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By:

Akhilesh Sinha

25 June 2025 at 2:53:54 pm

Ideology, Illusion, and the Politics of Power

Leader of Opposition in the Lok Sabha Rahul Gandhi greets supporters during a roadshow ahead of the Kerala assembly polls, in Kozhikode district on Tuesday. | Pic: PTI New Delhi:  At a critical electoral juncture in Kerala, the political contest being waged in the name of ideology appears less about public welfare and more like a renewed struggle for the division of power. Kerala's electoral battle exposes contradictions between ideology and alliances, as BJP, Congress, and Left trade...

Ideology, Illusion, and the Politics of Power

Leader of Opposition in the Lok Sabha Rahul Gandhi greets supporters during a roadshow ahead of the Kerala assembly polls, in Kozhikode district on Tuesday. | Pic: PTI New Delhi:  At a critical electoral juncture in Kerala, the political contest being waged in the name of ideology appears less about public welfare and more like a renewed struggle for the division of power. Kerala's electoral battle exposes contradictions between ideology and alliances, as BJP, Congress, and Left trade accusations while prioritizing power, leaving voters questioning credibility, governance plans, and commitment to justice.   At the national level, the Congress and the Left position themselves as opponents of the Bharatiya Janata Party and Prime Minister Narendra Modi. Yet before the public, they often appear equally eager to undercut one another. In Parliament, they join hands to bring no-confidence motions and accuse the government of misusing investigative agencies. However, at the state level, this coordination is conspicuously absent. In Kerala, Congress leader Rahul Gandhi has alleged a nexus between the CPI(M) and the SDPI, even hinting at tacit understandings between the BJP and the Left. Meanwhile, LDF Chief Minister Pinarayi Vijayan has dismissed these claims as "entirely baseless."   This persistent friction reinforces the impression that ideology has become largely symbolic, while the real contest revolves around consolidating vote banks and securing seats. The Left, invoking the language of "pragmatic alliances," signals readiness to align with the Congress at the national level. Yet in Kerala, it faces accusations of straying from its foundational principles, even as it projects itself as the principal alternative to the BJP.   Conspiracy factor Congress leader Rahul Gandhi has repeatedly asserted in his campaign rallies that this election is a contest between two ideologies-the Left and the UDF. Yet, he claims, for the first time there is an "unprecedented partnership" emerging between the Left and the BJP. He alleges that the CPI(M) can be easily controlled by the BJP, whereas the Congress-led UDF would not play into its hands. Such assertions risk creating the impression that ideological confrontation has now given way to a politics of expedient compromises.   On the other hand, CM Pinarayi Vijayan firmly maintains that his party neither seeks support from the SDPI nor engages in any covert understanding with communal forces. He portrays the Left Democratic Front as a formation grounded in "clear ideological principles" and resolutely opposed to communal politics. The contradiction here is striking that just as the BJP accuses the Congress and the Left of collusion, the Congress and the Left, in turn, level similar charges of "compromise" against each other.   Confused Electorate In Kerala's electoral theatre, PM Modi has branded both the UDF and the LDF as "each other's B team," while projecting the BJP as the only genuine "A team." His argument rests on the claim that the state has, for decades, been trapped between two traditional power blocs, one corrupt and the other allegedly even more so. He contends that both alliances have deceived the public through vote-bank politics, whereas the BJP now promises to "expose" their corruption and deliver "justice."   The larger question remains, when the Left and the Congress join hands in Parliament to oppose the BJP, is their unity rooted in a principled stand against the ruling party BJP/NDA, or is it merely political theatre calibrated for electoral convenience? If both claim to be ideologically committed formations, what justifies their readiness to confront each other in the states and often aggressively over vote banks?   Real Issues At the national level, the Left often raises its voice on substantive constitutional and economic questions; corruption, public debt, privatization, and decentralization. Yet, in the heat of elections, these very debates are reduced to the arithmetic of vote banks and seat shares. The BJP, as the ruling party, seeks to anchor its campaign in development metrics, flagship projects like the Vizhinjam Port, and symbolic initiatives such as the Nari Shakti Vandan Act, presenting them as tangible achievements before the electorate. The opposition, in turn, attempts to recast these same initiatives as narratives of "debt" and "plunder."

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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