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By:

Kiran D. Tare

21 August 2024 at 11:23:13 am

Bengal’s Ludwig Erhard

For decades, Swapan Dasgupta made a career of diagnosing India’s political ailments. As a columnist, editor, author and public intellectual, the erudite and scintillating Dasgupta dissected challenged orthodoxies and defended the intellectual traditions of the Indian Right. However, following his new appointment as the new Finance Minister of a West Bengal in economic doldrums, he perhaps faces the most demanding assignment of his career. His supporters however are confident that if there is...

Bengal’s Ludwig Erhard

For decades, Swapan Dasgupta made a career of diagnosing India’s political ailments. As a columnist, editor, author and public intellectual, the erudite and scintillating Dasgupta dissected challenged orthodoxies and defended the intellectual traditions of the Indian Right. However, following his new appointment as the new Finance Minister of a West Bengal in economic doldrums, he perhaps faces the most demanding assignment of his career. His supporters however are confident that if there is anyone most suited to sort out Bengal’s messy economy, it is Dasgupta. His appointment following the Bharatiya Janata Party’s ascent to power in Bengal after overthrowing Mamata Banerjee’s TMC regime is among the more intriguing political transitions in recent Indian political memory. India has seen journalists cross into politics before. M.J. Akbar moved from the newsroom to the Ministry of External Affairs. Arun Shourie, one of India’s most formidable investigative journalists, became a reform-minded minister in Atal Bihari Vajpayee’s government. Others, from Manish Sisodia to Priya Ranjan Dasmunsi and Chandan Mitra, have made similar journeys. Yet Dasgupta’s case is distinctive. Unlike many journalists-turned-politicians, he was never merely a ‘reporter.’ Whether in debate or through his prolific and trenchant writings, he has always been an intellectual combatant, a scholar of political ideas with a sweeping knowledge of world history by which he leavens those ideas. Dasgupta has always been one of the most articulate exponents of modern Indian conservatism. Educated at La Martiniere College in Kolkata, St Stephen’s College in Delhi and later the School of Oriental and African Studies in London, where he earned a doctorate, Dasgupta cultivated a reputation for formidable scholarship. His books, including Awakening Bharat Mata: The Political Beliefs of the Indian Right and The Ayodhya Reference, revealed an uncommon ability to place contemporary political disputes within a broader historical and ideological framework. For his supporters, he was among the few intellectuals capable of articulating conservative ideas in a language usually dominated by the Left. To critics, he was a sophisticated polemicist. Yet, even his opponents seldom questioned the breadth of his reading or the sharpness of his arguments. However, the challenge facing Dasgupta now is no longer intellectual but administrative. The Bengal he inherits bears little resemblance to the state that once led India in industry, commerce and scientific innovation. As he himself quipped in trademark fashion with a sharp historical analogy, the state’s economy resembled postwar Germany. The figures are sobering. West Bengal’s state debt has ballooned to around Rs. 8 lakh crore during the TMC regime. Thousands of companies have relocated or curtailed operations over the years amid a hostile investment climate. The new BJP government has inherited not merely a fiscal challenge but a crisis of confidence. “We are left with a near-bankrupt treasury,” Dasgupta said. Equally troubling, in his view, is the erosion of trust among investors and entrepreneurs. Bengal’s relationship with business has been uneasy to say the least. First the long night of the Left, followed by the TMC’s anti-business, appeasement brand of politics has ensured that the scars of industrial disputes and land controversies remain fresh. In this dire situation, reviving private investment will require convincing businesses that Bengal has changed. In this respect, Dasgupta’s strengths may prove unexpectedly useful. Throughout his career he displayed an ability to engage with ideas, institutions and stakeholders across ideological divides. His early moves hint at a broader vision. Rather than confining pre-budget consultations to Kolkata, Dasgupta shifted the Finance Department’s attention to Siliguri in a moved suffused with deliberate symbolism. North Bengal has long complained of neglect by governments centred on the state’s southern districts. By engaging tea producers, agricultural interests, tourism operators and local business groups, the newly-minted finance minister appears eager to demonstrate that economic revival will not just be a Kolkata-centric project. That said, debt servicing consumes a substantial portion of state revenues. Welfare commitments are politically difficult to unwind and infrastructure deficits remain significant. While public intellectuals excel at identifying problems, governing demands compromises and the acceptance of imperfect solutions. Still, Bengal’s new finance minister possesses as fine an appreciation of history than any Indian politician around. He knows that states decline not just because economic mistakes but because they lose faith in their future. Restoring that confidence may be the central task of his tenure. For years Swapan Dasgupta chronicled India’s political story from the sidelines. Now he finds himself at the centre of one of its most consequential state-level experiments. Whatever the outcome of his tenure, few would deny that Bengal’s finances have acquired perhaps their most learned custodian in decades.

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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