top of page

By:

Waleed Hussain

4 March 2025 at 2:34:30 pm

Will Sarfaraz Make the Most of This Second Chance?

Sarfaraz Khan has been recalled to India’s Test squad for the Sri Lanka series, replacing the injured Sai Sudharsan. In the grand tradition of Indian cricket, opportunity has arrived not through sustained brilliance or careful planning, but because someone’s toe decided it had better things to do. One man’s stress reaction is another man’s second chance. How very democratic. For those who have followed Sarfaraz’s career with the weary patience of a Mumbai local train passenger, this feels...

Will Sarfaraz Make the Most of This Second Chance?

Sarfaraz Khan has been recalled to India’s Test squad for the Sri Lanka series, replacing the injured Sai Sudharsan. In the grand tradition of Indian cricket, opportunity has arrived not through sustained brilliance or careful planning, but because someone’s toe decided it had better things to do. One man’s stress reaction is another man’s second chance. How very democratic. For those who have followed Sarfaraz’s career with the weary patience of a Mumbai local train passenger, this feels familiar. He is the domestic run machine who averages something ridiculous in first-class cricket—north of 64, the kind of number that should guarantee selection until the end of time, or at least until the next shiny prospect emerges from the under-19 conveyor belt. He scored a century and three fifties in his first six Tests. He looked the part. Then, as is customary, the part was reassigned. Two years of exile followed. Not the dramatic kind involving public statements and bitter Instagram stories, but the quieter variety: keep scoring, keep waiting, keep watching others get the nod. He lost 17 kilograms. He reinvented himself in white-ball cricket. He even found a temporary home at Chennai Super Kings, that noted rehabilitation clinic for careers that had been left out in the rain. The runs kept coming. The phone stayed silent. Until a toe injury intervened, as toes occasionally do when the universe feels sentimental. Now he is back, leaner, hungrier, and almost certainly aware that second chances in Indian cricket are like limited-edition sneakers: highly prized, quickly gone, and often worn by someone else the following week. The question is not whether he deserves this opportunity. Domestic averages and first-class pedigree have already settled that debate in his favour several times over. The question is whether he can convert it before the selectors remember there are other talented middle-order batters who also look good in training kit. Sri Lanka, at least, offers a stage that suits him. Turning tracks, spin, the sort of conditions where a player who treats slow bowling with the casual contempt of a man who has faced far worse on the maidans of Mumbai can flourish. Sarfaraz has always looked more comfortable when the ball is not flying past his nose at 140 clicks. Galle and Colombo should feel like home, or at least like a well-lit practice pitch with slightly better catering. Yet one senses the usual caveats hovering. He may not even play. Devdutt Padikkal is also in the squad and has been hovering with the quiet menace of a man who knows the middle order is a musical chairs game played with fewer chairs than people. Even if Sarfaraz does get a game, two Tests is a short window. One soft dismissal and the narrative writes itself: “promising but ultimately unable to seize the moment.” Indian cricket loves a redemption arc almost as much as it loves abandoning one halfway through. There is dry humour in the fitness transformation. Losing 17 kilograms is impressive. It also feels like the modern tax on talent. Once upon a time, a player could score heavily and look like a man who enjoyed his mother’s cooking. Now the same player must look like he has been living on grilled chicken and regret. Sarfaraz has paid the tax. Whether the selectors notice the improved agility more than they notice the next injury elsewhere remains to be seen. Indian cricket is a system that simultaneously worships domestic performance and treats it as optional reading. It celebrates the long wait, the grind, the character-building years of Ranji Trophy anonymity, then acts surprised when the player who endured all of that still needs an injury to someone else to get another look. Sarfaraz has done everything asked of him short of inventing a new batting stroke or solving climate change. He has scored the runs, shed the weight, waited his turn, and posted the appropriately motivational Instagram quote about fighting even when he does not fit in. The system has responded by giving him a replacement role on a two-match tour. Progress, of a sort. Will he make the most of it? The honest answer is that we do not know, and neither does he. Form is temporary, selection is fickle, and the middle order is crowded with people who also believe this is their moment. What can be said with confidence is that if he fails, it will be treated as confirmation of earlier doubts. If he succeeds, it will be treated as proof that the system works after all. The middle path—solid, unspectacular contributions that keep him in the conversation—is the least glamorous and therefore the most likely to be undervalued. Sarfaraz Khan is 28. He has already lived several careers: child prodigy, domestic colossus, brief international hopeful, forgotten man, fitness project, IPL revivalist, and now, once more, national squad member. The second chance has arrived courtesy of someone else’s misfortune. In Indian cricket, that is often as good as it gets. Whether he turns it into something lasting depends less on talent—he has that—than on the rarest of commodities in this ecosystem: sustained opportunity. The runs are there. The hunger is there. The leaner frame is there. The only missing ingredient is the one thing no player can manufacture alone: the willingness of the system to keep the door open long enough for him to walk through it and stay. History suggests caution. Hope, being the stubborn creature that it is, suggests otherwise. For Sarfaraz’s sake, and for the sake of every domestic accumulator still waiting for the phone to ring, one hopes the latter is correct this time. (The writer is a senior journalist based in Mumbai.)

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.)

Comments

bottom of page