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By:

Abhijit Mulye

21 August 2024 at 11:29:11 am

Maratha quota stir poised for revival

Manoj Jarange issues August ultimatum as CM cites record certificate distribution Mumbai: Maharashtra is bracing for renewed political turbulence as the Maratha quota agitation threatens to engulf the state once again. Prominent activist Manoj Jarange Patil has sounded a clarion call for a final, decisive protest beginning August 29, marking the third anniversary of the community’s relentless struggle. In stark contrast, Chief Minister Devendra Fadnavis has stepped in to defuse the escalating...

Maratha quota stir poised for revival

Manoj Jarange issues August ultimatum as CM cites record certificate distribution Mumbai: Maharashtra is bracing for renewed political turbulence as the Maratha quota agitation threatens to engulf the state once again. Prominent activist Manoj Jarange Patil has sounded a clarion call for a final, decisive protest beginning August 29, marking the third anniversary of the community’s relentless struggle. In stark contrast, Chief Minister Devendra Fadnavis has stepped in to defuse the escalating tensions, asserting that the government remains highly responsive to the community’s demands and that the pendency of caste certificates is virtually negligible. Addressing a massive press conference at Antarwali Sarati in the Jalna district of Marathwada, Jarange Patil expressed deep frustration with the state administration. He accused the government of deliberately deceiving the Maratha community and employing delaying tactics. According to the activist, the state has discovered approximately 58 lakh Kunbi caste records, yet the administration continues to withhold vital Kunbi certificates from eligible Maratha community members. Issuing a stern ultimatum, he demanded that caste certificates based on the Hyderabad gazette be issued to all rightful beneficiaries by August 28. Failing this, he warned, a massive mobilization will commence from every village across the state starting August 19. He passionately stated that the community has been sacrificing its blood for the youth for three years and will not back down until the issue reaches a logical conclusion. Robust Defence Countering these allegations, CM Fadnavis presented a robust defence of the Mahayuti government’s track record while speaking to the media in Nagpur. He emphasised that caste certificates are processed and issued promptly upon request. He firmly stated that everyone who has applied for a caste certificate has received it, adding that the number of pending cases is exceedingly low. Fadnavis dismissed the notion that certificates are being arbitrarily denied, reinforcing that the current administration has made and executed more pro-Maratha decisions than any previous government. He maintained a conciliatory tone, noting that the administration remains open to dialogue and is willing to find constructive solutions if any genuine grievances persist. Progress Report The state government’s claims are corroborated by the latest progress report from the Justice Sandeep Shinde committee, which was established to oversee the distribution of Maratha-Kunbi, Kunbi-Maratha, and Kunbi certificates. As of July 27, 2026, the data from the Divisional Commissionerate in Chhatrapati Sambhajinagar paints a picture of swift administrative action in Marathwada. Out of a total of 311,609 applications received, a staggering 311,033 applicants have been successfully issued Kunbi certificates. Only 515 applications faced rejection, while a mere 61 remain pending across the division. Furthermore, officials noted that 72,012 certificates have been distributed in the region from September 2025 to the present date. A district-wise analysis of the Marathwada region highlights this extensive distribution network. In Beed district, the administration achieved a near-perfect clearance rate, distributing 206,789 certificates against 206,799 applications, with zero pending files currently. Chhatrapati Sambhajinagar saw 25,211 certificates issued from 25,295 applications, leaving only 15 pending. Similarly, Jalna district processed 18,128 applications to distribute 18,053 certificates, with just 13 awaiting approval. Parbhani and Hingoli districts reported the distribution of 20,832 and 13,286 certificates, respectively, with negligible pendency. Nanded district cleared all its 4,841 applications with no backlog, while Latur and Dharashiv districts successfully distributed 2,751 and 19,281 certificates, respectively. Demands’ Charter Despite these administrative milestones, Jarange Patil has expanded his charter of demands, intensifying his critique of the state’s welfare mechanisms. He has now called for the creation of a dedicated Maratha welfare department, questioning why the Maratha community cannot have a separate ministry similar to the one existing for OBCs. He alleged that nine ministers in the current coalition are actively opposing this proposal, threatening to expose their names during the mega rally on August 29. Furthermore, he lashed out at the government over the systemic failure in implementing existing welfare schemes. He claimed that despite official resolutions granting Maratha students parity with OBC students, educational institutions are not enforcing these benefits at the school and college levels. He also accused the state of shutting down initiatives under the Sarathi institute and noted that flawed loan processes under the Annasaheb Patil Corporation are turning into bad debts, effectively ruining the CIBIL scores of young entrepreneurs. Capping off his grievances, Jarange Patil alleged a discriminatory bias in government recruitment, questioning the state administration over what he termed an “apartheid” against Maratha candidates.

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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