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By:

Akhilesh Sinha

25 June 2025 at 2:53:54 pm

Congress tries a ‘third’ hand

New Delhi: The BJP latest manoeuvre in elevating Nitin Nabin as the party’s national working president has had consequences in Maharashtra’s two biggest cities - Mumbai and Pune. The result has left the Congress party in a curiously ambivalent mood: quietly pleased by the opportunities created, yet wary of the turbulence ahead. In Maharashtra, the immediate beneficiary of the BJP’s move is Eknath Shinde’s Shiv Sena. The BJP’s organisational signal has strengthened its hand in the forthcoming...

Congress tries a ‘third’ hand

New Delhi: The BJP latest manoeuvre in elevating Nitin Nabin as the party’s national working president has had consequences in Maharashtra’s two biggest cities - Mumbai and Pune. The result has left the Congress party in a curiously ambivalent mood: quietly pleased by the opportunities created, yet wary of the turbulence ahead. In Maharashtra, the immediate beneficiary of the BJP’s move is Eknath Shinde’s Shiv Sena. The BJP’s organisational signal has strengthened its hand in the forthcoming elections to the BMC, Asia’s richest civic body, and in Pune, the state’s second city. For Shinde, whose legitimacy still rests on a contentious split with the party founded by Bal Thackeray, any reinforcement from the BJP’s formidable machine is welcome. For Uddhav Thackeray, who leads the rival Shiv Sena (UBT), the message is ominous. His party, once the natural custodian of Marathi pride in Mumbai, now faces the prospect of being squeezed between a BJP-backed Sena on one side and a revived Maharashtra Navnirman Sena (MNS) led by his cousin, Raj Thackeray, on the other. Shotgun Alliance That pressure has forced Thackeray into an awkward embrace with his estranged cousin. A reunion of the Thackeray clans, long rumoured and often aborted, has unsettled Thackeray’s MVA ally - the Congress. Signals from the party’s high command suggest a calculated distancing from Shiv Sena (UBT), particularly in Mumbai, where Congress leaders are exploring arrangements with smaller parties rather than committing to a Thackeray-led front. In Pune, the party’s pragmatism is even more pronounced. Quiet efforts are under way to entice Ajit Pawar’s NCP, currently aligned with the BJP, into a tactical understanding for the civic polls. Control of the municipal corporation, even without ideological harmony, is the immediate prize. For the embattled Congress, the civic polls offer a chance to do two things at once. First, by keeping a degree of separation from the Uddhav–Raj combine, it can strengthen its own organisational sinews, which have atrophied after years of playing junior partner. Secondly, it can allow the BJP–Shinde Sena and the Thackeray cousins to polarise the Marathi vote between them, leaving Congress to position itself as a ‘third pole.’ Such a strategy is particularly tempting in Mumbai. A tie-up with outfits like Prakash Ambedkar’s Vanchit Bahujan Aghadi (VBA) could help Congress consolidate minority, Dalit and tribal voters, constituencies it believes are more reliably mobilised without the ideological baggage of Thackeray’s Sena (UBT). Severing or loosening ties with Shiv Sena (UBT) would also simplify Congress’s messaging ahead of assembly elections elsewhere. In states such as West Bengal and Tamil Nadu, where polls loom next year, the party has historically preferred alliances that allow it to emphasise secular credentials and oppose the BJP without accommodating overtly Hindu nationalist partners. Mixed Signals The Congress’ internal signals, however, are mixed. When talk of a Thackeray reunion resurfaced, Maharashtra Congress leader Vijay Wadettiwar publicly welcomed it, arguing that Raj Thackeray’s limited but distinct vote share could help consolidate Marathi sentiment. Mumbai Congress chief Varsha Gaikwad was more circumspect, hinting that alliances with parties prone to street-level militancy deserved scrutiny. Wadettiwar swiftly clarified that decisions would rest with the party’s senior leadership, underscoring the centralised nature of Congress’s calculus. In Pune, meanwhile, senior leaders are reportedly engaged in discreet conversations with Ajit Pawar, whose defection from his uncle Sharad Pawar’s NCP last year still reverberates through state politics. The outline of a broader strategy is becoming visible. Congress appears content to let the BJP and Shinde’s Sena draw on non-Marathi and anti-dynasty voters, the Thackerays appeal to wounded Marathi pride while it quietly rebuilds among minorities and lower-caste groups. Mumbai Approach Mumbai’s demography lends some plausibility to this approach. Alongside its Marathi core, the city hosts millions of migrants from Uttar Pradesh, Bihar and Jharkhand, a constituency that has increasingly gravitated towards the BJP. Raj Thackeray’s strident rhetoric against North Indians, once electorally potent, now risks narrowing his appeal and complicating Uddhav Thackeray’s efforts to broaden his base. None of this guarantees success for Congress. Playing the ‘third pole’ is a delicate art. Yet, the Congress, struggling for survival, has few illusions about sweeping victories. Its aim, for now, is more modest – it is to survive, to remain relevant, and to exploit the cracks opened by its rivals’ rivalries. In Maharashtra’s civic chessboard, that may be advantage enough.

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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