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By:

Akhilesh Sinha

25 June 2025 at 2:53:54 pm

From legacy to leadership

Samrat Choudhary's ascent reflects legacy, caste dynamics, and political shifts Patna:  The rise of Samrat Choudhary in Bihar's political landscape is not merely the story of an individual's success, but a reflection of a long political tradition, evolving social equations, and shifting power dynamics over time. Following his election as the leader of the Bharatiya Janata Party's legislative wing, his elevation to the chief minister's office appears almost certain, which is marking a decisive...

From legacy to leadership

Samrat Choudhary's ascent reflects legacy, caste dynamics, and political shifts Patna:  The rise of Samrat Choudhary in Bihar's political landscape is not merely the story of an individual's success, but a reflection of a long political tradition, evolving social equations, and shifting power dynamics over time. Following his election as the leader of the Bharatiya Janata Party's legislative wing, his elevation to the chief minister's office appears almost certain, which is marking a decisive milestone in a political journey spanning more than three and half decades. Over the years, his political journey traversed multiple parties, including the Congress, Samata Party, Rashtriya Janata Dal, Janata Dal (United), and Hindustani Awam Morcha. His name did surface in a high-profile criminal case in 1995, though he was later acquitted due to lack of evidence. Samrat Choudhary's mother Parvati Devi was also politically active and was elected as an MLA from Tarapur in a 1998 by-election. Among his siblings, Rohit Choudhary is associated with the JD(U) and is active in the education sector, while Dharmendra Choudhary is engaged in social work. His wife, Mamta Kumari, has also been actively involved during election campaigns. The family includes a son Pranay and a daughter Charu Priya. Choudhary entered active politics in 1990, beginning his career with the RJD. In 1999, he became Agriculture Minister in the Rabri Devi government, though his appointment was mired in controversy over his age, eventually forcing him to step down. He later parted ways with the RJD, moved to the JD(U), and ultimately joined the BJP. Since 2018, his stature within the BJP has steadily grown, culminating in his appointment as the party's Bihar state president in 2022. Controversy Man With the beginning of his new innings in the BJP, Choudhary once again found himself in the spotlight, this time over questions surrounding his educational qualifications. Allegations regarding the validity of the degree mentioned in his election affidavit became part of political discourse. The opposition, particularly Prashant Kishor, raised the issue forcefully during the elections. However, the controversy failed to gain substantive traction and remained confined to political rhetoric, with no significant impact on electoral outcomes. Hailing from the Tarapur region of Munger district, Choudhary's identity is deeply rooted in this region. Historically influential, the region has provided a strong social and political base for both him and his family. Belonging to the Kushwaha (Koeri) community, he represents a crucial social base in Bihar's caste equations. This makes his role significant in the 'Lav-Kush' (Kurmi-Koeri) political dynamic that has shaped the state's politics for decades. Sharp Turns Choudhary's political journey has been marked by sharp turns and contradictions. At one stage, he was among the fiercest critics of Nitish Kumar, even declaring that he would not remove his traditional 'Muraitha' (a kind of turban) until Kumar was unseated from power. Yet, as political equations shifted, Choudhary not only consolidated his position within the BJP but also emerged as a key figure in power-sharing arrangements with Nitish Kumar. After 2020, when Sushil Kumar Modi was moved to national politics, new opportunities opened up for Choudhary. He became a member of the Legislative Council, later served as Leader of the Opposition, and eventually rose to become state president. His political stature further expanded when, following Nitish Kumar's return to the NDA, Choudhary was entrusted with the dual roles of Deputy Chief Minister and Home Minister, which is an unprecedented move in Bihar's political framework. Despite his rise, controversies have not been entirely absent from his career. Questions regarding his age and educational qualifications surfaced intermittently, though their long-term political impact remained limited. Today, Samrat Choudhary stands at the center of Bihar's political stage. His ascent is not merely the result of personal ambition but the outcome of a deep political legacy, an understanding of social dynamics, and strong organisational acumen. The real test now lies in how he transforms this legacy into effective governance and development. Strengthening law and order and meeting public expectations will be crucial. The people of Bihar are watching closely, and only time will determine how successfully he rises to the occasion.

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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