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By:

Anil D. Salve

21 March 2026 at 2:41:09 pm

Why Generation Z Refuses TO Be Silenced

We often complain that today's youth are difficult to understand. Perhaps the real problem, however, is not Generation Z-it is our inability to communicate with them. Instead of learning how they think, speak, and engage with the world, we often expect them to fit into frameworks created by previous generations. Generation Z is among the most informed, courageous, and globally connected generations in history. Born into the age of the internet and social media, they have grown up with...

Why Generation Z Refuses TO Be Silenced

We often complain that today's youth are difficult to understand. Perhaps the real problem, however, is not Generation Z-it is our inability to communicate with them. Instead of learning how they think, speak, and engage with the world, we often expect them to fit into frameworks created by previous generations. Generation Z is among the most informed, courageous, and globally connected generations in history. Born into the age of the internet and social media, they have grown up with instant access to information and diverse perspectives. They are aware not only of events in India but also of developments across the world-from Iran and the United States to Nigeria, Europe, and beyond. This global exposure has shaped a generation that is confident, informed, and willing to express its opinions. Yet they are frequently judged by outdated standards. Rather than trying to understand their aspirations, their language, and their methods of communication, many continue to measure them by the expectations of an earlier era. This is where the disconnect begins. Generation Z has developed a new language of civic and political expression-one that traditional institutions have often struggled to understand. To engage meaningfully with this generation, we must first learn this new language instead of dismissing it. Recent events have demonstrated how a seemingly simple demand can evolve into a broader movement centred on justice, accountability, freedom, and democratic values. When young people feel unheard or misunderstood, their concerns naturally expand into deeper questions about governance and the systems that shape their lives. This is no longer a phenomenon confined to one city or one state. Across Maharashtra and throughout India, young people are actively participating in conversations about democracy, public policy, and social change. Many who once remained indifferent to politics now believe that governance directly affects their education, employment, rights, and future. One of the greatest mistakes society can make is to underestimate this generation. They are digitally connected, socially aware, and capable of mobilising support within hours. Their movements are often driven not by political parties but by shared experiences, collective concerns, and a strong sense of justice. Unlike previous generations, Generation Z communicates through humour, satire, memes, and social media. These are not merely forms of entertainment; they have become powerful tools for political expression, civic engagement, and questioning authority. History has repeatedly shown that confident leadership welcomes criticism, while insecurity often responds with fear. Perhaps the most striking characteristic of this generation is its refusal to be governed by fear. Earlier generations often remained silent because they feared losing their jobs, facing social consequences, or inviting trouble. Increasingly, Generation Z believes that silence is no longer an acceptable response to injustice. This generation has found its voice, forged its identity, and developed the confidence to participate in public life. It understands that individual well-being cannot be separated from the well-being of society. If injustice is ignored today because it affects someone else, it may eventually affect everyone. India has witnessed numerous social movements throughout its history. What distinguishes many contemporary youth movements is that they are largely youth-led, digitally organised, and focused not only on immediate grievances but also on broader structural reforms rooted in fairness, transparency, accountability, and equal opportunity. Digital platforms have played a transformative role in this process. For Generation Z, social media is far more than a communication tool-it is a platform for building communities, organising campaigns, sharing information, and amplifying voices. Young people no longer feel isolated because they know that thousands of others stand with them, regardless of geographical distance. Equally inspiring is the compassion demonstrated by many young participants in public movements. Reports of volunteers organising food, supporting fellow participants, and even extending assistance to police personnel highlight that these movements are driven not only by resistance but also by empathy, solidarity, and a sense of shared responsibility. Their methods may be modern, but their values remain timeless. The future of India increasingly rests in the hands of a generation that is globally connected, socially conscious, technologically empowered, and unafraid to question injustice. Whether one agrees with every demand they raise or not, one reality is impossible to ignore: Generation Z has found its voice. Instead of attempting to silence, stereotype, or dismiss them, society must choose to listen, engage, and learn. Every generation reshapes the future in its own way. This generation has chosen courage over fear, participation over silence, and hope over indifference. (The writer is the Principal of Podar International School, Ausa, Latur. Views personal.)

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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