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By:

Correspondent

23 August 2024 at 4:29:04 pm

Deadly Neglect

The deaths of three tribal girls following a snakebite at a residential school in Gadchiroli have cast a distinctly unfavourable light on the standards of care in Maharashtra’s tribal hostels. A total six girls were bitten while sleeping on the floor, raising questions about basic accommodation, preventive measures and the oversight of institutions entrusted with the care of some of Maharashtra’s most disadvantaged children. A properly maintained hostel and basic preventive measures can...

Deadly Neglect

The deaths of three tribal girls following a snakebite at a residential school in Gadchiroli have cast a distinctly unfavourable light on the standards of care in Maharashtra’s tribal hostels. A total six girls were bitten while sleeping on the floor, raising questions about basic accommodation, preventive measures and the oversight of institutions entrusted with the care of some of Maharashtra’s most disadvantaged children. A properly maintained hostel and basic preventive measures can certainly reduce the likelihood that a snakebite becomes a mass casualty event. Residential schools for tribal children exist precisely because many of their students come from remote and disadvantaged communities. The state assumes responsibility for their education, accommodation, food and safety. The inevitable official response of a detailed inquiry into the tragedy is hardly reassuring. The district administration has said it will establish whether adequate protective measures were in place and whether the school management complied with safety rules. The Maharashtra administration has conducted enough inquiries till now to know that the discovery of a lapse is not the same thing as fixing the system that produced it. The questions are elementary. Were sufficient beds available? If not, why not? Was the hostel building properly sealed? Were doors, windows and drains inspected? Was pest and snake control undertaken? Were mosquito nets and other basic protective equipment provided? Was there adequate lighting and night supervision? How frequently had the hostel been inspected? And were funds allocated for these facilities actually spent on them? The last question deserves particular attention. Tribal residential schools have for years been vulnerable to the familiar maladies of public administration, most notably gross corruption. Inadequate oversight, poor maintenance, opaque procurement and the fact that money and food intended for children disappears somewhere between the budget and the beneficiary has become all too common. More crucially, Gadchiroli is not politically ownerless. Chief Minister Devendra Fadnavis is its guardian minister, making the quality of governance in the district an especially important test of the state government’s claims about tribal development. The answer cannot be another round of condolences followed by an inquiry whose findings gather dust. The government should use this tragedy to conduct a comprehensive and independent safety audit of every tribal residential hostel in Gadchiroli, with the findings and corrective measures made public. Beds, sanitation, building maintenance, pest control, emergency medical arrangements and night-time supervision should be treated as measurable standards, not discretionary amenities. Three girls have died in the most appalling manner. The least the state can do is ensure that their deaths expose a failure that is then corrected, rather than an outrage that is briefly mourned and administratively forgotten.

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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