Indian navy – news & discussion

Interview

26/11 Has Served as a Wake-Up Call, And Maritime Security has Witnessed a Major Overhaul’
Director General, Indian Coast Guard, Vice Admiral Anil Chopra

26/11 Has Served as a Wake-Up Call, And Maritime Security has Witnessed a Major Overhaul’
Director General, Indian Coast Guard, Vice Admiral Anil Chopra

What are the present operational challenges for the Coast Guard?

Even prior to the 26/11 incident, the Coast Guard had a stiff operational challenge on its hands, considering that it had to undertake continuous surveillance of over 2.2 million sqkm of India’s EEZ, and respond to distress calls in the Indian Search and Rescue Region which spans over four million square kilometers, with a limited fleet of relatively old ships and aircraft. Post 26/11, the Coast Guard has now been given additional responsibility of coastal security in India’s territorial waters i.e. upto 12 miles from our coastline.

This is clearly our biggest operational challenge as we have a coastline of approx 7,500 Kms and 1197 islands. By the very nature of the medium and the maritime environment, it is difficult to achieve foolproof security. What we therefore need to do is to minimise the risks through increased assets and manpower, innovative use of technology, better training and sound support systems for our ships and aircraft.

Any coastline is bound to be vulnerable to threats of attacks by non-state actors. The area required to be monitored is vast and the assets available for surveillance are limited. The problem is compounded by the thousands of fishing boats who proceed to sea each day, and are not yet bound by any legal mechanism that enables monitoring and control. Fortunately, 26/11 has served as a wake-up call, and maritime security has witnessed a major overhaul, with legislation on the anvil.

In India, both commercial shipping and fishing for livelihood date back to ancient times. Many of the commercial and fishing harbours in operation today have been in existence for over a century. The unfortunate part is that they are co-located in most places. Most major and non-major ports in India are not yet compliant with international security norms. Even where major ports have complied with the International Ship and Port Facility Security Code (ISPS) of the International Maritime Organisation (IMO), their security stands severely compromised on account of this co-location. Solutions are not easy to come by because of the sensitivities involved in disrupting the livelihood of millions of fishermen. Fearing that security needs could override livelihood concerns, the National Fishworkers Forum has submitted a petition to the government seeking that their livelihood not be jeopardised.

Whilst we augment force levels, enhance maritime surveillance by deploying additional surface and air assets, intensify boarding operations, usher-in modern technology such as a Coastal Surveillance System, Vessel and Air Traffic Monitoring Systems and so on, it shall still be a major operational challenge to match rapidly growing security demands on account of enhanced traffic at upcoming ports and new projects such as Single Point Moorings, Atomic Power Stations and valuable assets on the coastline. Clearly therefore, the need of the hour is to garner adequate actionable intelligence to be able to focus assets and energies where and when required.

What are your present capabilities and how do you plan to enhance them?

Beginning with two old frigates and five Seawards Defence Boats (SDBs) of the Navy, the Coast Guard has made rapid progress over the last 31 years. The service has now developed into a well rounded maritime force comprising 43 ships, 19 boats/air cushioned vehicles and 45 aircraft/helicopters, in addition to 55 ships, boats and craft, presently under construction at various shipyards. Further, the government has approved acquisition of a large number of additional modern ships, boats and aircraft, in order to augment the force levels of the Indian Coast Guard in the quickest time-frame possible. These include Offshore Patrol Vessels, Interceptor Boats, Fixed Wing aircraft and Twin-Engine Helicopters.

What are your present surveillance capabilities? How do you coordinate with the Navy for the same?

The Indian Coast Guard is equipped with a wide inventory of assets to undertake surveillance of the EEZ including Advanced Offshore Patrol Vessels, Offshore Patrol Vessels, Fast Patrol Vessels, Inshore Patrol Vessels, Interceptor Boats and Crafts, and Air Cushion Vehicles. The air arm of the Coast Guard includes Dornier fixed wing aircraft, Chetak helicopters and the indigenous Advanced Light Helicopters.

