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By:

Rajendra Pandharpure

15 April 2025 at 7:55:54 pm

The BJP’s Ganesha Gambit

Pune’s Ganeshotsav has become an enormous civic and political stage, and the ruling party has proved adept at occupying it. Pune: The city’s Ganeshotsav is entering its final phase, but the festival has already demonstrated something beyond its extraordinary crowds and familiar spectacle: the extent to which it has become a political stage. This year, the Bharatiya Janata Party (BJP) has left a particularly visible imprint on the festivities, using an event that reaches deep into the city’s...

The BJP’s Ganesha Gambit

Pune’s Ganeshotsav has become an enormous civic and political stage, and the ruling party has proved adept at occupying it. Pune: The city’s Ganeshotsav is entering its final phase, but the festival has already demonstrated something beyond its extraordinary crowds and familiar spectacle: the extent to which it has become a political stage. This year, the Bharatiya Janata Party (BJP) has left a particularly visible imprint on the festivities, using an event that reaches deep into the city’s neighbourhoods as an opportunity for public outreach. The political appropriation of the festival has not, however, been without a counter-current. Demands were raised for curbs on noise pollution, loudspeakers and the volume of dhol-tasha performances. The argument was not against Ganeshotsav itself, but for moderation - notably, a complete ban on DJ music and limits on the number of dhol and tasha instruments used by performing troupes. Familiar Troubles The festival’s reality has been rather different. Major roads have been occupied by mandaps. Processions celebrating the arrival of Lord Ganesha have unfolded amid punishing noise. DJ music, while subject to restrictions, has continued. Traffic congestion has become a familiar feature of the festival, with the movement of political leaders adding another layer to the city’s already strained roads. The Peth areas have remained crowded deep into the night. The Shrimant Dagdusheth Halwai Ganpati temple has drawn enormous crowds for darshan from the opening day. From the old city to housing societies and neighbourhood mandals, Ganeshotsav touches virtually every part of Pune. For a political party seeking a direct connection with citizens, few occasions offer such a ready-made network of people, institutions and local influencers. The BJP enters this festival with an unusually formidable organisational base. It has two MPs, seven MLAs and more than 100 corporators in Pune. Murlidhar Mohol, one of the city’s MPs, is a Union Minister of State. Chandrakant Patil is a Cabinet minister in the Maharashtra government, while Madhuri Misal is a Minister of State. The party’s presence also extends into the festival’s organisational architecture. Its influence is visible across numerous mandals, large and small. BJP MLA Hemant Rasane is General Secretary of the Shrimant Dagdusheth Halwai Sarvajanik Ganpati Trust. Kunal Tilak, a member of Lokmanya Tilak’s family, is a BJP corporator. The political and cultural histories of Pune therefore intersect in ways that are difficult to ignore. The BJP’s senior leadership has also made the most of the occasion. National President Nitin Nabin visited Pune to seek Lord Ganesha’s blessings, while Chief Minister Devendra Fadnavis visited the city before and during the festival. Such visits are about more than religious observance. In a festival watched by millions and embedded in the city’s social life, political visibility comes almost automatically. There is also talk in Pune that the BJP provided substantial financial support to Dhol-Lezim troupes and their organisers, with claims that some major mandals received financial backing as well. These claims would require independent verification, but the perception itself points to the depth of the political contest around Ganeshotsav. BJP workers, according to local observers, have also sought to make their presence more conspicuous than that of festivities organised by housing societies. Useful Expedient The festival arrives at a politically useful moment for the BJP. The party has faced disquiet on several fronts. Young people have been agitated over the paper-leak controversy. Broader public dissatisfaction has been voiced over inflation and unemployment, while government policies relating to ethanol and charges associated with UPI transactions have also generated criticism. While a political party can defend a policy in a press conference and advertise its achievements, during Ganeshotsav, its workers can be physically present in neighbourhoods, among processions, mandals, cultural groups and devotees. Politics thus becomes less about argument and more about visibility. That is the BJP’s advantage in Pune. Ganeshotsav, after all, is not simply a sequence of religious rituals. It is an elaborate civic network involving local organisers, volunteers, cultural groups, businesses, residents and political representatives. Whoever has influence over that network acquires a powerful channel of communication with the city. The BJP appears to understand this particularly well. Its strength in Pune’s electoral politics has been reinforced by a presence that extends beyond elections and into the institutions and social spaces that organise public life. The irony is that the very scale of the festival that makes it politically attractive also magnifies the civic costs. The political value of Ganeshotsav and the civic burden it creates are therefore two sides of the same phenomenon. For Pune, the larger question is not whether politics has entered Ganeshotsav. It has done so for decades. The more consequential question is whether the festival’s extraordinary social capital will remain primarily a vehicle for political outreach or whether the same influence can be used to reconcile celebration with the ordinary civic needs of the city. For the moment, the BJP seems to have understood the first proposition better than most.

Indian Shipbuilding A Must Win Marathon

Writer: Capt. Naveen S Singhal
Capt. Naveen S Singhal
Dec 5, 2024
4 min read
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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