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By:

Bhalchandra Chorghade

11 August 2025 at 7:24:18 pm

Domestic Cricket: The Road to Team India

India needs a clear selection policy that establishes consistent standards for newcomers and established stars alike. Indian cricket’s domestic circuit has often been described as the foundation on which the national team is built. Yet, there is a need to reinforce a fundamental principle: a place in Team India must be earned through performance, not protected by reputation. Domestic cricket must remain the most credible proving ground for aspiring players, established stars, dropped...

Domestic Cricket: The Road to Team India

India needs a clear selection policy that establishes consistent standards for newcomers and established stars alike. Indian cricket’s domestic circuit has often been described as the foundation on which the national team is built. Yet, there is a need to reinforce a fundamental principle: a place in Team India must be earned through performance, not protected by reputation. Domestic cricket must remain the most credible proving ground for aspiring players, established stars, dropped cricketers and those returning after a break. For an aspiring cricketer, scoring runs in the Ranji Trophy or taking wickets in the Duleep Trophy should carry considerable weight in the selection process. Talent may open the door, but sustained performance in competitive conditions should determine whether a player deserves to walk through it. Reputation and potential cannot become permanent substitutes for runs, wickets and match-winning contributions. The same principle must apply to established international players. India needs a transparent selection policy that clearly establishes when a player is expected to return to domestic cricket, what performance benchmarks will be considered and under what circumstances an exemption may be granted. Without such consistency, selection risks appearing subjective. Different standards could be applied to established stars and those waiting for their first international opportunity. When a Test cricketer is dropped for poor form, returning to domestic cricket should be the natural next step. A few net sessions cannot replicate the pressure of a four-day or five-day contest. A batter needs to spend hours at the crease and negotiate different bowling spells. The player must also convert starts into substantial scores. A bowler needs to demonstrate rhythm, control and stamina, as well as the ability to sustain pressure across long spells. Domestic cricket provides evidence of improvement rather than merely an assurance that a player has been working on his game. Selection should therefore be linked to demonstrated form and readiness, rather than an automatic recall based on past achievements. There is an equally strong case for regular Test players to represent their state teams whenever the international calendar permits. Those who are rested or have a break between two Test series should consider domestic matches an opportunity, not an inconvenience. Red-ball cricket demands a temperament different from that required in shorter formats. The ability to leave deliveries, bat through difficult sessions and negotiate reverse swing cannot be developed entirely in the nets. Players must also learn to maintain concentration over several hours. The selection policy must distinguish between a player who is rested for workload management and one who is dropped for poor performance. A rested player should follow an appropriate preparation and match-readiness plan, while a dropped player should have a clear route back through competitive cricket. Injury-related exemptions must be based on medical advice. International commitments should also be accommodated through sensible scheduling. Most importantly, exemptions should not become privileges reserved for marquee players. If a young cricketer must score consistently in domestic cricket to earn a place, an established international should not be assured selection merely because he has delivered in the past. Seniority deserves respect, but it cannot guarantee a place in the playing XI. The Board of Control for Cricket in India and the selectors should establish clear expectations for participation in domestic red-ball competitions. Workload management, injury rehabilitation and national duty should be recognised as legitimate grounds for exemption. Such a policy would improve accountability, strengthen the Ranji Trophy and give selectors a more reliable basis for assessing form. Domestic cricket also benefits from the participation of international players. It allows younger cricketers to test themselves against experienced opponents and learn the demands of elite competition. Ultimately, domestic cricket should be neither a punishment for failure nor a ceremonial obligation. It must be an integral part of a cricketer’s professional life. Team India selection must be a merit-based process, not a privilege earned through reputation. For newcomers, domestic cricket is the route to recognition; for dropped players, it is the path to redemption; and for established stars, it is an opportunity to demonstrate that they remain worthy of the national colours.

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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