The Coast Guard-Navy synergy is ever palpable. The Coast Guard has lateral linkages with the navy at all levels. The two services operate in a common domain towards common objectives and hence it is inevitable that they share a common doctrine. There is not an exercise conducted by the navy, either standalone or in conjunction with the army or air force for rehearsing procedures for countering full-fledged hostilities, port defence, coastal defence, naval control of shipping, etc. wherein the Coast Guard has not participated in equal measure. The Coast Guard has the distinction of participating alongside the navy in times of crisis such as in Op Vijay, Op Parakram etc. Op Tasha and Op Swan are examples of ongoing joint operations in Palk Bay and Gujarat/Maharashtra coast respectively.

Operational success in actual operations and in routine surveillance is ensured by the institutionalised participation of the Coast Guard in joint exercises and operational coordination between the two services at all levels. The mechanism will be revolutionised once the National Command Control Communications and Intelligence network links the operations rooms of the two services.

Further, post 26/11, Standard Operating Procedures are being fine tuned to ensure seamless security. Integrated common maritime domain awareness will then be achieved enabling a synergised and optimum response to any contingency. Joint Operations Centres to be jointly manned by ICG and IN with inputs from other central and state government agencies, are also being set up.

There were reports about issuing IDs to fishermen. How is the Coast Guard looking into the issue?

The fishermen Identity Cards will be issued centrally through Registrar General of India (RGI) to all fishermen of nine coastal states and four Union Territories. The basic information of the fishermen will be provided by the coastal states and UTs to the RGI in a prescribed format. The necessary database will be maintained by NIC and the Identity Cards will be in the form of tamper proof smart card which will be machine readable. The card readers will be provided to Indian Coast Guard ships to verify the smart card of the fishermen at sea. This is a welcome initiative of the government of India, in view of the fact that presently most fishermen do not carry any identity card, and those that are carried are usually mutilated and defaced, as they are in paper form. The Indian Coast Guard has requested the NIC to provide some space in the card for adding additional inputs if the fisherman has been a violator of any security provisions.

Are you satisfied with the present strength of Coast Guard or there are accretion plans?

The government has acknowledged the need for augmenting of Coast Guard at the earliest. In order to strengthen the Coast Guard, the Cabinet has accorded approval of various proposals with respect to the Coast Guard which include:

(a) Acquisition of modern ships, boats and aircraft, which will double the force levels in a few years.

(b) Setting up of additional Coast Guard Stations at strategic locations in the western, eastern and island regions.

(c) Across the board increase in afloat manpower by 20 per cent and shore support units by 30 per cent, in addition to approval of a wide variety of specific manpower cases.

What kind of cooperation shall we see between the ICG and the ministry of shipping in the coming days?

As per the allocation of Business Rules, the DG Shipping is responsible for performance of duties both as a Flag State as well as a Port State. The roles assigned to the Indian Coast Guard under it’s mandated charter, and the powers vested with it under the Merchant Shipping Act, 1958, require it to functionally cooperate with the DG Shipping on a continuing basis.

The Coast Guard is responsible for Search and Rescue in the Indian Search and Rescue Region, a responsibility delegated to it under a Resolution adopted by the ministry of shipping. Under this resolution, the DG Shipping is represented in the National Maritime Search and Rescue Board chaired by the DGICG, and is responsible for coordination with the International Maritime Organisation in all matters pertaining to Search and Rescue. One particular responsibility under the resolution includes review and updating of the Search and Rescue Plan. The Coast Guard also works in close coordination with the DG Shipping to bring in any amendments to the Merchant Shipping Act or to enforce the existing provisions in order to enhance safety of life at sea. A vivid example is the ban on vessels over 25 years of age from operating in Indian waters.

