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By:

Jitendra Zavar

5 April 2026 at 4:30:23 pm

From barren land to lush green Devrai

The inspiring journey of Nashik’s ‘Tree Man’ Shekhar Gaikwad Nashik: If a person sets their mind to it, they can make the impossible possible. A prime example of this is the 'Mountain Man' of Bihar, Dashrath Manjhi, who carved a road through a mountain using only a hammer and chisel. His life story was even adapted into a highly successful film. Such passionate personalities are found in many places, and Shekhar Gaikwad of Nashik is one of them. He has taken up the mission of making the city...

From barren land to lush green Devrai

The inspiring journey of Nashik’s ‘Tree Man’ Shekhar Gaikwad Nashik: If a person sets their mind to it, they can make the impossible possible. A prime example of this is the 'Mountain Man' of Bihar, Dashrath Manjhi, who carved a road through a mountain using only a hammer and chisel. His life story was even adapted into a highly successful film. Such passionate personalities are found in many places, and Shekhar Gaikwad of Nashik is one of them. He has taken up the mission of making the city green. Regardless of whether he receives help or not, he has continued his work. Dedicated to tree conservation for the past three decades, this enthusiast is known today as the 'Tree Man' of Nashik. He has planted more than 1.5 lakh trees. A mechanical engineer by profession, Shekhar Gaikwad always had a passion for the environment. This led him to start his afforestation work in 1998. He conducted an in-depth study of native species that are beneficial to the environment and launched plantation drives in various parts of Nashik. The most significant milestone in this journey is the 'Fashicha Dongar' (Hangman's Hill) area near Satpur. This historical hill, where freedom fighters were hanged during the British era, lay barren. It was covered with 'Gliricidia' trees, which degrade the soil quality. Taking it as a challenge, Shekhar Gaikwad sought permission from the Forest Department to transform this hill. On June 5, 2015, the site was named 'Devrai' (Sacred Grove). Since then, the hill began to turn lush green. Today, more than 35,000 trees of native species are thriving across this 100-acre expanse. This area is no longer just a forest but has become a 'Biodiversity Park' rich in life, providing a natural habitat for many birds and wildlife. The hill has now become a center for nature tourism. Gaikwad's devotion to nature is astounding. While managing his business, he spends every Saturday and Sunday in this Devrai without fail. He prioritises manual labour (Shramdaan) over family functions or weddings. Consequently, his friends and relatives now plan their events on days other than Saturday or Sunday. Initially, he had about 15 volunteers, but that number gradually decreased. Now, he carries out this work himself along with two security guards. Due to the dense forest, the presence of leopards has increased, and he often encounters snakes while working, yet his mission continues unabated. Without Aid Shekhar Gaikwad implements all his environmental projects solely through community participation, without any government or political assistance. The monthly expenditure, including the salaries of two security guards and other costs, amounts to approximately Rs 90,000. He manages this expense through his own funds and with the help of nature-loving citizens. Gaikwad does not stop at tree conservation; he loves animals and birds equally. He treats injured birds at his own expense. Today, due to the "concrete jungle," sparrows are on the verge of extinction. Therefore, he is also running a campaign to save sparrows. To provide them a space in homes, he creates sparrow nests and sells them on a 'no profit, no loss' basis. Gaikwad has also started a unique experiment of a 'Nature Library' within the Devrai forest. The library houses numerous books providing information on trees, grass, bamboo, shrubs, vines, birds, animals, snakes, butterflies, and bees.

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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