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By:

Shoumojit Banerjee

27 August 2024 at 9:57:52 am

Sands of Empire: Revisiting Khartoum

If you thought Lawrence of Arabia (1962) was the only great desert classic, think again. Overshadowed for decades by David Lean’s masterpiece, Khartoum (1966) remains one of the great neglected historical epics. Directed by Basil Dearden and anchored by commanding performances from Charlton Heston and Laurence Olivier, it deserves a place alongside the decade’s finest large-scale historical dramas. While it falls short of the towering achievement of Lawrence of Arabia, it remains a worthy...

Sands of Empire: Revisiting Khartoum

If you thought Lawrence of Arabia (1962) was the only great desert classic, think again. Overshadowed for decades by David Lean’s masterpiece, Khartoum (1966) remains one of the great neglected historical epics. Directed by Basil Dearden and anchored by commanding performances from Charlton Heston and Laurence Olivier, it deserves a place alongside the decade’s finest large-scale historical dramas. While it falls short of the towering achievement of Lawrence of Arabia, it remains a worthy epic unjustly overshadowed by Lean’s film. More importantly, it belongs to a now-vanished tradition of historical filmmaking that believed audiences could appreciate history, ideas and spectacle in equal measure. Set in 19th century Sudan and Egypt, Khartoum sees the flamboyant General Charles ‘Chinese’ Gordon, played with tremendous conviction by Heston, square off against Muhammad Ahmad, the self-proclaimed ‘Mahdi’ or the ‘Expected One,’ portrayed by Olivier. Amid tangled imperial geopolitics, the British government dispatches Gen. Gordon to oversee the evacuation of Sudan, where the Mahdi has ignited a rebellion against Egyptian and British authority. The Mahdi was a nineteenth-century Osama bin Laden-like prototype – a ruthlessly charismatic religious figure capable of rallying thousands through a potent mix of faith, prophecy and political revolt. The duel between Gordon and the Mahdi is alone worth the price of admission. Heston, relishing the opportunity to play something far more nuanced than his usual larger-than-life heroes, delivers what may well be the finest performance of his career. Sporting a British accent, Heston’s Gordon is a vain man (with a monumental ego) driven equally by courage and conviction. Heston creates a character far more interesting than his celebrated household roles of Judah Ben-Hur or Moses. Indeed, Heston personally regarded Khartoum as one of his favourite films as the role allowed him to move beyond heroic certainty and explore the contradictions of a deeply complex historical figure. Olivier’s performance has long attracted controversy because of his use of blackface. Yet as an acting performance, it remains extraordinarily compelling. His Mahdi is intelligent and magnetic; a man whose seething fanaticism and certainty of purpose makes him a lethal opponent. The conflict between Gordon and the Mahdi is not simply military but philosophical. Each sees himself as the instrument of a higher cause and recognises something admirable in the other. Their exchanges possess an intellectual weight seldom encountered in contemporary blockbusters. That quality owes much to the literate screenplay by playwright Robert Ardrey who has his characters debate faith, empire and political expediency in scintillating dialogues. The supporting cast is equally distinguished. Sir Ralph Richardson is magnificent as the British Prime Minister, William Ewart Gladstone who embodies British pragmatism and Machiavellian statecraft in equal measure. He admires Gordon while recognising that empires cannot be run according to the impulses of heroic individuals. Richardson captures the tension between moral rhetoric and political calculation with a finesse that only a legend of his stature could. One should perhaps be thankful that such a film got made at all. Never mind today’s audiences, the tangled skein of late 19th century British imperial politics was hardly an easy sell for audiences in the 1960s as well. Americans, in particular, would likely have had little clue about Sudan, Khartoum, Gordon or the Mahdist revolt. Yet Khartoum succeeds brilliantly in bringing this forgotten era to life. The political intrigues of Whitehall and the desperate military situation on the Nile acquire genuine dramatic force. It belongs to a period when filmmakers trusted audiences to listen and follow ideas rather than watch mindless action. The 1960s were the golden age of the literate historical epic. Films such as Spartacus, El Cid, The Fall of the Roman Empire and The Charge of the Light Brigade combined spectacle with serious engagement with history. Khartoum stands proudly within that tradition. Gordon and the Mahdi have long gone. The British Empire has vanished. But Sudan remains trapped in seemingly perpetual cycles of conflict. Coups, civil wars, military strongmen, competing centres of authority and devastating violence have haunted the country for decades. The headlines change; the instability persists. That is what makes Khartoum feel unexpectedly contemporary. Beneath its grand costumes and imperial pageantry lies a story about a state struggling to define itself, about rival claims to legitimacy, and about the dangerous collision between political power and religious conviction. 60 years after its release, Khartoum remains not merely a superb film but a haunting reminder that history, especially in Sudan, has a habit of repeating itself.

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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