Piracy is another issue which calls for coordination between the organisations. The DG Shipping operates a communication centre at Mumbai and promptly relays any information of ship security alerts that may be raised by Indian flagged ships to enable the Coast Guard to respond.

The Coast Guard participates in the initiatives of the ministry of shipping for enhancing the security of port facilities. The Coast Guard Commander in every district is a proactive member of the Port Security Advisory Board. Further, the DG Shipping is responsible for the implementation of Long Range Identification and Tracking and its connectivity to nodes located at the Maritime Rescue Coordination Centers of the Coast Guard. A major project for maritime surveillance consisting of a chain of static sensors along the coast is being established by the Coast Guard with close cooperation of the Directorate General of Lighthouses and Lightships under the ministry of shipping.

The Coast Guard interacts with the ministry of shipping (MoS) for marine environment protection issues as well for establishing regulations or policies to protect the marine environment and to control marine pollution. An Indian Coast Guard officer forms part of the Indian delegation to the Marine Environment Protection Committee (MEPC) meetings at International Maritime Organisation (IMO). There is also continuous interaction with the MoS, for establishing contingency plans to prevent pollution by Hazardous Noxious Substances (HNS) being transported through the sea.

Besides, the Coast Guard contributes through participation as member on the Board of the individual Port Trusts and in the meetings of the National Shipping Board and the Maritime States Development Council organised under the auspices of the ministry of shipping. Indeed, the Coast Guard interfaces with the DG Shipping not only whenever an issues regarding search and rescue, piracy, casualty, or an oil spill but also any other subject related to flag and port state control and compliance of international regulations pertaining to ships, etc.

What are the roles and missions of the Coast Guard and how have they been modified after 26/11 attacks?

The Indian Coast Guard was constituted as an armed force of the Union by an Act of Parliament, to undertake the predominantly peace time tasks subsequent to the extension of Indian sovereignty over the Exclusive Economic Zone (EEZ), surrounding the Indian sub continent by the Maritime Zones of India Act 1976. The duties and functions are enshrined in the Coast Guard Act 1978.

The Coast Guard Act was passed in the Parliament on Aug 18, 1978 and brought into force on Aug 19, 1978. As per the Coast Guard Act

(a) It shall be the duty of the Coast Guard to protect by such measures, as it thinks fit, the maritime and other national interests of India in the maritime zones of India.

(b) Without prejudice to the generality of the provisions of sub section (a), the measures referred to therein may provide for:

(i) Ensuring the safety and protection of artificial islands, offshore terminals, installations and other structures and devices in any maritime zone.

(ii) Providing protection to fishermen including assistance to them at sea while in distress

(iii) Taking such measures as are necessary to preserve and protect the maritime environment and to prevent and control marine pollution

(iv) Assisting the customs and other authorities in anti-smuggling operations

(v) Enforcing the provisions of such enactment as are for the time being in force in the maritime zones, and

(vi) Such other matters, including measures for the safety of life and property at sea and collection of scientific data as may be prescribed.

(c) The Coast Guard shall perform its functions under this section in accordance with, and subject to such rules as may be prescribed and such rules may, in particular, make provisions for ensuring that the Coast Guard functions in close liaison with Union agencies, institutions and authorities so as to avoid duplication of effort.

The Indian Coast Guard over the years has been carrying out support functions to many agencies and departments of the Central government and addressed issues as it encountered with panache and result oriented. Understanding the need to organise various operations at sea through a competent entity, the central government has empowered Indian Coast Guard to establish leadership in the areas of Offshore Security, Search and Rescue and Marine Oil Pollution.

To ensure smooth and effective functioning of the offshore security arrangement at the national level, the Director General, Indian Coast Guard has been designated as the Chairman of Offshore Security Coordination Committee (OSCC). Further, the DGICG is also the Chairman of the National Search and Rescue Board, which meets every year to discuss issues that affect the SAR preparedness, safety of fishermen and mariners at sea and the Central Coordinating Authority for taking measures to address oil pollution response in the Maritime Zones of India.

