement. Despite repeated attempts by The Perfect Voice, Dipke was not available for comments on the matter. Launched on May 16, by a Abhijeet Dipke, 30, the CJP sought to turn the ‘cockroach’ label for unemployed and politically conscious youth into a symbol of dissent and protest, bringing together students angry over examination-paper leaks and wider concerns about the education system and youth opportunities. The online movement quickly snowballed into a mass pressure group and semi-political youth movement, drawing support and attention from sections of mainstream political parties and celebrities. At that time, Dipke had described it as ‘a new platform for all Cockroaches” – hogging global attention - but barely 110-days later, it was hit with a purported vertical split.

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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