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Correspondent

23 August 2024 at 4:29:04 pm

Swift Justice

The rape and murder of a three-and-a-half-year-old girl in Maharashtra’s Nasrapur village was one of those crimes that momentarily dissolves the distinction between legal outrage and moral revulsion. Such acts seem to defy language as much as law. The Pune Special POCSO Court deserves commendation for demonstrating that justice need not be paralysed by delay. Its decision to sentence the convicted perpetrator, Bhimrao Kamble, to death within two months of the crime was notable not merely...

Swift Justice

The rape and murder of a three-and-a-half-year-old girl in Maharashtra’s Nasrapur village was one of those crimes that momentarily dissolves the distinction between legal outrage and moral revulsion. Such acts seem to defy language as much as law. The Pune Special POCSO Court deserves commendation for demonstrating that justice need not be paralysed by delay. Its decision to sentence the convicted perpetrator, Bhimrao Kamble, to death within two months of the crime was notable not merely for the punishment imposed, but for the court’s insistence on an unbroken chain of forensic and circumstantial evidence, scrupulous adherence to due process, and a reasoned application of the “rarest of rare” doctrine. The Nasrapur case demonstrates that the criminal justice system can function with remarkable efficiency when its various arms work in concert. The court proceeded without avoidable delay while ensuring due process. Conviction came within sixty days of the crime, followed swiftly by sentencing. Such timelines should be exceptional only because every criminal trial ought to aspire to them. This matters because deterrence rarely flows from the theoretical existence of the death penalty. Criminological research across jurisdictions has struggled to establish that capital punishment, by itself, prevents violent crime. A justice system that delivers certainty is a greater deterrent than one that merely promises severity. Long delays, hostile witnesses, poor investigations and collapsing prosecutions weaken public confidence far more than the absence of harsher laws. India scarcely suffers from a shortage of stringent laws. Successive amendments to criminal legislation and the Protection of Children from Sexual Offences Act have steadily increased penalties over the past decade. The larger deficit has been institutional capacity, be it competent investigation, scientific evidence gathering, witness protection and efficient adjudication. The verdict serves as a reminder that justice ultimately depends on institutions that function, not merely on laws that promise severity. The debate over the morality or efficacy of capital punishment is unlikely to disappear. But whatever one’s position on the death sentence, few could dispute the importance of a judgment rooted in painstaking evidence rather than emotional clamour. The Nasrapur case exposed the uncomfortable truth that the convicted man had acted with a sense of impunity, emboldened by his criminal history. This points to a recurring institutional failure. Dangerous repeat offenders cannot be allowed to slip repeatedly through administrative cracks. Effective policing is not merely about solving crimes after they occur; it is equally about identifying habitual offenders, monitoring them appropriately and preventing opportunities for further violence. The true precedent of Nasrapur should be that every victim, irrespective of public attention or political pressure, receives an investigation anchored in science, a prosecution built on evidence and a trial conducted without needless delay. Justice earns public confidence not because it is swift or severe in isolation, but because it is both scrupulous and certain.

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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