Post 26/11, the Indian Coast Guard has been entrusted with the additional responsibility of Coastal Security in Territorial Waters. Further, the Director General Indian Coast Guard has also been designated as the Commander, Coastal Command with the responsibility for overall co-ordination between Central and State agencies in all matters relating to coastal security.
ICG had started a joint cooperation initiative with friendly neighboring countries. What is the update on that? How do you envisage the future of this multi-lateral process?

India is a maritime state and the maritime environment is essentially international in character. Considerable advantages are to be accrued through international cooperation in issues relating to maritime safety, maritime security, and preservation and protection of the marine environment. Such cooperation is not only in the ‘common interest’ of the coastal states but could also constitute critical Confidence Building Measures (CBM)s and enhance confidence and trust among states. Moreover, cooperation is rather obligatory consequent to ratification of international treaties such as United Nations Laws of the Sea Convention 1982 (UNCLOS), Search and Rescue Convention 1979, Convention on Oil Pollution Preparedness Response and Cooperation (OPRC) 1990 etc.

The realm of international cooperation of the Indian Coast Guard comprises a wide variety of activities, differing in scale, complexity and sensitivity. These range from the traditional ‘low-level’ activities such as personnel exchanges, ship visits, joint training (basic and specialised) to ‘high level activities’ such as information and intelligence exchanges, joint bilateral exercises, memoranda of understanding, and bilateral agreements. The primary multi-lateral organisation where the Indian Coast Guard is the lead focal agency is Regional Agreement on Combating Piracy and Armed Robbery at Sea (ReCAAP) and South Asia Cooperative on Environment Protection (SACEP).

The ReCAAP Agreement which came into force on 04 September 2006, was negotiated within the framework of an inter-governmental expert group meeting by 16 countries including Bangladesh, Brunei, Cambodia, China, India, Indonesia, Japan, Republic of Korea, Lao Peoples Democratic Republic, Malaysia, Myanmar, Philippines, Singapore, Sri Lanka, Thailand and Vietnam. An Information Sharing Centre (ISC) has been established in Singapore and focal points in respective countries for sharing of information on piracy and armed robbery. The Director General Indian Coast Guard is nominated by the government of India, as the governor from India in the Governing Council (GC) of the Information Sharing Centre (ISC). An officer has also been deputed to the ISC at Singapore as Assistant Manager (Research). Bilateral cooperation between the Indian Coast Guard and other maritime nations is vibrant.

(a) Japanese Coast Guard: Apprehension of the pirated vessel MV Alondra Rainbow by the Indian Coast Guard in November 1999 off the west coast of India was the beginning of dedicated, focused and regular interaction between the two Coast Guards. Joint exercises between the Indian Coast Guard and the Japan Coast Guard have since been institutionalised, and conducted annually, alternately in both sides’ waters. A new beginning was made in November 2005, when both sides agreed to a Memorandum of Cooperation (MoC) on cooperation between the two Coast Guards. The MoC for providing mutual assistance for SAR, Pollution Response and trans-national counter crimes efforts between Indian Coast Guard and Japan Coast Guard was signed in November 2006.

(b) Korean Coast Guard: A MoU on anti-piracy and search and rescue operations between the two Coast Guards was signed in March 2006. Joint exercises between ICG and KCG are an annual feature and conducted alternately in each other’s waters.

(c) Maldives Coast Guard: The exercises with the Maldives National Security Service (Coast Guard) code named ‘DOSTI’ were institutionalised in 1991. These exercises are conducted on an annual basis. The Indian Coast Guard also provides training on specialised subjects to the MNS CG personnel in the ICG training centre.

(d) Royal Oman Police Coast Guard (ROP CG): A delegation visited Oman in March 2007 to establish a collaborative relationship between the Coast Guards of the two countries. ICG ships are regularly visiting Oman on goodwill visits, during which they also conduct Search and Rescue and Pollution Response exercises for mutual understanding of each Coast Guard capabilities.

