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23 August 2024 at 9:59:04 pm

Hidden Questions

For six years, the Disha Salian case has remained trapped in a fog of unanswered questions, disputed narratives and institutional inaction. It appears that the fog is now finally beginning to lift. The CBI’s recent FIR has brought into the investigation a startling array of names including Shiv Sena (UBT) leader and MLA Aaditya Thackeray, his father, Sena (UBT) chief and former Chief Minister Uddhav Thackeray, Dino Morea, Sooraj Pancholi, Rhea Chakraborty, Sachin Vaze, Param Bir Singh, and...

Hidden Questions

For six years, the Disha Salian case has remained trapped in a fog of unanswered questions, disputed narratives and institutional inaction. It appears that the fog is now finally beginning to lift. The CBI’s recent FIR has brought into the investigation a startling array of names including Shiv Sena (UBT) leader and MLA Aaditya Thackeray, his father, Sena (UBT) chief and former Chief Minister Uddhav Thackeray, Dino Morea, Sooraj Pancholi, Rhea Chakraborty, Sachin Vaze, Param Bir Singh, and former home minister Anil Deshmukh. The allegations being investigated include conspiracy, destruction or suppression of evidence and an alleged attempt to establish a false narrative around Salian’s death. For Aaditya and the MVA, the instinctive political response will be to dub the CBI’s fresh probe as ‘vendetta’ and portray the investigation as an assault on the Thackeray family. But such a response would evade the much larger question of why this case was allowed to remain where it was for so long? At the very least, the filing of the FIR against the Thackerays’ and others lays bare the failure on part of the erstwhile MVA government headed by Uddhav Thackeray to properly investigate the case. This aspect cannot be wished away now by invoking political persecution as the Bombay High Court’s intervention has itself exposed the extraordinary manner in which the matter was handled. For years, Salian’s death remained an accidental-death case rather than being subjected to the kind of criminal investigation demanded by the allegations surrounding it. Her family has repeatedly sought a CBI probe only to be rebuffed by the previous Maharashtra government headed by Uddhav Thackeray. If the Thackeray-led MVA government had nothing to fear, why was a transparent investigation not pursued with greater urgency? If there was no attempt to protect anyone, why were questions about the circumstances of Salian’s death allowed to accumulate rather than being conclusively answered? And if there was no political sensitivity involved, why did the machinery of government appear so reluctant to let an independent agency examine the matter? The more aggressively the Opposition cries “vendetta,” the more obvious another question becomes: what exactly is it afraid the investigation might uncover? Aaditya Thackeray’s political inheritance cannot become an institutional exemption. Being Balasaheb Thackeray’s grandson may provide a formidable political surname; it cannot provide immunity from scrutiny. The CBI must be allowed to pursue every lead, examine every witness, reconstruct every missing link and establish the truth as to what happened to Disha Salian. If the allegations against anyone are false, the investigation should establish that too. But if wrongdoing has occurred, then those responsible must face the consequences. After six years, neither political power nor a famous surname can be allowed to stand between the investigation and the truth.

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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