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By:

Anandajit Goswami

15 April 2026 at 11:15:27 pm

Lessons from the Mountains

How much of the Himalayas must melt before we rediscover our humanity? I have carried this question for some time. Perhaps it came from the mountains, the rain and the silence. The Himalayas feed rivers, sustain communities and carry memories of centuries. Yet their changing landscape reminds us that nature has limits. We discuss melting glaciers, disappearing water sources and climate change, but too often these remain statistics. What happens when they become part of daily life? I imagine...

Lessons from the Mountains

How much of the Himalayas must melt before we rediscover our humanity? I have carried this question for some time. Perhaps it came from the mountains, the rain and the silence. The Himalayas feed rivers, sustain communities and carry memories of centuries. Yet their changing landscape reminds us that nature has limits. We discuss melting glaciers, disappearing water sources and climate change, but too often these remain statistics. What happens when they become part of daily life? I imagine sitting on those mountains on a rain soaked afternoon, watching clouds descend and the earth being washed clean. In that silence, love arrives. Not the dramatic love we celebrate, but a quieter love that simply sits beside us. And then I ask myself: have I learned to love another human being, or only the idea of humanity? Humanity as an idea is easy to love. The person before us is different. He has fears, weaknesses, anger and wounds. To love a human being requires patience. It requires us to stay. The question stays with me. We often imagine spirituality as a journey away from people, towards mountains, forests and solitude. But perhaps the journey into the mountains is only half the journey. The other half is returning to people. Perhaps we enter the forest not to escape humanity, but to understand it better, and then return to everyday life with a greater ability to see those around us. If spirituality creates distance between us and others, what have we gained? True spirituality should make that distance smaller. It should make us more compassionate, not more detached. We can speak to someone thousands of kilometres away in seconds, but may not know what the person next to us is going through. How much of Nepal do we really reach when we admire its mountains? Perhaps Nepal represents every distant place we admire without truly knowing, every landscape we photograph without understanding, and every suffering we discuss without allowing it to change us. We can cross mountains and borders without ever truly arriving. A journey is complete only when it brings us closer to another human being. Perhaps that is where a spiritual journey becomes meaningful. And then there is violence. A missile can cross the sky in seconds. A bullet can end a life in an instant. But fear travels much faster. It moves from one heart to another and changes the way people see each other. Grief becomes anger, anger becomes hatred, and hatred makes it easier to see another human being as an enemy rather than as a person. At such moments, our philosophies disappear. The mask falls. I imagine looking beside me. I expect to find a gun. But there is no gun. There is a guitar. I do not know who placed it there. Perhaps it was love. Perhaps it was music or another human being reminding me that there is a choice. The gun represents hatred, revenge, intolerance and the desire to silence another voice. The guitar represents conversation, empathy and creativity when the world is full of noise. We can decide what we add to the world. We can add to anger, or we can reduce it. We can answer hatred with hatred, or begin a conversation. Every choice shapes society. Perhaps that is where being human really begins. The Himalayas may continue to melt. Rivers may shrink. Fear may return, and guns may continue to speak. But we still have a choice. We can add another weapon to the noise, or pick up the guitar. We can continue speaking the language of fear, or learn the language of compassion. Perhaps spirituality is making that choice again and again. Humanity begins with the person standing next to us. It could be a stranger, neighbour, colleague, or someone we strongly disagree with. The moment we stop seeing that person as another human being and begin to see something of ourselves in him, the distance becomes smaller. The mountains may teach us silence. Rivers may teach us movement. Rain may teach us renewal. But their greatest lesson is simple: we are all standing on the same fragile earth. The world will continue to change, whether we are ready or not. The real question is what we will become while it changes. Where we expected a gun, perhaps there can be a guitar. Perhaps we should begin there. We may not control the future, but we can influence the human atmosphere we leave behind. (The writer is an author and musician. 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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