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By:

Akhilesh Sinha

25 June 2025 at 2:53:54 pm

Code for the Many

India wants artificial intelligence to serve development rather than deepen divides Prime Minister Narendra Modi during a meeting with his Bhutanese counterpart Tshering Tobgay in New Delhi. New Delhi:  As the IndiaAI Impact Summit 2026 enters its third day, India appears to be pressing a case that cuts against the grain of much global AI discourse. The summit has been framed by the Sanskrit maxim  sarvajan hitaya, sarvajan sukhaya  (for the welfare and happiness of all) and seeks to move the...

Code for the Many

India wants artificial intelligence to serve development rather than deepen divides Prime Minister Narendra Modi during a meeting with his Bhutanese counterpart Tshering Tobgay in New Delhi. New Delhi:  As the IndiaAI Impact Summit 2026 enters its third day, India appears to be pressing a case that cuts against the grain of much global AI discourse. The summit has been framed by the Sanskrit maxim  sarvajan hitaya, sarvajan sukhaya  (for the welfare and happiness of all) and seeks to move the debate beyond safety alarms and corporate rivalry towards a more pointed question: who, exactly, should benefit from artificial intelligence. Building on its advocacy in 2023 for fairer digital and financial access for the Global South, India is now positioning itself as a steward of a more democratic, human-centric AI that is meant to narrow, rather than entrench, global and domestic inequalities. That ambition builds on India’s posture at earlier global forums. In 2023, New Delhi argued that digital public infrastructure and concessional financing should be treated as global public goods, particularly for poorer nations. Three years on, the argument has sharpened. If AI is to shape growth, productivity and governance in the coming decades, India insists that its benefits must not mirror the inequalities of the industrial and digital revolutions before it. This sets India apart from the dominant poles of AI power. The United States and China have raced ahead with proprietary models and compute-heavy ecosystems. India, lacking the same scale of capital or chips, has instead emphasised deployment by asking how AI can be applied cheaply, widely and with human oversight. As Prime Minister Narendra Modi has often argued, AI is a double-edged tool: transformative when governed well, corrosive when left to markets alone. Stark Contrast The contrast with earlier summits is deliberate. Britain’s 2023 meeting at Bletchley Park fixated on catastrophic risks and frontier safety. South Korea’s Seoul summit in 2024 focused on scientific cooperation to mitigate harm. France’s Paris meeting in 2025 tried to tether AI to sustainability and public interest. India’s turn is broader and more political. The question it poses is not merely how to restrain AI, but how to distribute it. At the heart of the summit is an effort to make AI legible to ordinary citizens. Demonstrations are expected on its use in schools, hospitals, farms and welfare schemes, with particular emphasis on small towns and rural areas. The aim is to narrow what Indian officials increasingly describe as an “AI divide” between those who can exploit algorithms and those who remain invisible to them. The economic case is straightforward. AI-driven tools can raise productivity by automating routine work, improve hiring by reducing bias, and conserve energy through smarter consumption. In education, adaptive learning systems promise to personalise instruction in overcrowded classrooms. In agriculture, predictive models can guide farmers on soil health, pests and weather, lifting incomes while improving food security. In healthcare, AI-assisted diagnostics, from cancer detection in scans to remote patient monitoring, could compensate for India’s chronic shortage of doctors, especially outside cities. One of the summit’s most politically charged themes is road safety. India records between four and five lakh road accidents a year. According to figures cited in Parliament by Nitin Gadkari, 2024 alone saw 1.77 lakh fatalities, a third of them on national highways that make up just 2% of the road network. Officials argue that AI - through speed monitoring, pre-collision alerts and predictive traffic management - could dramatically cut deaths and emissions alike. Panels on data-driven transport policy will test how far such optimism can be translated into enforcement. Critics note that India still struggles with patchy data quality, weak local capacity and uneven internet access. Grand visions, they warn, risk dissolving into pilot projects. Yet that is precisely why New Delhi is pressing its case internationally. By pooling models, datasets and best practices, especially among countries of the Global South, it hopes to reduce costs and avoid dependence on a handful of foreign platforms. If successful, the IndiaAI Impact Summit will mark a shift in the global AI conversation. From fear to function; from concentration to diffusion. India is betting that the future of artificial intelligence will not be decided solely in data centres and boardrooms, but in classrooms, clinics, fields and highways. Whether the world follows is another matter. But New Delhi has made clear where it wants the argument to go.

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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