(e) Pakistan Maritime Security Agency (PMSA): A ‘hotline’ between ICG and Pakistan Maritime Security Agency has been established following a Memorandum of Understanding (MoU) signed between the two agencies in October 2005. High level delegation meetings are conducted alternately, for review of the MoU, and discuss matters of safety, security and marine environment protection.

(f) United States Coast Guard (USCG): Since its inception, the Indian Coast Guard has maintained close interaction with the US Coast Guard. The engagement with the USCG includes high level interaction, training of Indian Coast Guard officers with the USCG, hosting of USCG ship visits, invitation to each other’s seminars and symposia etc. In order to further strengthen the bilateral co-operation in Coast Guard specific roles including inter-alai Search and Rescue, Pollution Response, Anti-Piracy and other inter-related maritime crimes including Anti-Drug and Anti-Smuggling operations, the Commandant of the US Coast Guard visited India in April 2009.

(g) Heads of Asian Coast Guard Agencies Meeting (HACGAM): The Asian Maritime Security Initiative was set into motion by the Japanese Coast Guard, with a string of measures drawn up to address maritime security concerns, including terrorism. During a meeting held in Tokyo on 17/18 June 2004, wherein 16 countries including India participated, a resolution called the ‘Heads of Asian Coast Guard Agencies meeting on Asia Maritime Security Initiative 2004 (AMARSECTIVE-2004)’ was agreed upon. Since the adoption of AMARSECTIVE-2004, four meetings of the Heads of Asian Coast Guard Agencies have been held. The DGICG represents the Indian Coast Guard at the HACGA meetings. The fifth meeting is scheduled to be held in July 2009.

FORCE Interview CNS

‘‘Our Submarine Induction is Proceeding in Accordance With Our 30-year Induction Plan’

Admiral Sureesh Mehta PVSM, AVSM, ADC has been charting the navy through an interesting course ever since he took over the command of the service in October 2006, both in terms of its physical growth as well as conceptual evolution. To use a cliché, in nearly a three-year tenure, he has seen it all, the turbulent seas as well as placid waters. In a free-wheeling interview with FORCE, a few weeks before he hands over control to his successor, he talks on a number of crucial issues that will determine the nature of the sea in the years ahead.

On Maritime Security after 26/11

The dastardly terrorist attacks in Mumbai between the 26th and the 29th of November 2009 and the tragic loss of lives that ensued, have brought the imperatives of comprehensive maritime security to the fore. The navy’s role remains that of the prime guarantor of maritime security throughout the maritime reaches of interest, right from the inner limit of our Territorial Waters, through our Contiguous Zone and our Exclusive Economic Zone, and extending right across the High Seas. Insofar as activities specific to coastal security are concerned, within the ambit of the navy’s overall responsibility, the Indian Coast Guard has been tasked with ensuring coastal security within the 12-mile belt defined by our Territorial Waters. Maritime security is, of course, much more than just ‘coastal security’ and within the EEZ of India, comprehensive maritime security is a responsibility that is discharged through a functionally-seamless integration of the Indian Navy and the Indian Coast Guard. Outside the maritime zones of India, however, the Indian Navy is the sole maritime manifestation of the sovereign power of our Republic. Where reporting-chains are concerned, the Indian Coast Guard is an independent and mature maritime security organisation with its own laid-down chain-of-reporting. I am proud to be able to state that the navy and the coast guard continue to plan and execute their various tasks and responsibilities in very close coordination with each other and this is exactly what is needed for the maritime security of the country to be assured. There are a number of activities concerning coastal security that are currently in hand and both the Indian Navy and the Indian Coast Guard need to work with total jointness at every level.

