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By:

C.S. Krishnamurthy

21 June 2025 at 2:15:51 pm

Ee Sala, Again Namde

For years, Royal Challengers Bengaluru supporters carried hope the way a pilgrim carries a lamp through a storm. The flame flickered, but it never went out. Last year, at the Narendra Modi Stadium, RCB finally broke 18-year drought and lifted their maiden IPL trophy. Many wondered whether it was the end of a long journey. But on Sunday night, it turned out to be the beginning of something even bigger. By defeating Gujarat Titans by five wickets in the IPL 2026 final, RCB not only won their...

Ee Sala, Again Namde

For years, Royal Challengers Bengaluru supporters carried hope the way a pilgrim carries a lamp through a storm. The flame flickered, but it never went out. Last year, at the Narendra Modi Stadium, RCB finally broke 18-year drought and lifted their maiden IPL trophy. Many wondered whether it was the end of a long journey. But on Sunday night, it turned out to be the beginning of something even bigger. By defeating Gujarat Titans by five wickets in the IPL 2026 final, RCB not only won their second title but also retained the crown. They entered a select club and took another confident step towards building a legacy worthy of the league's most celebrated champions. As I watched the final unfold, it felt less like a cricket match and more like a masterclass in planning and execution. Finals are won by discipline, and RCB displayed it in abundance. The contest could not have started better for Bengaluru. Gujarat’s formidable opening pair of Shubman Gill and Sai Sudharsan had tormented bowlers throughout the tournament. Yet RCB managed to detach both engines before the train could gather speed. At 26 for 2, Gujarat were already wobbling. Bhuvneshwar Kumar and Josh Hazlewood struck early, while Rasikh Salam continued his remarkable rise with crucial breakthroughs. His three wickets ensured Gujarat never found complete control. Then came Krunal Pandya. Every successful team has a player who works like a silent ceiling fan. Nobody notices him constantly, but everyone feels the difference when he stops. Krunal has been exactly that for RCB this season. His economical spell and the dismissal of Jos Buttler once again highlighted his immense value. Washington Sundar’s unbeaten fifty gave Gujarat something respectable to defend, but 155 never looked intimidating on a surface that rewarded sensible batting. Still, finals have a habit of producing nervous moments. Calm Pursuit RCB’s chase began like a sports car leaving a traffic signal. Impact substitute Venkatesh Iyer exploded out of the blocks with a sparkling 32 off just 16 balls. His innings immediately shifted pressure onto Gujarat. By the time he departed, the foundation had been firmly laid. And then the chase master took over. Virat Kohli’s unbeaten 75 was a reminder of why he remains one of the greatest competitors, cricket has ever seen. Over the years, Kohli has evolved with the demands of T20 cricket. This season he scored 600 runs at a strike rate that would satisfy even the most demanding modern analyst. In the final, he blended aggression with control beautifully. Watching Kohli chase a target is like watching an experienced banker balance a complicated ledger. Every risk is calculated and every over has a purpose. There was no panic when wickets fell. There was no rush when Gujarat briefly tightened the screws. Kohli simply kept moving the scoreboard forward, converting pressure into opportunity. Tim David’s brisk contribution ensured there would be no late drama. Jitesh Sharma calmly completed the formalities as RCB reached the target with two overs to spare. What perhaps makes this title more satisfying than the first is the manner in which it was achieved. For years, critics accused RCB of being overly dependent on a handful of superstars. That criticism can no longer survive examination. This championship was built by a collective. Rajat Patidar provided leadership. Devdutt Padikkal offered consistency. Tim David delivered finishing power. Bhuvneshwar Kumar supplied experience. Hazlewood contributed control. Krunal added balance. Rasikh emerged as a revelation. Even when Kohli shone brightest, there was always someone else carrying part of the load. That is the hallmark of great teams. Legacy Beckons Sport has a charming way of rewarding persistence. The bamboo tree spends years strengthening its roots before shooting skyward. The franchise spent nearly two decades collecting heartbreaks, memes, near misses and painful memories. Yet its supporters remained loyal. They filled stadiums, wore red jerseys proudly and continued believing. Today, those supporters are enjoying the sweetest chapter in franchise history. Back-to-back titles have transformed RCB from sentimental favourites into genuine heavyweights. The team that once chased history is now creating it. As fireworks illuminated Ahmedabad's night sky, one thought lingered. The cup is no longer visiting Bengaluru. It appears to have found a permanent address. And somewhere in the sea of red, millions of smiling fans were probably saying the same four magical words once again: “Ee Sala Cup Namde.” Only this time, nobody could argue. (The writer is a retired banker and author. Views personal.)

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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