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By:

C.S. Krishnamurthy

21 June 2025 at 2:15:51 pm

The Gentleman Legend

Every sport produces champions. Very few produce figures who become the measure by which all future greatness is judged. Sir Garfield Sobers belonged to that rare company. His passing leaves untouched a reputation that has remained unchallenged for generations. Cricket has witnessed magnificent batsmen, devastating bowlers, athletic fielders and exceptional all-rounders. Yet, whenever the conversation turns to the most complete cricketer the game has produced, Garfield Sobers remains the...

The Gentleman Legend

Every sport produces champions. Very few produce figures who become the measure by which all future greatness is judged. Sir Garfield Sobers belonged to that rare company. His passing leaves untouched a reputation that has remained unchallenged for generations. Cricket has witnessed magnificent batsmen, devastating bowlers, athletic fielders and exceptional all-rounders. Yet, whenever the conversation turns to the most complete cricketer the game has produced, Garfield Sobers remains the benchmark. His achievements have long been part of cricketing folklore. More than 8,000 Test runs at an average above 57, 235 wickets with three distinct styles of left arm bowling, and over 100 catches speak of a player blessed with extraordinary versatility. His unbeaten 365 against Pakistan in 1958 stood as the highest individual Test score for more than 36 years, an innings that reflected both technical brilliance and remarkable concentration. Statistics, however, explain only part of the story. Sobers possessed the rare ability to make difficult things appear effortless. Whether unfurling a cover drive, bowling with the new ball, switching seamlessly to spin as conditions demanded, or producing moments of brilliance in the field, he seemed to play cricket with uncommon ease. He was not merely adaptable. He excelled in every discipline the game offered. Little wonder that generations have searched for “the next Sobers.” Equally little wonder that none has truly emerged. Enduring Legacy One of the defining images of his career came in 1968 when, playing for Nottinghamshire against Glamorgan, he became the first cricketer to strike six sixes in a single first-class over. It was an astonishing feat in an era when such aggression was almost unimaginable. Today, boundaries arrive in abundance in franchise cricket. Sobers accomplished the extraordinary long before power hitting became fashionable. Yet his enduring appeal rested on far more than spectacular performances. He played with an infectious sense of freedom that reminded spectators that cricket, despite its pressures, remained a game to be enjoyed. There was elegance without extravagance, confidence without arrogance, and authority without intimidation. The old sporting maxim that "form is temporary, class is permanent" found one of its finest expressions in Sobers. His class lay not only in the manner of his batting or bowling, but also in his conduct. He accepted victories without arrogance and setbacks without bitterness, a rare blend of grace that won him admirers far beyond the boundary ropes. As captain, Sobers led the West Indies during a formative period in Caribbean cricket. The years of complete dominance would come later, but he helped build the confidence and identity that shaped one of the game's greatest teams. Leadership, for him, was never about rhetoric. It was about setting an example. Many anecdotes continue to illuminate his remarkable career. One of the most enduring suggests that if someone were asked to choose a team to save the world, Sobers would be selected first and the rest could follow. It is an exaggeration, certainly, but it captures the esteem in which he was held by teammates, rivals and followers alike. There is another story that reveals the man behind the legend. Throughout his retirement, Sobers remained remarkably approachable, generous with his time and willing to engage with young cricketers wherever he travelled. Knighthood never altered his simplicity. Those who met him often spoke first of his warmth, and only then of his greatness. His affection for India was equally well known, and it was warmly reciprocated. Older cricket followers vividly remember his performances on Indian soil, while younger generations came to know him through stories told by parents, coaches and commentators. Across eras, the verdict remained unchanged. Modern cricket celebrates specialists whose workloads are carefully managed. Sobers represented an age when versatility was indispensable. He responded to every challenge his captain presented without complaint and invariably strengthened the side. “They broke the mould after him” is a phrase often used too freely in sport. In Sobers’ case, it feels entirely justified. Cricket has lost one of its finest ambassadors. The scorebooks will preserve his runs, wickets and catches. Archives will preserve the images. Historians will preserve the achievements. What cannot be fully preserved is the privilege of watching a player who expanded the possibilities of the game while embodying its finest values. Sir Garfield Sobers was not simply the greatest all-round cricketer of his time. He was one of cricket's finest gentlemen. That distinction, perhaps even more than his remarkable records, ensures that his legacy will endure for generations. (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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