On Budget and Modernisation

Our annual budget continues to be of the order of Rs 20,000 crore. There has been some reduction in the navy’s percentage share, which is largely due to a slight skew caused by the increased revenue expenditure of the army, resulting from the implementation of the recommendations of the VI Central Pay Commission. It is anticipated that future allocations would gradually inch towards 20 per cent. As far as the navy’s capital to revenue ratio is concerned, we maintain it at a healthy figure of 60:40. As such, we have about Rs 12,000 crore for capital schemes, whilst some Rs 7800 crore, goes for revenue. Major schemes for the remaining portion of the 11th Plan-period concentrate upon three principal areas: aviation inductions and upgrades, inductions of surface and sub-surface combatants, and the induction of newer weapon-sensor and combat-management suites. Naturally, the growth in numbers and capabilities of our platforms requires a substantial investment in training, basing/berthing, and, maintenance infrastructure — such as the execution of the second phase of the new naval base at Karwar and the Indian Naval Academy at Ezhimala. All such infrastructure projects will draw generously from the funding-support available through the navy’s 11th Five-Year Plan.

On Naval Aviation

Upon completion of their refurbishment and modernisation in Russia, the remaining IL-38SD aircraft are expected to arrive by the end of the current calendar year. The Sea Dragon suite has now been fully validated in the country and we are very pleased with the enhanced capability that the suite provides. The development of maintenance-support infrastructure for our current and imminent aviation inductions (such as the IL-38 SD, the MiG 29K, etc) is progressing nicely, and is in conformity with the induction time-lines of these aircraft. Induction of the MiG 29Ks is expected to commence by the end of the current calendar year. Responses to the global RFPs issued in respect of the refurbishment and upgrade of our Kamov-28 ASW helicopters have been received and are presently under examination. The programme focuses upon the sensor-suite, the combat-management system, and all associated avionics.

On Submarines

Our submarine induction is proceeding in accordance with our 30-year induction plan. Insofar as the Scorpene Class is concerned, it needs to be clearly understood that the series-production of any major combatant needs to be viewed as a ‘project’ and it is the consolidated time-line of the ‘project’ as a whole that needs to be kept under review. It is always possible for one or another stage of a project to be delayed or even to be ahead of time, without the timeline of the project as a whole being severely affected. The construction of the six submarines of the Scorpene Class is a highly complex business. It involves, inter alia, trying to recover the myriad technical-skills that were lost when the government of the day decided to abandon the construction of the Type 209 submarines, the provision and assimilation of technical documentation and specific-to-type technical-training, the induction of capital items of machinery by the shipyard itself, and so on. Despite all this, the project is proceeding on schedule, which is a tribute to the managerial and technical skills of the Mazagon Docks Limited, DCNS of France, the Indian Navy, and, the constant support of the government. The Chairman and Managing Director of Mazagon Docks Limited has assured us — and your last issue carried his interview, if I am not mistaken — that the first submarine of the Scorpene Class is still slated to be delivered by end-2012. This date may well slip somewhat, but the project as a whole is very much expected to be completed in the designated time-frame — that is, by December 2017.

The delay will lead to some erosion of our submarine force levels, but the numbers are still adequate to take care of any situation. This is especially because most of our submarines have been modernised and upgraded in terms of their weapon-sensor suites as well as their crew-support systems. We are now approaching the stage when we need to open a second line of six conventionally-powered submarines, capable of Air Independent Propulsion. We are currently examining the responses received in respect to our global ‘Request For Information’ (RFI) and only once the initial inputs have been studied with the thoroughness that they deserve, will we issue the RFP.

On INS Vikramaditya

The final financial negotiations are currently underway. That apart, the completion of the refurbishment of Vikramaditya is a matter that is engaging the highest echelons of government in both Russia and India. As a consequence, the situation is far more encouraging than was the case earlier and progress is now discernible. Naturally, every effort continues to be made on both sides to minimise the delay. Work is now proceeding at the desired pace, with enhanced manpower having been assigned by the Russians to the project. We are working to a plan for her induction into the Indian Navy by 2012. Training of dockyard and shore-maintenance personnel is in hand and is in conformity with the progress of the ship’s refit.

