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Correspondent

23 August 2024 at 4:29:04 pm

Nordic Narcissism

There is something uniquely comical about a tiny, insulated European Scandinavian country like Norway lecturing a rich civilisation like India on morality. The latest specimen comes from Helle Lyng, a purported journalist from an obscure Oslo-based daily Dagsavisen, who interrupted a tightly choreographed bilateral media interaction during Narendra Modi’s visit to Norway to shout about India’s allegedly dismal human rights record and low press freedom index. It was crude theatre masquerading...

Nordic Narcissism

There is something uniquely comical about a tiny, insulated European Scandinavian country like Norway lecturing a rich civilisation like India on morality. The latest specimen comes from Helle Lyng, a purported journalist from an obscure Oslo-based daily Dagsavisen, who interrupted a tightly choreographed bilateral media interaction during Narendra Modi’s visit to Norway to shout about India’s allegedly dismal human rights record and low press freedom index. It was crude theatre masquerading as journalism. The Indian and Norwegian Prime Ministers were not scheduled to take questions to begin with. Yet Lyng behaved less like a reporter seeking answers than an activist seeking virality. Within hours, India’s Opposition ecosystem and professional Modi-baiters within Indian media elevated Lyng into a democratic Joan of Arc. Her social-media footprint, dormant for months, burst into life. Whether coordinated or merely opportunistic, the spectacle had all the subtlety of a pre-packaged outrage campaign. Then, Aftenposten, Norway’s largest broadsheet, went one better with a crude illustration straight from the attic of colonial caricature when it rendered Modi as a snake charmer beneath the sneering caption, “A sneaky and slightly annoying man.” This is no satire but a stale racial cliché embalmed in Scandinavian self-righteousness. The affair revealed not just the shallowness of a section of Norwegian journalism, but also the extraordinary moral vanity of modern northern Europe. Norway is a country of 5.6 million people whose most enduring contribution to the political lexicon remains the surname of Vidkun Quisling, the traitor whose collaboration with Adolf Hitler during the Nazi occupation of Norway was so notorious that “quisling” entered the English language as shorthand for traitor and collaborator. Yet, contemporary Norway today floats about the world dispensing ethical report cards to postcolonial democracies infinitely more diverse and politically complicated than anything it has ever governed. Norway’s moral vanity would be easier to tolerate if its own recent history were not stained by horrors of its own. In 2011, right-wing racist Anders Behring Breivik murdered 77 people in one of Europe’s worst modern massacres. Norway, like every Western society, has grappled with extremism, racism and democratic tensions. Yet somehow these complexities never seem to invalidate its standing in the fashionable “freedom indices” endlessly weaponised against countries such as India. India, a deafeningly argumentative democracy of 1.4 billion people with thousands of newspapers, television channels and digital platforms attacking the government daily, is routinely portrayed as ‘authoritarian’ by opaque Western metrics. But countries inflicting chronic violence against journalists somehow fare better. This bizarre methodology reflects a closed loop of Western NGOs, advocacy networks and self-certifying liberal institutions validating one another’s prejudices. The real story was not Norway’s predictable condescension, but the speed with which sections of India’s own elite genuflected before it. The Scandinavian sneer found eager amplification from India’s own salon of professional Modi-baiters, whose instinctive reflex is to applaud any foreign sneer at India so long as it embarrasses the man they loathe.

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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