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By:

Waleed Hussain

4 March 2025 at 2:34:30 pm

The Taming of the Teen Tornado

In the high-octane circus of the Indian Premier League, few phenomena have exploded onto the scene quite like Vaibhav Suryavanshi. The Bihar prodigy, still a teenager at 15, burst into global consciousness in IPL 2025 as the youngest debutant and centurion in T20 history. His 101 off 38 balls against Gujarat Titans wasn’t just a knock; it was a declaration of intent from a player who treats boundaries as birthrights and bowlers as mere target practice. With a career strike rate hovering...

The Taming of the Teen Tornado

In the high-octane circus of the Indian Premier League, few phenomena have exploded onto the scene quite like Vaibhav Suryavanshi. The Bihar prodigy, still a teenager at 15, burst into global consciousness in IPL 2025 as the youngest debutant and centurion in T20 history. His 101 off 38 balls against Gujarat Titans wasn’t just a knock; it was a declaration of intent from a player who treats boundaries as birthrights and bowlers as mere target practice. With a career strike rate hovering around 225 across 17 matches and a penchant for clearing ropes with frightening regularity—61 sixes already—Suryavanshi represented the ultimate nightmare for opposition captains. Yet, as IPL 2026 unfolds, a fascinating trend has emerged: teams appear to have devised blueprints to neutralize him before he enters that devastating “out of control” mode. This isn’t about diminishing his talent. Suryavanshi remains a generational prospect, capable of single-handedly tilting games. But cricket at the elite level is a game of adaptations, and the league’s collective brain trust has spent the off-season and early 2026 matches poring over footage, identifying triggers, and deploying targeted strategies. The result? More frequent low scores, golden ducks, and frustrated walks back to the pavilion, even as his overall numbers stay imposing. The primary weapon has been early aggression against his powerplay instincts. Suryavanshi is an opener who thrives on momentum, often launching into sixes from ball one. Captains have responded by setting aggressive fields and using pace variations immediately. Deepak Chahar’s masterclass in 2025, where he dismissed the youngster for a duck with a clever plan, highlighted the value of swing and seam movement early on. By denying width and tempting him with balls that move away or hold the line, bowlers force Suryavanshi to manufacture shots, disrupting his timing. In one notable 2026 outing against Lucknow Super Giants, he managed just 8 off 11, mistiming a length ball outside off after the top order collapsed. Mohsin Khan’s dismissal of him—inducing a toe-ender to cover—showcased how disciplined lines can exploit slight technical lapses when the youngster tries to force the pace. Spin has emerged as another potent tool. While Suryavanshi’s hand-eye coordination makes him dangerous against slower balls, teams are using mystery spinners and left-arm orthodox options to vary trajectories and exploit any impatience. His dot-ball percentage, though low, reveals moments where he hunts boundaries excessively. Bowlers who can land the ball in the “corridor of uncertainty” or use the carrom ball effectively have succeeded in building pressure, forcing errors. Praful Hinge’s golden duck dismissal in 2026 offered a “secret recipe” that others are emulating: tight channels combined with clever changes in pace. Data analytics and opposition scouting have played a silent but decisive role. Teams now track Suryavanshi’s triggers—his front-foot dominance against pace, preference for leg-side heaves when set, and occasional vulnerability to short balls if the seam position is right. By preparing specific match-ups (right-arm seamers angling across him, or spinners from over the wicket targeting leg stump), captains are minimizing the window for him to settle. This proactive approach contrasts with the reactive panic of 2025, when many teams simply fed him width and watched the ball sail into the stands. Critics might argue this “taming” reflects negatively on the bowler-friendly conditions or defensive captaincy. But that’s missing the point. IPL cricket evolves rapidly, and Suryavanshi’s emergence has accelerated that evolution. Young talents force the ecosystem to innovate. Remember how early Virat Kohli or AB de Villiers prompted fielding restrictions and bowling tweaks? Suryavanshi is in that league. His explosive starts demand perfection from the outset; one loose over, and the game can slip away. Teams that execute plans—short spells of high-intensity bowling, smart rotations, and mental warfare—have found success in curtailing him to 20-30 ball cameos rather than match-defining marathons. This cat-and-mouse dynamic benefits Indian cricket immensely. For Suryavanshi, these challenges are crucibles for growth. Already battle-hardened from U19 successes and Ranji exposure at an absurdly young age, he is learning to rotate strike, play percentage cricket when needed, and temper his aggression without losing intent. His emotional reactions to dismissals—tears on debut, visible frustration—reveal a fierce competitor who hates failure. That fire, channeled correctly, will make him unstoppable. Coaches like Rahul Dravid at Rajasthan Royals are undoubtedly working on mindset and technique to counter these plans. For franchises, the lesson is clear: superstar management requires homework. Blindly respecting reputations leads to carnage; targeted execution yields results. We’ve seen this with other phenoms—teams eventually found ways to quiet even the most destructive hitters through variations, intelligence, and execution. Suryavanshi’s case proves no one is immune, no matter how prodigious. Yet, one senses this is temporary. The teenager’s talent is raw and boundless. As he decodes these strategies, his game will expand—perhaps better leaving balls in the channel, improved footwork against spin, or devastating counters to short-pitched stuff. By IPL 2027 or beyond, he might laugh at these early “solutions.” In the end, the IPL’s beauty lies in this relentless arms race. Teams have indeed figured out ways to dismiss Vaibhav Suryavanshi before he runs amok—for now. It forces excellence from everyone: bowlers must be precise, captains astute, and the batter must evolve. Cricket wins. Fans win. And a 15-year-old superstar, tempered by these battles, will emerge even more formidable. The tornado hasn’t been stopped; it’s merely being studied so the next gust can be even more thrilling. (The writer is a senior journalist based in Mumbai. 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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