On Maritime Capability Perspective Plan

The navy’s Maritime Capability Perspective Plan is a dynamic document that remains responsive to the changes occurring in our regional security environment. We have been progressing on our capability-based inductions in accordance with this plan, and it is very much on schedule. It is true that the order books of indigenous Public Sector Undertaking (PSU) shipyards are full, and this is a very good thing. However, the shortfall in terms of overall ‘capacity’ is a serious and very real issue, which is being tackled at a number of levels. For one thing, the numbers of PSU shipyards are being increased so as to provide for enhanced capacity. You are aware that the Hindustan Shipyard Ltd at Visakhapatnam is being brought into the fold of defence PSU shipyards and this will certainly help. For another, all our defence PSU shipyards are developing enhanced capacity by way of expansion or by way of tie-ups with smaller, private-sector shipyards, through the maturing of public-private partnerships. For instance, MDL has acquired additional land by way of the Alcock Yard and is in the process of leasing a 20-acre shipyard-plot in Nhava (across the harbour) from ONGC. Also, there are increasing capacities being created in private-sector shipyards as well. Thus, apart from the many tugs, yard-craft and auxiliaries that are now being routinely ordered from private Indian shipyards, we have six survey ships being built by Alcock Ashdown Gujarat Ltd (AAGL).

The private sector too, is moving-in strongly to fill the capacity-demand gap. Examples would include L&T in Surat, ABG Shipyard in Dahej, and Pipavav Shipyard in Pipavav. It is particularly encouraging to see that these ‘green-field’ yards are not limited to a single geographical area of the country. For example, quite apart from the exciting developments in Gujarat, Bharti Shipyard, and now L&T as well, have plans to develop or expand shipyards in Tamil Nadu. For the immediate present, however, it is true that we have to deal with a capacity-shortfall. This is why we still have five to six ships being constructed or refurbished in shipyards abroad. This number includes the Vikramaditya and the three follow-on frigates of the Talwar Class, all of which are being built or refitted in Russia, and two replenishment tankers being built by M/s Fincantieri of Italy.

Oi Mate !

Some of that aid went back to Britain with the Hawk trainers deal ay?
Ye’ forget that too !!

Yay Yay Yay ya Brits.. Always forgetful

Dandpatta

It would appear that India is doing a good job of spending the £1 billion in ‘aid’ that the UK provides every year.

That money would buy a lot of kit for our troops currently fighting and dying in Afghanistan.

Interview of Russia’s ambassador to India.

‘More upgrades will hike the Gorshkov’s price’

A consummate Russian diplomat, Vyacheslav Trubnikov is returning home this week after having served as serving as Russia’s ambassador to India for nearly five years. The period has seen several highs and lows in the bilateral relationship, including the building of the first civil nuclear power plants by Russia and nagging problems over defence spares and equipment. Edited excerpts from an interview with Jyoti Malhotra.

So we take each other for granted?

——- snip ———

I watched the launch of India’s first nuclear submarine at Vishakapatnam on July 26, and do you know about the design of this submarine? It is the Akula (the Russian submarine).

Harpreet commendable job , your Arhiant CGI is the closest to the real thing I have been told 😎

Thanks, as of now my effort is to build objects as detailed and accurate as possible. Once more information becomes available and ATV is displayed I will be able to quickly alter specifications and features where required.
Here is another update of Arihant with triple tube silo.

Silo diagram from Trishul blog.

Harpreet commendable job , your Arhiant CGI is the closest to the real thing I have been told 😎

ATV & Scorpene

This may surprise some of you but the SSBN most dissimilar to Arihant is the Borei-class. Thats because it has a design only a very large SSBN can have. Essentially it doesn’t have a hump to hold silos but only a flat top that does not rise significantly above the hull. This is because it’s hull is big enough to hold SLBM silos completely within.
I think ATV is much closer to Yankee class, though smaller.

