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By:

Quaid Najmi

4 January 2025 at 8:56:24 pm

Man gets death for minor’s rape, murder

Mumbai | Nashik: A Nashik Special Fast Track Court has awarded the death sentence to a 25-year old man who was convicted last week for luring a 4-year-old girl with a chocolate, kidnapping, raping and murdering her, here on Friday. Terming the case as the ‘rarest of rare’ crimes, the Special Judge K. D. Paldewar – who had found Vijay Sanjay Khairnar guilty of kidnap, sexual assault and murdering the child on Sep. 30 but reserved the verdict after the final arguments on Oct. 7 – pronounced the...

Man gets death for minor’s rape, murder

Mumbai | Nashik: A Nashik Special Fast Track Court has awarded the death sentence to a 25-year old man who was convicted last week for luring a 4-year-old girl with a chocolate, kidnapping, raping and murdering her, here on Friday. Terming the case as the ‘rarest of rare’ crimes, the Special Judge K. D. Paldewar – who had found Vijay Sanjay Khairnar guilty of kidnap, sexual assault and murdering the child on Sep. 30 but reserved the verdict after the final arguments on Oct. 7 – pronounced the capital punishment today. He also slapped a fine of Rs 10 lakhs as compensation to the victim’s family, hailing from Dongrale village before a packed courtroom where the villagers, the victim’s family and others were present. Emerging from the courtroom after the verdict, Special Public Prosecutor Ujjwal Nikam told the media that “the Court had considered the gravity of the crime and the circumstantial evidence establishing Khairnar’s involvement” while deciding the sentence. The Court did not take into account the convict’s poverty – he was a daily wager – or illiteracy as grounds for leniency, added the ace criminal lawyer. It was on Nov. 16, 2025 in Dongrale village of Malegaon taluka when Khairnar lured the little girl on the promise of giving her a chocolate and took her to a desolate spot to carry out his devious plans. Betraying the trust of the child who used to call him ‘dada’ (elder brother) due to their acquaintance, Khairnar sexually assaulted her, killed her and abandoned her before decamping from there. A few hours later, the child’s body was found dumped in a nullah and the police were summoned. As details of the gruesome crime tumbled out and spread, it ignited widespread public outrage all over the state. The police swung into action, formed several probe teams and managed to track down Khairnar from his hideout within a few hours. Considering the sensitivity of the crime, the strong emotions plus the mass furore it created, the state government assigned the case to a fast-track court, assigned Nikam as the SPP and the matter was heard speedily. The SPP aggressively led the prosecution, arguing in the court that in view of the gravity of the crime, the circumstances leading to it and other aspects, it warranted the severest punishment – death – for Khairnar, irrespective of his age or financial status. The Dongrale villagers stood in solidarity with the victim’s family and they raised a chorus for quick investigations, an expeditious trial and slapping the death penalty on the convict to serve as a strong deterrent to potential offenders. As per the Indian law, the trial court’s verdict will now go to the Bombay High Court for confirmation. Political leaders from different parties hailed the court verdict and said “justice has finally been done to the victim’s family”.

Indian Shipbuilding A Must Win Marathon

Writer: Capt. Naveen S Singhal
Capt. Naveen S Singhal
Dec 5, 2024
4 min read
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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