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By:

Quaid Najmi

4 January 2025 at 3:26:24 pm

Tibetan refugees protest in Mumbai

Supporters from the Tibetan Youth Congress react during a protest at Azad Maidan in Mumbai on Monday against China's new ethnic unity law. Pic: Bhushan Koyande Mumbai: Over 250 Tibetan refugees, activists and members of the Friends of Tibet took out a rally and demonstrated near the Chinese Consulate in Mumbai as part of an international action to protest against China’s new Ethnic Unity and Progress Promotion Law (EUPPL). The Tibetans living in Mumbai were joined by other protestors from...

Tibetan refugees protest in Mumbai

Supporters from the Tibetan Youth Congress react during a protest at Azad Maidan in Mumbai on Monday against China's new ethnic unity law. Pic: Bhushan Koyande Mumbai: Over 250 Tibetan refugees, activists and members of the Friends of Tibet took out a rally and demonstrated near the Chinese Consulate in Mumbai as part of an international action to protest against China’s new Ethnic Unity and Progress Promotion Law (EUPPL). The Tibetans living in Mumbai were joined by other protestors from Bhandara (Maharashtra) and Mundgod (Karnataka) and a relay hunger strike was also taken up the Tibetan Youth Congress (TYC) in Dharamshala, Himachal Pradesh, said Coordinator, Tenzin Tsundue. The day started with a silent rally from Rajgriha, the home of the late Dr. B. R. Ambedkar to his memorial, Chaityabhoomi, both in Dadar. Another rally-cum-demonstration was carried out near Nariman Point where the Chinese Consulate is located and at the Azad Maidan, said Tsundue. “We carried out a peaceful protest at Nariman Point and wanted to go and submit a memorandum to the Chinese Consul-General. However, the police prevented us, detained a few Tibetans and sent them back to Azad Maidan,” Tsundue told ‘The Perfect Voice’, from the venue. He said that Tibetans and others like Uyghurs are strongly opposed to the new law which came into effect last week, despite criticism from the United Nations Organisation (UNO), Taiwan, TYC and human rights groups worldwide. Their prime concerns are that the (EUPPL) could place further restrictions on the minorities’ rights, deepen assimilation policies targeting the ethnic groups and dilute the protection to their respective languages, cultures and traditions. China’s Denial One provision is said to allow individuals to be held accountable for alleged violations of the Chinese laws even outside the country, raising apprehensions it could target the government’s critics or campaigners abroad. However, China has rubbished all allegations of rights abuses against the ethnic minority group, and reiterated that its policies aim to promote social stability, security and economic development for all. Unconvinced, Tibetans and Uyghurs have urged the international community to build pressure on China to strike down the EUPPL as “it aims to erase the minority communities”. The Mainland Affairs Council of Taiwan has argued that Taiwanese are already facing high risks travelling to China and now the country has “yet another law to fabricate charges”, and it could deploy it “to further suppress and prosecute human rights activists”. TYC slams China The TYC said that the international action today was dedicated to the memory of the supreme sacrifice of Lobga Rangzen who self-immolated himself outside the UN Headquarters in New York on July 2 to draw the world’s attention to the cause of Tibet. Rejecting the new law, the TYC said: “This legislation is not a law of unity but a political instrument to force assimilation of nations living under Chinese occupation, like Tibet, East Turkestan, Southern Mongolia, and Manchuria. Behind the language of ‘ethnic unity’ lies an agenda of Unilateral control by institutionalising policies aimed at assimilating Tibetans through political domination.” It accused China of attempts “to erase national identities by suppressing distinct languages, undermining religious institutions, rewriting history, destroying cultural heritage, separating children from their communities through state run colonial boarding schools, and replacing distinct identities with loyalty to the Chinese Communist Party”.

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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