top of page

By:

Quaid Najmi

4 January 2025 at 3:26:24 pm

Rs 1,136-cr digitisation contract under scanner

Disclosures on pricing and volumes in a five-year modernisation project have raised questions about costs and oversight. Mumbai: A project described as a routine “digital transformation” of Maharashtra’s registration machinery has raised eyebrows after regulatory disclosures indicated that its billing could reach a staggering Rs 1,136 crores over five years. The Inspector General of Registration & Controller of Stamps (IGR), which comes under the state’s revenue department, has issued a...

Rs 1,136-cr digitisation contract under scanner

Disclosures on pricing and volumes in a five-year modernisation project have raised questions about costs and oversight. Mumbai: A project described as a routine “digital transformation” of Maharashtra’s registration machinery has raised eyebrows after regulatory disclosures indicated that its billing could reach a staggering Rs 1,136 crores over five years. The Inspector General of Registration & Controller of Stamps (IGR), which comes under the state’s revenue department, has issued a Letter of Intent to a consortium led by the Navratna public-sector firm RailTel Corporation of India Ltd., alongside the Nashik-based infrastructure company Ashoka Buildcon Ltd. The consortium has been appointed as managed service provider for a comprehensive modernisation of IGR offices across the state. The five-year turnkey contract covers end-to-end operation and maintenance of IT systems, networks, cloud services and application infrastructure, as well as the scanning of official documents. Execution is scheduled to run until March 19, 2032. It is the financial structure, rather than the scope, that has prompted unease. The approved rate for scanning registered documents is Rs 24.75 per page. Industry sources say prevailing market prices for bulk document scanning typically range between Rs 3 and Rs 6 per page - roughly a quarter of the contracted rate. Costly Contract In identical filings with the NSE and BSE last week, the consortium partners referred to historical data in the request for proposals showing that an average of 9.18 crores pages were scanned annually over the past five years. At the agreed rate, this would translate into payments of around Rs 227 crores a year, taking the projected total to about Rs 1,136 crores over five years. The contract does not specify a ceiling, and payouts are expected to vary with actual volumes. Critics and watchdogs argue that the absence of a fixed cap, combined with a per-page charge well above market levels, leaves room for inflated bills or padded volumes. Prafful Sarda, a Pune-based social worker, questioned the rationale for outsourcing the task. Even if Rs 10 per page were taken as a generous benchmark using advanced machines, Sarda asked, “what is the need to award the scanning contract at a massive cost to outsiders when the state government can itself do it at a much lower cost.” He also raised doubts about the composition of the consortium. “What is the expertise in IT-related work of Ashoka Buildcon Ltd., which is a road infra developer. Moreover, scanning is an easy process – a 100-page file can be scanned and uploaded in barely five minutes. Massive discounts are offered for bulk works. Are the IGR staffers so over-burdened that scanning work has to be outsourced at exorbitant public cost?” Sarda said. According to him, contractors would gain access to sensitive land and property records, as well as information on real-estate preferences and market trends, potentially giving them an early advantage in identifying future development opportunities. He compared the case to what he described as the IRCTC spending Rs 2,619 crores on website upkeep and maintenance over three years, along with Rs 1,950 crores in UPI fees, figures cited in an RTI reply and reported earlier by this newspaper. When contacted, a spokesperson for Ashoka Buildcon said the company was a minority partner in the RailTel-led consortium and that “hence, we are not allowed to speak in the matter.” The spokesperson also declined to comment on when the five-year contract would commence, noting only that the stipulated completion date is March 2032.

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