top of page

By:

Quaid Najmi

4 January 2025 at 3:26:24 pm

Ajit Pawar dreamt big for Baramati

Mumbai/Pune : Shunned as a dry and drought-prone sub-district of Pune on the Deccan Plateau barely five decades ago, Baramati today symbolizes one of Maharashtra’s most striking examples of systematic rural transformation with the lion’s share of credit going to the state’s numero uno Sharad Pawar clan.   The prime activity of farming thrives here, cooperatives flourish, industries are booming, education soars and the infrastructure is envied even by many developed urban centres.   Little...

Ajit Pawar dreamt big for Baramati

Mumbai/Pune : Shunned as a dry and drought-prone sub-district of Pune on the Deccan Plateau barely five decades ago, Baramati today symbolizes one of Maharashtra’s most striking examples of systematic rural transformation with the lion’s share of credit going to the state’s numero uno Sharad Pawar clan.   The prime activity of farming thrives here, cooperatives flourish, industries are booming, education soars and the infrastructure is envied even by many developed urban centres.   Little wonder that the Pune region ranks lowest in terms of farmers suicides – in 2024, there were only 24 deaths, as per official data, said Vidarbha Jan Andolan Samiti President Kishore Tiwari, who has chronicled distress in farmlands of the state for three decades.   “The Pawars ensured that the region got adequate funds, irrigation, power and other planned facilities that helped the farmers immensely… We wish all other districts in the state to emulate this example, especially Vidarbha which is regarded as the farmland suicides hotbed,” Tiwari told  The Perfect Voice .   Though the foundations of the sea-change was laid by Sharad Pawar, later it was his nephew Ajit Pawar who architected his uncle’s long-term vision to reality through untiring efforts, single-minded dedication and tough groundwork for over four decades to achieve what is the famed ‘Baramati Model’.   As several lakhs of mourners turned up from all over Western Maharashtra and other places to bid a final adieu to Ajit Pawar on Thursday (Jan. 29), many were seen weeping, crying and wailing, and some expressed concerns for the future of Baramati and Pune district – in the absence of their active ‘messiah’.   While Sharad Pawar laid the ground-map for Baramati, Ajit Pawar implemented it by ensuring that government policies, big and small projects and different schemes not only reached the region but tangibly changed the lives of the locals.   As he grew in politics and entered governance in various positions, Ajit Pawar quickly grasped how the official machinery worked, and along with his stern approach, fiscal and administrative discipline plus knowledge of his home turf, he kickstarted the evolution of Baramati and surroundings.   Way back in 2009, when he was not even a Deputy CM, Ajit Pawar told a group of visiting journalists from Mumbai his dreams of catapulting Baramati onto the world map in various aspects of a model of rural-led development and progress that touched each citizen.   For this, he persistently advocated the upgradation of the small Baramati Airport, built by the MIDC in 1996, having a short runway (1770 metres long x 30 metres wide), where his ill-fated aircraft crashed on Wednesday morning. The airport is mostly used for small aircraft operations and training purposes.   Former Chief Minister Prithviraj Chavan under whose tenure Ajit Pawar first became the Deputy CM, said that “he was a rare politician, a young visionary, dynamic and decisive, passionately pro-farmer and supportive of the cooperative sector”.   “When I was CM and he was the Deputy CM, he helped me take many tough decisions in the public interest. He was a sure-shot to lead the state (as CM), sooner than later. We have lost a great national-level leader whom coming generations would emulate,” Chavan told  The Perfect Voice , acknowledging Ajit Pawar’s contributions to the state.   Baramati Effect A local party activist, Milind Jadhav recalled how, when the Nationalist Congress Party (NCP) founded by Sharad Pawar suffered a vertical split in July 2023, “every home and family in Baramati was splintered”.   “All the people were at a loss to decide whom to support in the ‘kaka-putnya’ political war, particularly during the 2024 Lok Sabha and Assembly elections. Thankfully, the politics was strictly kept at bay from Baramati’s development and also the Pawar household, he said.   Despite the political wranglings, Ajit Pawar visited Baramati at least once a week, reviewed important proposals, funds and expenses, status reports and other minute details, at times, showing more insight than the officialdom, was a stickler for the ‘ghadi’ (watch), often jumped up for unannounced site visits that rattled the officials.   The Baramati Industrial Development Corporation – part of the MIDC – came into existence in 1962 under Sharad Pawar, but under Ajit Pawar it spread wings to come up as an ideal industrial zone. National and international companies like Kalyani Steels, Bharat Forge, Godfrey Phillips, SMT Ltd. Imsofer, Schreiber, Piaggio, Ferrero, Senvion, India's first wine factory at Narayangaon (1982), and later proliferated to Nashik.   Simultaneously, the western Maharashtra’s agriculture backbone of sugarcane, grapes, jowar, wheat and cotton support many of the top performer cooperatives in the region and the Baramati Hi-Tech Textile Park (established in 2008 through Sharad Pawar’s efforts), support domestic apparels industry creating jobs and prosperity.   Strong background support comes from institutions like Agriculture Development Trust, several agriculture colleges affiliated to major agriculture universities, all combining for activities like modern farming techniques, entrepreneurship, water conservation, women’s education and empowerment, health-care besides skill development and upgradation.

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