top of page

By:

Quaid Najmi

4 January 2025 at 3:26:24 pm

President takes prompt cognizance

Mumbai: President Droupadi Murmu has taken immediate cognizance of a plea pointing at grave insults to the Indian Tricolour (Tiranga) in pubs and hotels, violations to the Flag Code of India, 2002, in the name of celebrating Republic Day and Independence Day. Pune businessman-cum-activist Prafful Sarda had shot off a complaint to the President on Jan. 26 but was surprised to receive a response from her office in less than 72 hours. Under Secretary Lakshmi Maharabooshanam in the President’s...

President takes prompt cognizance

Mumbai: President Droupadi Murmu has taken immediate cognizance of a plea pointing at grave insults to the Indian Tricolour (Tiranga) in pubs and hotels, violations to the Flag Code of India, 2002, in the name of celebrating Republic Day and Independence Day. Pune businessman-cum-activist Prafful Sarda had shot off a complaint to the President on Jan. 26 but was surprised to receive a response from her office in less than 72 hours. Under Secretary Lakshmi Maharabooshanam in the President’s Secretariat at Rashtrapati Bhavan, replied to Sarda on forwarding his complaint to the Ministry of Home Affairs for necessary action. It further stated that action taken in the matter must be conveyed directly to Sarda. “It’s a pleasant surprise indeed that the President has taken serious note of the issue of insults to the National Flag at night-clubs, pubs, lounges, sports bars and other places all over the country. The blatant mishandling of the National Flag also violates the specially laid-down provisions of the Flag Code of India,” said Sarda. He pointed out that the Tricolor is a sacred symbol and not a ‘commercial prop’ for entertainment purposes to be used by artists without disregard for the rules. “There are multiple videos, reels or photos available on social media… It's painful to view how the National Flag is being grossly misused, disrespected and even displayed at late nights or early morning hours, flouting the rules,” Sarda said. The more worrisome aspect is that such transgressions are occurring openly, repeatedly and apparently without any apprehensions for the potential consequences. This indicates serious lapses in the enforcement and supervision, but such unchecked abuse could portend dangerous signals that national symbols can be ‘trivialized and traded for profits’. He urged the President to direct the issue of stringent written guidelines with circular to all such private or commercial outlets on mandatory compliance with the Flag Code of India, conduct special awareness drives, surprise checks on such venues and regular inspections to curb the misuse of the Tricolour. Flag Code of India, 2002 Perturbed over the “perceptible lack of awareness” not only among the masses but also governmental agencies with regard to the laws, practices and conventions for displaying the National Flag as per the Emblems and Names (Prevention of Improper Use) Act, 1950 and the Prevention of Insults to National Honour Act, 1971, the centre had brought out the detailed 25-page Flag Code of India, 2002. The Flag Code of India has minute guidelines on the display of the Tricolour, the happy occasions when it flies high, or the sad times when it is at half-mast, the privileged dignitaries who are entitled to display it on their vehicles, etc. Certain violations attract hefty fines and/or imprisonment till three years.

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