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By:

Rajendra Pandharpure

15 April 2025 at 2:25:54 pm

Policing a Restless City

The Pune police’s crackdown on nightlife and assemblies exposes the uneasy nexus between crime, politics and public security AI generated image Pune: Pune likes to think of itself as Maharashtra’s cultured capital, a city of students, software engineers and retirees. But in the past decade or so, that reputation has taken a beating with the city increasingly turning into a netherworld where criminal gangs operate with growing audacity and where citizens are no longer certain that the state...

Policing a Restless City

The Pune police’s crackdown on nightlife and assemblies exposes the uneasy nexus between crime, politics and public security AI generated image Pune: Pune likes to think of itself as Maharashtra’s cultured capital, a city of students, software engineers and retirees. But in the past decade or so, that reputation has taken a beating with the city increasingly turning into a netherworld where criminal gangs operate with growing audacity and where citizens are no longer certain that the state can guarantee their safety. Faced with mounting public anxiety over deteriorating law and order, the Pune Police have recently imposed two stringent restrictions. Night-time checkpoints now dot the city's roads after 10 p.m. while food stalls, carts and riverside eateries are being ordered to shut early. Simultaneously, authorities have enforced a 14-day prohibition on public assemblies, effective from May 26. The measures have triggered an intense political debate. Crime Wave The immediate backdrop is an unmistakable rise in criminal activity. Across several neighbourhoods, local strongmen known as ‘Bhais’ and ‘Dadas’ continue to wield influence. Their reach extends beyond mere street-level intimidation. Many residents believe these figures enjoy varying degrees of patronage from political parties, creating a perception that law enforcement is either reluctant or unable to act decisively against them. Such perceptions erode public confidence in the police and strengthen the atmosphere of fear. Particularly troubling has been the escalation of gang rivalries. Violent confrontations involving koytas have become alarmingly common. What was once an occasional occurrence has evolved into a recurring feature of the city’s urban life. Attacks now take place in crowded public spaces and during daylight hours, signalling a brazen disregard for authority. The phenomenon has spread to Kothrud, regarded as one of Pune’s quieter and more settled suburbs. The area has found itself drawn into the orbit of gang violence, most notably through the turbulent history of the Andekar gang. The murder of Vanraj Andekar, a former corporator associated with the Nationalist Congress Party, marked a dramatic turning point. Investigators subsequently found that members of his own extended family were allegedly involved in the crime. Retaliatory killings followed as violence spilled onto major roads and public gatherings, while one accused gangster reportedly fled abroad. The rise of the so-called ‘Koyta Gang’ has become emblematic of this trend. To outsiders, the preference for machetes over firearms may appear puzzling. Yet law-enforcement officials argue that such weapons are often used to ensure a killing is completed. Their symbolism is equally important: the koyta serves not merely as a weapon but as an instrument of intimidation, projecting fear in neighbourhoods where gangs seek to establish dominance. Public Nuisance At the same time, the city’s authorities are grappling with a different, though related, challenge. Pune’s burgeoning night-time food culture has transformed several streets and riverside stretches into lively social spaces. But these gathering spots have also generated complaints about drunkenness, disorderly conduct and public nuisance. Residents have increasingly demanded intervention. The police response therefore reflects not only concerns about crime but also an attempt to restore civic order. Whether these measures prove effective remains uncertain. Restricting late-night activity may reduce opportunities for disorder, but it also affects legitimate businesses and social life.

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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