SP's Naval Forces June-July 2010

June-July l 2010

SP’s

Volume 5 No 3

AN SP GUIDE

rs 100.00 (india-based buyer only)

P U B L I C AT I O N

ROUNDUP

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STOP PRESS

A Global Concern

The country’s first naval variant of Light Combat Aircraft, the LCA (Navy) Trainer Naval Project (NP)–1 was rolled out by the Defence Minister A.K. Antony from HAL Aircraft Research and Design Centre at a glittering function in Bengaluru on July 6, 2010. The Chief of Naval Staff Admiral Nirmal Verma, Secretary Defence Production R.K. Singh, Scientific Adviser to the Defence Minister, Dr. V.K. Saraswat, HAL Chairman Ashok Nayak, Director Aeronautical Development Agency P.S. Subramanyam were present on the occasion. The Defence Minister described the development as a ‘defining and memorable event’ for the nation.

India, in cooperation with its allies and friends around the world, will have to work to ensure that lawful private and public activities in the maritime domain are protected against attack by hostile exploitations Cdr Sandeep Dewan

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Around the Sea

TeTe-e-TeTe

A report on Commander Dilip Donde’s successful completion of the first solo circumnavigation by an Indian

‘Cooperation and interaction in the maritime domain will continue to be an important aspect of IN’s vision’

Rear Admiral (Retd) Sushil Ramsay

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Stealthy Ships

The scope of accessing technologies from the western world, so far denied to India, is witnessing an upward swing Rear Admiral (Retd) Sushil Ramsay

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Mine Warfare Once the nuances of conventional mine warfare and countermine warfare are understood, it would be possible to extrapolate the scenarios and arrive at some likely threats from the sea mine when used as a weapon for terror

Commodore (Retd) C.P. Srivastava

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Commanders’ Meet Chief of the Naval Staff Admiral Nirmal Verma presided over the Navy Commanders’ Conference in New Delhi recently Rear Admiral (Retd) Sushil Ramsay

PLUS Interview with Loic Piedevache Country Head, MBDA Group Tech Watch First

NAvAL vARIANT OF LCA ROLLS OUT

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PhotograPh: abhishek / sP guide Pubns

Chief of Naval Staff Admiral Nirmal Verma, in an interaction with SP’s Naval Forces, throws light on the security measures to deal with the growing incidents of piracy. Browse through the second instalment of the interview to know his vision on empowering IN with suitable capabilities. SP Guide Publications (SP’s): Despite well-coordinated surveillance and vigil by various navies, including the Indian Navy (IN), incidents of piracy off the coast of Somalia and in the Gulf of Aden have continued unabated. What in your view should be the security construct to deal with this kind of menace? Chief of the Naval Staff (CNS): Piracy off the coast of Somalia has grown steadily over the years and has now assumed very serious proportions. The number of piracy incidents reported so far in 2009 has surpassed the total reported in 2008. As per the IMB annual piracy report of 2009, the number of attacks reported in 2009 around Somalia, Seychelles and off the Oman coast is over 200. Of these, 47 resulted in hijacking of vessels. To protect Indian flagged ships and Indian citizens employed in seafaring duties, the Indian Navy commenced anti-piracy patrols in the Gulf of Aden from October 23, 2009. A total of 17 IN ships have been deployed there since October 2008. Each deployment has been for a period of 35-40 days. In addition to escorting Indian flag ships, ships of other flags have also been escorted. Merchant ships, irrespective of their flag, are currently being escorted along the entire length of 490 nm long and

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Chief of Naval Staff Admiral Nirmal Verma, in an interaction with SP’s naval Forces, threw light on the Indian Navy’s role in nation-building. This issue of SP’s naval Forces starts with Admiral Verma touching upon a number of subjects including anti-piracy measures, Indian Ocean Naval Symposium 2010 held at Abu Dhabi with the theme, “Together, for the reinforcement of the maritime security in the Indian Ocean,” networkcentric operations, etc. The article is on mine warfare where the author traces the evolution of naval mine warfare, its technology and employment in less than war situations, thereby having a direct impact on coastal defence and homeland security. The other affected areas could be ports, channels, offshore assets, riverine and inland waterways, among others.

With terrorism raising its ugly head, maritime domain’s awareness is of primary importance. An article on the subject has been included where the author brings out the challenges faced by the naval forces as well as the coast guard, resources required and suggests an organisation which can provide foolproof maritime domain awareness. India got its indigenous stealth frigate INS Shivalik, which was commissioned by Defence Minister A.K. Antony at Naval Dockyard, Mumbai in April. Under Project 17/17A, the Indian Navy is likely to acquire a total of 10 stealth frigates. It was thus appropriate to include an insight into stealth technology and what is involved in the construction of a stealth ship. And then, there is a write-up on the Navy Commander’s Conference held during May, a

report with some interesting images of Commander Dilip Donde’s solo circumnavigation in 277 days on Indian Naval Sailing Vessel Mhadei, and the usual News Digest. The new look and feel of the magazine reflects our endeavour to keep up with the dyanamics of the market. Hope our valuable readers will appreciate this effort.

Jayant BaranwaL Publisher & Editor-in-Chief

PhotograPhs: indian Navy / Pib

objectives and to build bridges of friendship. The constabulary role would range from low intensity maritime operation to maintaining good order at sea. These include aspects of coastal security in coordination with other agencies of the government. Our benign role includes tasks such as humanitarian aid, disaster relief, search and rescue, etc.

