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By:

Shoumojit Banerjee

27 August 2024 at 9:57:52 am

Classroom of Courage

In drought-scarred Maharashtra, a couple’s experiment in democratic schooling is turning child beggars into model citizens In the parched stretches of Maharashtra, from Solapur to the drought-hit villages of Marathwada, a modest social experiment has quietly unfolded for nearly two decades. It is neither a grand government scheme nor a corporate-backed charity. Since 2007, the Ajit Foundation, founded by Mahesh and Vinaya Nimbalkar, has worked with children living at the sharpest edges of...

Classroom of Courage

In drought-scarred Maharashtra, a couple’s experiment in democratic schooling is turning child beggars into model citizens In the parched stretches of Maharashtra, from Solapur to the drought-hit villages of Marathwada, a modest social experiment has quietly unfolded for nearly two decades. It is neither a grand government scheme nor a corporate-backed charity. Since 2007, the Ajit Foundation, founded by Mahesh and Vinaya Nimbalkar, has worked with children living at the sharpest edges of society in Maharashtra. The foundation has become a home for out-of-school children, those who have never enrolled, the children of migrant labourers and single parents, and those who scavenge at garbage dumps or drift between odd jobs. To call their foundation an “NGO” is to miss the point. Vinaya Nimbalkar describes it as a “democratic laboratory”, where education is not merely instruction but an initiation into citizenship. The couple were once government schoolteachers with the Solapur Zilla Parishad, leading stable lives. Yet what they witnessed unsettled them: children who had never held a pencil, begging at traffic signals or sorting refuse for a living. Prompted by this reality, the Nimbalkars resigned their jobs to work full-time for the education of such children. Leap of Faith They began modestly, teaching children in migrant settlements in Solapur and using their own salaries to pay small honorariums to activists. Funds soon ran dry, and volunteers drifted away. Forced out of their home because of their commitment to the cause, they started a one-room school where Vinaya, Mahesh, their infant son Srijan and forty children aged six to fourteen lived together as an unlikely family. The experiment later moved to Barshi in the Solapur district with support from Anandvan. Rural hardship, financial uncertainty and the pandemic repeatedly tested their resolve. At one stage, they assumed educational guardianship of nearly 200 children from families that survived by collecting scrap on the village outskirts. Eventually, the foundation relocated to Talegaon Dabhade near Pune, where it now runs a residential hostel. Twenty-five children currently live and study there. The numbers may seem modest, but the ambition is not. Democracy in Practice What distinguishes the Ajit Foundation is not only who it serves but also how it operates. Within its walls, democracy is practised through a Children’s Gram Panchayat and a miniature Municipal Council elected by the children themselves. Young candidates canvass, hold meetings and present their budgets. Children maintain accounts and share decisions about chores, activities and certain disciplinary matters. In a country where democratic culture is often reduced to voting, the foundation’s approach is quietly radical. It treats children from marginalised backgrounds as citizens in formation. The right to choose — whether to focus on sport, cooking, mathematics or cultural activities — is respected. “We try never to take away what is their own,” says Vinaya Nimbalkar. Rather than forcing every child into a uniform academic mould, individual abilities are encouraged. A boy skilled in daily calculations may not be pushed into hours of bookish study; a girl who excels in cooking may lead the kitchen team. For children who have known only precarity, standing for election, managing a budget or speaking at a meeting can be transformative. On International Women’s Day, the foundation seeks visibility not just for praise but for partnership. If you are inspired by their mission, consider supporting or collaborating—your involvement can help extend opportunities to more children in need.

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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