Meanwhile I have put ATV & Scorpene together to give a size comparison. Both sub types are to be inducted into Indian Navy.

Not an expert but looks like Borei’s little brother 😎

Seems like the Yasen too! But definitely has a Borei function and hump. Kind of mixing the two? INteresting for sure.

USS>

I have updated my illustration of Arihant. I would really like to hear from someone who may have witnessed Arihant launch ceremony.

Not an expert but looks like Borei’s little brother 😎

My ATV illustration

I have updated my illustration of Arihant. I would really like to hear from someone who may have witnessed Arihant launch ceremony.

In comparison with the illustrations above, the torpedo tubes should be in the lower hull and more on the flanks than on the bow (in which there is a spherical sonar).

The positioning of the torpedo tubes is based on the sketch of the real thing done by India Today’s Sandeep Unnithan who was present at the launch ceremony.

This is my last iteration for the day based on inputs from this article. Hope you like it.

In comparison with the illustrations above, the torpedo tubes should be in the lower hull and more on the flanks than on the bow (in which there is a spherical sonar).

ATV speculation 4

This is my last iteration for the day based on inputs from this article. Hope you like it.

ATV Illustration

Based on inputs from Shiv Aroor’s blog I am trying to render an illustration of the ATV. This is my latest iteration . It is based on dimensions having length 111m and dia 11m.
If anyone has been fortunate enough to see the real thing kindly help me with your inputs. I will appreciate if anyone can point to discrepencies in this design. I will update and upload further iterations accordingly.

RPK-8 Antisubmarine MRLS is designed for protection of the surface ships against submarines as well as for destruction of the ship attacking torpedoes and underwater saboteurs.
RPK-8 MRLS is comprised also of:
– Loading, feeding and storage device intended for storage of the rockets in the lower compartment, their transportation to the hoist, lifting and loading into the launcher. Overall conveyor capacity – 60. The launcher loading is automatic.
– Fire control equipment, comprising of:
1. Command unit with control system, computer and monitor.
2. Unit for data output and input to the Rocket Launcher.
Dangerous zones unit to ensure the locking of the acting decoys in the dangerous zones. Weight of the Fire control equipment is 180 kg.
http://www.splav.org/en/arms/rpk/index.asp#rpk1

RBU-6000 Depth Charge Rocket Launcher ensures salvo and a single-shot firing of the 90R antisubmarine rockets and RGB-60 depth rocket bombs.
http://www.splav.org/en/arms/rpk/pu.asp

90R Antisubmarine rocket is intended for the homing underwater gravitational projectile delivery to the submarine location point. It can also be used as an anti-torpedo and anti-sabotage weapon. The antisubmarine rocket consists of a propulsion section, a warhead with a separation system and a gravitational underwater projectile.
http://www.splav.org/en/arms/rpk/missiles.asp

Thank you, you two….

Yes RBU-6000 ASW Rocket link , the IN seems to like them and is seen on all older and newer ships.

Those are the ubiquitious RBU ASW rocket launchers. They rotate upright for reloading from a magazine below deck, I think.

Can anyone explain the structures inside the circle in the following two images.

[ATTACH]175192[/ATTACH]
[ATTACH]175193[/ATTACH]

Images from
http://ajaishukla.blogspot.com/2009/07/project-17-all-seven-new-stealth.html

One thing I do not understand is why have 2 more submarines of this class if we are supposed to progress to an ssbn line AND an ssn line.

OR

I would have thought that these 3 vessels would initially serve for the nuclear deterrence role and would then hand over that to the SSBN class while themselves being modified for SSGN role.

Since Arihant is designed to carry 12 K-15, can’t it be modified to carry 12 anti-ship cruise missiles in vls cells??
Soviet Union did have the Yankee class test-bed for SS-NX-24 cruise missiles.

So, having 3 Arihant class and then an SSBN line and then an SSN line, does not actually make sense to me.

Regards,
Ashish.