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By:

Quaid Najmi

4 January 2025 at 3:26:24 pm

MPs rebellion ‘splits’ even some families

Mumbai: Amid the rebellion by 6 Shiv Sena (UBT) MPs, at least two of them have shot into the spotlight, but for entirely different and non-political reasons – Nagesh Patil-Ashtikar (Hingoli) and Sanjay Dina-Patil (Mumbai North-East). Despite their fathers currently in the process of shifting loyalties to the Shiv Sena headed by Deputy CM Eknath Shinde, the son and daughter, respectively, of both these MPs have chosen to stay anchored firmly with SS (UBT) President and ex-CM Uddhav Thackeray....

MPs rebellion ‘splits’ even some families

Mumbai: Amid the rebellion by 6 Shiv Sena (UBT) MPs, at least two of them have shot into the spotlight, but for entirely different and non-political reasons – Nagesh Patil-Ashtikar (Hingoli) and Sanjay Dina-Patil (Mumbai North-East). Despite their fathers currently in the process of shifting loyalties to the Shiv Sena headed by Deputy CM Eknath Shinde, the son and daughter, respectively, of both these MPs have chosen to stay anchored firmly with SS (UBT) President and ex-CM Uddhav Thackeray. They are Krishna Nagesh Patil-Ashtikar and Rajool Sanjay Patil and both are emerging politicians in their own right and with politically bright prospects. Rajool is a SS (UBT) Municipal Corporator from Ward No. 114 (Bhandup) in her father’ constituency, and Krishna is the official Maha Vikas Aghadi (MVA) candidate for the Nanded Local Authorities constituency in the Maharashtra Legislature’s upper house. However, the abrupt rebellion by their fathers - along with four other SS (UBT) MPs has raised question marks on their own loyalties and political moorings – with the MLCs election results scheduled on Monday. A Deputy Leader from Pune guardedly said that “the same norms under the anti-defection laws for parliament would apply” at all levels, preventing the duo (Krishna and Rajool) from following in their fathers’ footsteps. “After all, there are many examples where in the same family, different members owe allegiance to different political parties. They may have made their personal political calculations and survival before taking any plunge blindly in the name of ideology,” the leader told ‘The Perfect Voice’, requesting anonymity. A Mumbai leader averred that in case the political sand slips - for whatever reasons - in the ongoing defection drama, at least all in the family may not have to pay the price for a botch-up, as “these youngsters still have a long road ahead in politics”. On June 18, when Ashtikar’s name came among the six potential turncoats, Krishna faced an embarrassing situation as the MLC polling was underway that day. Krishna quickly mouthed bites to proclaim his allegiance to Thackeray and an equally bewildered Rajool - elected as a BMC corporator just six months ago - instantly declared her support to SS (UBT) and even joined a protest against her father’s decision. Both the youngsters confronting a peculiar family-cum-political divide put up brave faces and publicly claimed that they had “absolutely no inkling” of the political coup currently underway and are firmly with Thackeray. For the present, however, the SS (UBT) camp is somewhat relieved that the damage caused by the proposed exit of the 6 MPs has not percolated to their family members, affording it time to take some proactive measures to prevent a similar scenario in the coming times. SS (UBT) Deputy Leader dares MP’s son A skeptical SS (UBT) Deputy Leader Sushma Andhare and others immediately pounced on Krishna Ashtikar, questioning the credibility of his words after his father and party MP from Hingoli Nagesh Patil-Ashtikar’s plans to switch sides. “Go and perform your father’s funeral rituals (pind-daan) immediately to prove your claims that you are different from your father…” a livid Andhare dared Krishna, who retorted by saying that he is “answerable only to the SS (UBT) supremo and none else”.

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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