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By:

Abhijit Mulye

21 August 2024 at 11:29:11 am

‘Bharat Ratna to Savarkar will increase its prestige’

Mumbai: Rashtriya Swayamsevak Sangh (RSS) Sarsanghachalak Dr. Mohan Bhagwat on Sunday threw his full weight behind the long-standing demand to confer the Bharat Ratna on Swatantryaveer Vinayak Damodar Savarkar, asserting that the Hindutva ideologue’s inclusion would enhance the dignity of the country’s highest civilian honour. Bhagwat, who explained the genesis and growth of the RSS over past 100 years in two lectures at the Nehru Centre here on Saturday and Sunday, replied to several...

‘Bharat Ratna to Savarkar will increase its prestige’

Mumbai: Rashtriya Swayamsevak Sangh (RSS) Sarsanghachalak Dr. Mohan Bhagwat on Sunday threw his full weight behind the long-standing demand to confer the Bharat Ratna on Swatantryaveer Vinayak Damodar Savarkar, asserting that the Hindutva ideologue’s inclusion would enhance the dignity of the country’s highest civilian honour. Bhagwat, who explained the genesis and growth of the RSS over past 100 years in two lectures at the Nehru Centre here on Saturday and Sunday, replied to several questions. While replying to one of the questions, he remarked, “If Swatantraveer Savarkar is given the Bharat Ratna, the prestige of the Bharat Ratna itself will increase.” He was asked, why there has been a delay in conferring the Bharat Ratna on Savarkar, in reply to which, Bhagwat said, “I am not part of that committee. But if I meet someone, I will ask. Even without that honour, he rules the hearts of millions of people.” he added. Social Divisions Bhagwat replied to questions that were clubbed in 14 different groups ranging from national security to environment, social harmony, youth, arts and sports. Whenever the questions suggested or expressed expectations that the RSS should do certain things, Bhagwat stressed on the involvement of the society and initiative from the society in resolving the problems. While addressing the critical issue of Uniform Civil Code, Bhagwat stated that the UCC should be framed by taking everyone into confidence and must not lead to social divisions. In the same way while replying to the question related to illegal migrants in the country, Bhagwat urged people to “detect and report” the “illegal infiltrators” to the police. He also urged people not to give them any employment and to be more “vigilant.” Backing SIR He highlighted that the Special Intensive Revision (SIR) exercise has already revealed the “foreigners” living in the country. “The government has a lot to do regarding infiltration. They have to detect and deport. This wasn’t happening until now, but it has started little by little, and it will gradually increase. When the census or the SIR is conducted, many people come to light who are not citizens of this country; they are automatically excluded from the process,” he said. “But we can do one thing: we can work on detection. Their language gives them away. We should detect them and report them to the appropriate authorities. We should inform the police that we suspect these people are foreigners, and they should investigate and keep an eye on them, and we will also keep an eye on them. We will not give employment to any foreigner. If someone is from our country, we will give them employment, but not to foreigners. You should be a little more vigilant and aware,” he added. SC Chief Emphasising the inclusivity of the Sangh, he said that anyone can become ‘Sarsanghchalak’ (RSS chief), including the SC and STs, as the decision is solely dependent on the work that any individual put for the organisation. “Kshatriya, Vaishya, Shudra or Brahmin does not qualify for the Sarsanghchalak position (RSS Chief), a Hindu will become the one who works and is best available. A Hindu will become, and that can also be an SC or ST. Anyone can become it depends on the work. Today, if you see, all classes have representation in the Sangh. The decision is taken on the basis of one who works and is best available,” he said. He pointed out that when the RSS was founded, its work began in a Brahmin-dominated community and hence, most of its founders were Brahmins, which led to the organisation being labelled as a Brahmin outfit at the time. People always look for an organisation that has representatives from their community, he said. “If I were to choose a chief, I would go by the ‘best available candidate’ criterion. When I was appointed RSS chief, there were many best candidates, but they were not available. I was the one who could be relieved from duties and appointed,” he said. He said that to belong to the Scheduled Caste or Scheduled Tribe communities is not a disqualification, and neither is being a Brahmin a qualification to become the RSS chief. Ready to step down if Sangh asks for Dr. Mohan Bhagwat on Sunday said the Sangh had asked him to continue working despite his age, while stressing that he would step down from the post whenever the organisation directs him to do so. “There is no election to the post of RSS chief. Regional and divisional heads appoint the chief. Generally, it is said that after turning 75, one should work without holding any post,” Bhagwat said. “I have completed 75 years and informed the RSS, but the organisation asked me to continue working. Whenever the RSS asks me to step down, I will do so, but retirement from work will never happen,” he said.

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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