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By:

Parashram Patil

14 January 2026 at 8:49:45 pm

Crops of Conflict

As water and climate become instruments of geopolitical leverage, India has an opportunity to turn agricultural resilience into a new form of South-South diplomacy. Climate change is making an old truth harder to ignore: food security is national security. As water becomes scarcer, harvests more erratic and trade policies more protectionist, agriculture is moving from the margins of geopolitics to its centre. Nowhere is this clearer than in Africa, where fragile food systems intersect with...

Crops of Conflict

As water and climate become instruments of geopolitical leverage, India has an opportunity to turn agricultural resilience into a new form of South-South diplomacy. Climate change is making an old truth harder to ignore: food security is national security. As water becomes scarcer, harvests more erratic and trade policies more protectionist, agriculture is moving from the margins of geopolitics to its centre. Nowhere is this clearer than in Africa, where fragile food systems intersect with contested rivers, conflict and disrupted supply chains. For India, this presents not merely a humanitarian challenge but an opportunity to practise a more strategic form of food diplomacy. Clear Warning The Nile basin offers the clearest warning. Egypt, Sudan and Ethiopia depend heavily on the river, directly or indirectly, for agriculture and livelihoods. Egypt obtains roughly 90-95 percent of its water from the Nile, with most of its withdrawals going to agriculture. Wheat, rice, maize and cotton are therefore inseparable from the country's water security. Sudan is similarly dependent on the Main Nile and its Blue and White Nile tributaries for crops including sorghum, wheat, cotton and sugarcane. Ethiopia, by contrast, relies much more heavily on rain-fed agriculture, but the Blue Nile remains crucial to its plans for agricultural and economic expansion. The Grand Ethiopian Renaissance Dam (GERD) has transformed this already delicate equation. The Blue Nile supplies roughly 85 percent of the Nile's runoff, giving Ethiopia substantial geographical leverage upstream. Egypt and Sudan, downstream and more dependent on the river, have consequently viewed the dam through the prism of food and water security. The dispute has its roots partly in the 1959 agreement that allocated Nile waters between Egypt and Sudan, but the rise of Ethiopia as a major upstream power has altered the political balance. The stakes are enormous. A disruption to water availability is not simply an environmental problem when millions depend on irrigated agriculture. It can affect food prices, livelihoods, migration and political stability. Across the basin, the consequences potentially extend to hundreds of millions of people. The lesson is straightforward: rivers can become geopolitical infrastructure, and crops can become strategic assets. Critical Role This is where India can play a useful role. Its longstanding diplomatic, commercial and maritime links with Africa give it an established platform. Its experience in producing wheat, rice and millets, meanwhile, gives it something more tangible: the ability to contribute to food-supply resilience. Egypt, for instance, remains heavily dependent on imports and is projected to require around 13 million tonnes of wheat imports to bridge its consumption gap. Sudan’s agricultural crisis is still more acute. Conflict and climate stress have sharply reduced cereal production, leaving output well below recent historical averages. India could therefore build food diplomacy around two complementary tracks. The first is supply. Predictable grain arrangements and strategic food buffers could help vulnerable countries absorb shocks in international markets. The second is technology. India's experience with micro-irrigation, precision farming and water-use efficiency offers tools that may help African farmers produce more with less water. The Per Drop More Crop component of the Pradhan Mantri Krishi Sinchayee Yojana is one example. Drip irrigation, improved canal management, seepage reduction and precision agriculture cannot resolve a dispute over the Nile, but they can reduce the amount of water required to produce a given crop. For this to become a durable strategy, however, India will need to move beyond individual projects. Bilateral agricultural agreements with African countries could be converted into longer-term trade corridors and grain-supply arrangements. Multilateral platforms, including BRICS, could provide mechanisms for greater transparency in food distribution and market stabilisation. Seed exchanges could focus on drought-tolerant millets, biofortified wheat and heat-resistant maize suited to increasingly volatile climates. Indian private enterprise could be brought into this architecture. Agritech startups and Farmer-Producer Organisations could be encouraged to enter African markets through export-linked grants, incubation programmes and risk-sharing mechanisms. EXIM Bank credit lines and export guarantees could reduce the financial risks of deploying solar cold chains, irrigation systems and agricultural technologies in politically volatile markets. Public-private partnerships could also help Indian firms adapt AI-based crop advisory systems and IoT-enabled water sensors to African soils and farming practices. The larger opportunity is strategic. India’s relationship with Africa need not be confined to trade, infrastructure or diplomatic declarations. Agriculture offers a practical form of South-South cooperation in which food, technology and water efficiency reinforce one another. (The writer is a member of Maharashtra Agriculture Price Commission. Views personal.

Indian Shipbuilding A Must Win Marathon

Writer: Capt. Naveen S Singhal
Capt. Naveen S Singhal
Dec 5, 2024
4 min read
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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