top of page

By:

Madhukar Mazire

12 November 2024 at 3:30:20 am

India Needs a Credit Repair Framework—Not Permanent Financial Punishment

India’s financial system has made remarkable progress in expanding credit access. Yet, there is a quiet crisis unfolding beneath the surface—millions of otherwise responsible borrowers remain locked out of formal credit due to temporary financial distress experienced during extraordinary times. The COVID-19 pandemic, followed by economic disruptions, medical emergencies, and employment instability, pushed many individuals into short-term loan defaults. These were not cases of wilful...

India Needs a Credit Repair Framework—Not Permanent Financial Punishment

India’s financial system has made remarkable progress in expanding credit access. Yet, there is a quiet crisis unfolding beneath the surface—millions of otherwise responsible borrowers remain locked out of formal credit due to temporary financial distress experienced during extraordinary times. The COVID-19 pandemic, followed by economic disruptions, medical emergencies, and employment instability, pushed many individuals into short-term loan defaults. These were not cases of wilful negligence, but of systemic shock. However, our credit reporting and scoring mechanisms continue to treat such defaults as permanent red flags, often without scope for contextual review or rehabilitation. Recently, I submitted a proposal to the Reserve Bank of India (RBI) and the Ministry of Finance urging the introduction of a structured Credit Repair and Rehabilitation Framework—one that balances credit discipline with economic realism and human fairness. Why Credit Repair Matters Now India is aiming to become a $5 trillion economy, driven by consumption, entrepreneurship, and MSME growth. Yet, credit exclusion acts as a silent brake on this ambition. When salaried professionals, small entrepreneurs, and self-employed workers are denied access to loans years after a one-time crisis default, we unintentionally push them toward informal lending, higher interest rates, or economic stagnation. A rigid “once-defaulted, always-risky” approach may protect balance sheets in the short term, but it undermines long-term credit expansion and trust in the formal system. Learning from Global Practices Globally, regulators are rethinking this approach. For instance, the People’s Bank of China (PBOC) has recently introduced a regulated credit repair mechanism allowing borrowers with limited, time-bound overdue records from crisis periods to restore creditworthiness. Importantly, this does not weaken credit discipline—it strengthens it by distinguishing temporary hardship from habitual default. India, with its robust digital banking and credit infrastructure, is well-positioned to design an even more nuanced and accountable framework. What a Balanced Framework Could Look Like A well-regulated credit rehabilitation policy could include: • Eligibility limited to crisis-period defaults, officially notified by regulators • Caps on overdue amount and frequency • Mandatory cooling-off periods and improved repayment behaviour • Bank-led review and approval mechanisms • Clear RBI guidelines for credit bureaus on data correction and updating Such a framework would be conditional, transparent, and auditable, ensuring no dilution of systemic risk controls. Economic Inclusion Is Economic Strength Credit systems are not merely risk filters—they are economic enablers. A borrower who recovers, repays consistently, and rebuilds financial discipline should not remain excluded indefinitely due to a past crisis. True financial inclusion is not just about opening accounts or issuing loans—it is about allowing recovery, rebuilding trust, and restoring dignity within the system. The Way Forward This is an opportune moment for RBI and the Finance Ministry to initiate a structured consultation with banks, NBFCs, credit bureaus, economists, and consumer representatives to explore a calibrated credit repair framework tailored for India. Second chances, when governed responsibly, do not weaken economies—they strengthen them. As India charts its next phase of growth, our credit policies must evolve from being purely punitive to progressively rehabilitative, without compromising prudence.

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.)

Comments

bottom of page