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By:

Bharati Dubey

17 May 2026 at 7:08:10 am

Why Sunny Deol’s ‘Batwara 1947’ failed to impress

Mumbai: The failure of ‘Batwara 1947’ has emerged as one of those box-office mysteries that is difficult to explain purely through the usual parameters of filmmaking. The film brought back the celebrated combination of Sunny Deol and director Rajkumar Santoshi after nearly three decades, carried a powerful Partition backdrop and featured acclaimed performers. Yet, despite the pedigree, the film struggled to attract audiences to theatres. For trade analyst Taran Adarsh, the failure was...

Why Sunny Deol’s ‘Batwara 1947’ failed to impress

Mumbai: The failure of ‘Batwara 1947’ has emerged as one of those box-office mysteries that is difficult to explain purely through the usual parameters of filmmaking. The film brought back the celebrated combination of Sunny Deol and director Rajkumar Santoshi after nearly three decades, carried a powerful Partition backdrop and featured acclaimed performers. Yet, despite the pedigree, the film struggled to attract audiences to theatres. For trade analyst Taran Adarsh, the failure was particularly difficult to understand. He felt Batwara 1947 was a well-made film, praised Santoshi’s direction, appreciated the performances and singled out the emotional scenes between Shabana Azmi and Sunny Deol. “What has really surprised me is why this film has not worked. In my opinion, it was a well-made film,” Adarsh observed. He particularly praised the emotions captured between Azmi and Deol, calling the performances of a very high order and Santoshi’s direction top-notch. He also felt the finale was gripping. Yet the question remained: if the film worked on these creative levels, why did audiences stay away? One explanation that surfaced repeatedly in trade circles was Sunny Deol’s image. Sunny’s Image For more than two decades, Sunny Deol has become almost synonymous with a particular kind of India-Pakistan narrative. His most iconic performances have often placed him in situations involving patriotism, national identity, Pakistan, borders and confrontation. Gadar: Ek Prem Katha transformed that association into a phenomenon. More than two decades later, Gadar 2 revived the same persona and became a massive theatrical success. Even Jaat continued to reinforce the image of Sunny Deol as the larger-than-life action hero who speaks loudly, fights harder and takes on overwhelming odds. That image is undoubtedly one of Sunny’s biggest strengths. But with Batwara, it may also have become a liability. The problem was not necessarily Sunny’s performance. In fact, Adarsh specifically rejected the argument that Deol was completely mellow in the film. According to him, the actor was restrained only up to a point and did eventually deliver the kind of action audiences associate with him. “I don’t feel that Sunny was mellow over here,” Adarsh explained. “He was mellow only up to a point, and later, he did indulge in action.” His larger point was that the film itself deserved a better response. “I just fail to understand... Somewhere down the line, people had decided not to watch the film for reasons known best to them.” That observation may actually hold the key to the film’s failure. Audience’s Rejection A theatrical film is judged long before the audience reaches the climax. The poster, trailer, casting, subject, star image and promotional material collectively create an expectation. With Batwara, the audience saw Sunny Deol and a Partition-related story and may have immediately associated it with Gadar and Gadar 2. But Batwara was not simply another Sunny Deol action vehicle. That distinction may have been difficult to communicate. The Sunny Deol of Gadar is a fantasy figure—an ordinary man transformed into an unstoppable force by love, patriotism and rage. His physicality, dialogue delivery and explosive action are central to the experience. A Partition drama built around human suffering, relationships and emotional conflict demands a different response from the audience. Consequently, the film faced an unusual problem: the actor’s strongest established image may have overshadowed what the film was actually trying to say. Wrong Casting Exhibitor Sanjay Ghai offered an even more blunt assessment of the problem. According to him, the issue was not necessarily the quality of the film but the casting. “Everyone knew beforehand about Batwara that the casting has gone wrong,” he said, adding that a different hero was needed. That is an important distinction. Ghai was effectively arguing that Sunny Deol may not have been the ideal commercial casting choice for this particular story, regardless of how well he performed in it. From an exhibitor’s perspective, this matters enormously. A film can be well made and still fail if the casting does not generate sufficient curiosity. And Batwara faced another problem: the Partition subject itself was no longer fresh. Tired Audience There is an undeniable familiarity surrounding Hindi cinema’s treatment of Partition and India-Pakistan relations. For years, filmmakers have returned to the same historical wound from different perspectives. Some films have focused on families separated by the border, some on communal violence, some on patriotism and others on the continuing emotional relationship between India and Pakistan. Then came the enormous success of Gadar and Gadar 2, which further cemented Sunny Deol’s association with the subject. Sanjay Ghai’s comparison with Border is therefore significant. He pointed out that Border had worked despite dealing with a similar broad territory. The difference, from a trade perspective, is that Border offered a particular combination of scale, patriotism, ensemble casting, music, spectacle and war drama that created a clear theatrical identity. Batwara may not have had an equally irresistible proposition. The audience had already seen Partition stories. They had already seen Sunny Deol in India-Pakistan conflicts. They had already seen the actor deliver high-octane patriotic drama.

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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