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By:

Quaid Najmi

4 January 2025 at 3:26:24 pm

Cricket’s Quiet Crusader

Former kca Selection Chief who helped nurture a generation of women cricketers when the sport struggled for recognition Niketha Ramankutty A prominent figure in Indian women’s cricket, Niketha Ramankutty — former Chairperson of the Kerala Cricket Association (KCA) Women’s Selection Committee and Manager of the Kerala State women’s teams — has long championed the game, especially when women’s cricket had little platform in her home state. Her dedication helped nurture girls taking to cricket...

Cricket’s Quiet Crusader

Former kca Selection Chief who helped nurture a generation of women cricketers when the sport struggled for recognition Niketha Ramankutty A prominent figure in Indian women’s cricket, Niketha Ramankutty — former Chairperson of the Kerala Cricket Association (KCA) Women’s Selection Committee and Manager of the Kerala State women’s teams — has long championed the game, especially when women’s cricket had little platform in her home state. Her dedication helped nurture girls taking to cricket in Kerala. During her tenure, which ended recently, five players from the state went on to represent India, while three now feature in the Women’s Premier League (WPL). Niketha’s journey began in 1995 on modest grounds and rough pitches in the blazing sun of her native Thrissur. At the time, girls aspiring to play cricket often drew curious stares or disapproving glances. This was despite Kerala producing some of India’s finest female athletes, including P.T. Usha, Shiny Wilson, Anju Bobby George, K.M. Beenamol and Tintu Luka. “Those were the days when women’s cricket did not attract packed stadiums, prime-time television coverage, lucrative contracts or celebrity status. Thankfully, the BCCI has taken progressive steps, including equal pay for the senior women’s team and launching the WPL. These have brought greater visibility, professional avenues and financial security for women cricketers,” Niketha said during a chat with  The Perfect Voice  in Pune. With better infrastructure, stronger domestic competitions and greater junior-level exposure, she believes the future of women’s cricket in India is bright and encourages more girls to pursue the sport seriously. Humble Beginnings Niketha began playing informal matches in neighbourhood kalisthalams (playgrounds) and school competitions before realising cricket was her true calling. Coaches who noticed her composure encouraged her to pursue the game seriously. More than flamboyance, she brought reliability and quiet determination to the turf — qualities every captain values when a match hangs in the balance. These traits helped her rise through the ranks and become a key figure in Kerala’s women’s cricket structure. “She was like a gentle messiah for the players. During demanding moments, they could rely on her – whether to stabilise an innings or lift team spirit,” recalled a former colleague. Guiding Youngsters Her involvement came when women’s cricket in many states struggled even for basic facilities. Matches were rarely covered by the media, and limited travel or training arrangements often tested players’ patience. “As a mother of two daughters—Namradha, 18, and Nivedya, 14—I could understand the emotions of the young girls in the teams. Guiding players through difficult phases and helping them overcome failures gave me the greatest satisfaction,” she said. Niketha — an English Literature graduate with a master’s in Tourism Management — believes success in sport demands not only skill but also sacrifice. Strong parental support and encouragement from her husband, Vinoth Kumar, an engineer, helped her overcome many challenges. Never one to seek the spotlight, she let her performances speak for themselves, earning respect on the national circuit. Quiet Legacy Today, the landscape has changed dramatically. Young girls are more ambitious, parents more supportive, and cricket is seen as a viable career with opportunities in coaching, umpiring, team management, sports analysis and allied fields. Players like Niketha have quietly strengthened the sport. Their journeys show that some victories are not won under stadium floodlights, but by determined women who simply refused to stop playing.

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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