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By:

Kaustubh Kale

10 September 2024 at 6:07:15 pm

Significance of Adhik Month

As Adhik Maas comes to a close, it is the right time to reflect on the deeper meaning of this sacred month. Adhik Maas, also known as Purushottam Maas, is dedicated to Lord Vishnu and is considered one of the most auspicious periods in the Hindu calendar. It is a month associated with prayer, discipline, reflection, charity and positive action. Why Adhik Maas Is Added Adhik Maas occurs roughly once every three years. The traditional Hindu calendar is lunisolar, which means it follows lunar...

Significance of Adhik Month

As Adhik Maas comes to a close, it is the right time to reflect on the deeper meaning of this sacred month. Adhik Maas, also known as Purushottam Maas, is dedicated to Lord Vishnu and is considered one of the most auspicious periods in the Hindu calendar. It is a month associated with prayer, discipline, reflection, charity and positive action. Why Adhik Maas Is Added Adhik Maas occurs roughly once every three years. The traditional Hindu calendar is lunisolar, which means it follows lunar months while also staying connected with the solar year and the seasons. Since the lunar year is shorter than the solar year, a difference gradually develops between the two. To bring the calendar back into balance, an extra month is added after almost every three years to synchronise the lunar and solar cycles. In simple words, Adhik Maas is a month of adjustment, alignment and correction. A Lesson for Our Own Lives This idea has a beautiful message for our own lives. Just as the calendar needs realignment, our life also needs regular realignment. Our habits, priorities, relationships, health, career and finances cannot be left unattended forever. From time to time, we must pause and ask ourselves whether our actions are matching our goals. Realignment in Investments The same principle applies to investments. Many people begin investing with good intentions, but after that, they do not review their investments and financial goals regularly. A SIP may be started, but it may not be increased for years. Lumpsum investments may be delayed even when money is lying idle in the bank. Financial goals may change, income may increase, responsibilities may increase, but the investment plan remains the same. Increase SIPs and Do Something Extra For long-term goals beyond three years, money should be invested in growth-oriented assets such as stocks, equity mutual funds, hybrid mutual funds and gold. If your income has increased in the last one year, your SIP should also increase. Ideally, one should try to invest at least 30% of monthly income through SIPs. This sacred month also teaches us the importance of doing something extra. In investments, that extra effort can be in the form of lumpsum investing. Whenever you receive additional money such as bonus, incentive, business profit, gift or surplus cash, it should be put to productive use. Correction Is Necessary for Growth Adhik Maas reminds us that correction is not a negative thing. In fact, correction is necessary for growth. The market also corrects to adjust itself and build a stronger foundation for newer highs in the future. That is why markets remain volatile and uncertain in the short term, but over the long term, they reward patience, discipline and consistency. Questions to Ask Before Adhik Maas Ends The end of Adhik Maas should not be seen only as the end of a religious period. It should be seen as an opportunity to take stock of life and money. Are your SIPs aligned with your current income? Have you invested your surplus cash? Are your investments sufficient for your future goals? Are you taking action, or only waiting? Reflection Must Become Action As Adhik Maas ends on 15 June, let us carry its message forward. Realign where needed. Correct what has been ignored. Add the extra effort required. A sacred month becomes truly meaningful when reflection turns into action. (The author is a Chartered Accountant and CFA (USA). Financial Advisor. Views personal. He could be reached on 9833133605.)

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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