Interview with CNS continued

20 nm wide internationally recommended transit corridor that has been promulgated for use by all merchant vessels. This arrangement has been working satisfactorily and 834 ships (111 Indian flagged and 723 foreign flagged from 47 different countries) have been escorted by IN Ships in the Gulf of Aden since October 2008. Navies at sea are only dealing with the symptoms of misgovernance in Somalia. Stability and effective governance in Somalia are required in order to control piracy at sea off the coast of Somalia.

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SP’s: Network-centric operations have acquired global prominence. What is your vision on empowering IN with suitable capabilities in this emerging field of force multipliers? CNS: Network-centric operations enable sharing information on real-time basis between widely dispersed forces and diverse platforms, in order to enhance battlefield transparency. Typically, a networked environment comprises three grids. The first is the sensor grid that collates information from multiple sensors and helps generate a common operational picture and therefore shared awareness of the battlespace. The second, namely information grid, enables exchange or dissemination of information such as operational status, information for logistics, and personnel management. The third grid is the weapon grid, which enables integration of multiple weapon systems in a force so as to optimise ordnance delivery on selected targets. These three grids together provide the foundation for efficient and effective maritime operations. The IN has already developed these grids through in-house efforts. These are being periodically upgraded through software and hardware modifications by harnessing technological changes. The vision of the Navy is to have net-centric capabilities for all our platforms in the shortest timeframe. Suitable projects have been formulated to achieve this capability. SP’s: India’s profile as an emerging global power of the 21st century has received major recognition worldwide through phenomenal economic growth and resilience shown in braving through the recent global economic downturn. What role would you ascribe to the Navy in nation-building and its emergence as the ambassador of resurgent India? CNS: The importance of the seas to India and the dynamics of the Indian Ocean Region (IOR) maritime environment predicate the maintenance of stability, security and safety at sea. This would enable use of the seas to boost economic development and ensure the well-being of our people. Absence of requisite levels of security would be detrimental to the maritime environment and all activities therein, including maritime trade, shipping, fishing, resource extraction, offshore development, and growth of coastal infrastructure.

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SP’s: What are the maritime security imperatives for India in the context of the emerging maritime prowess of China with its expanding reach into the IOR? CNS: China and India both have legitimate interests in ensuring the safety of the SLOC in any part of the oceans, as necessary, including the Indian Ocean, as most of their energy needs necessarily have to transit the Indian Ocean. We have sought to build a cooperative construct and over the past few years, interactions between the People’s Liberation Army (Navy) and the Indian Navy have reflected this change. In 2008, Admiral Wu Sheng Li, the PLA (Navy) Chief visited India that was reciprocated by a return visit by Admiral Sureesh Mehta in 2009. Our ships took part in the International Fleet Review at Qingdao in 2009. PLA (Navy) ships have visited Kochi. Recently, Indian naval officers from the Naval Higher Command Course visited China on a study tour. The IN is structured to have capabilities that seek to serve our national maritime interests in a complex environment.

‘Cooperation and interaction in the maritime domain will continue to be an important aspect of the IN’s vision for the future’

India is predominantly a maritime nation, with the economy critically dependent on the seas. More than 95 per cent of our trade by volume and 70 per cent by value are transported over the seas. For a growing economy, these figures related to trade and commerce, are set to rise. Therefore, maintenance of stability, security and safety at sea in the IOR and ensuring that the sea lines of communication (SLOC) are open at all

times, would be our constant endeavour. In pursuit of our national interests, the IN envisages four distinct roles: military, diplomatic, constabulary, and benign. As a potent, versatile and flexible instrument of sovereign power, the Navy can be employed in a variety of situations, in a calibrated manner, to safeguard national interests and maritime security. Naval diplomacy entails the use of naval forces in support of our foreign policy

SP’s: Over the years, the IN has very successfully engaged in CBM with the navies of Southeast Asia and has earned professional respect within the region. What is your perspective of further consolidation and augment mutual cooperation and understanding? CNS: Our interactions with the navies of ASEAN (Association of Southeast Asian Nations) countries have led to immense mutual benefits over the years. The interactions began with the Republic of Singapore Navy and later expanded to include all other Southeast Asian navies. With some of the navies we have coordinated patrols every year. We also host Milan—a gathering of navies in the Andaman and Nicobar Islands once every two years. In fact, in the recently concluded Milan 2010 at Port Blair, where I participated for two days, 12 navies were present. Eight countries were represented by nine ships and others sent their delegations. As you are aware, the frequency of natural disasters in our region is very high. Thus, the humanitarian assistance and disaster relief workshop conducted in Port Blair helped us share the issues and solutions with each other. Many of the navies which come to Milan belong to ASEAN members. Our relationship with these navies is excellent and we benefit from each other’s professionalism and regional expertise. Our trade is interwoven with the well-being and prosperity of other countries. Thus, cooperation and interaction in the maritime domain will continue to be an important aspect of the IN’s vision for the future.

mArITIme ChAlleNGeS

Global Concern

iMage: UsCg, MDa

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India in cooperation with its allies and friends around the world will have to work to ensure that lawful private and public activities in the maritime domain are protected against attacks by criminals and other unlawful or hostile exploitations n COMMANDER SANDEEP DEWAN

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he maritime domain is defined as all areas and things of, on, under, relating to, adjacent to, or bordering on a sea, ocean, or other navigable waterways, including all maritime-related activities, infrastructure, people, cargo, and vessels and other conveyances. Maritime domain awareness (MDA) is defined as the effective understanding of anything associated with the maritime domain that could impact the security, safety, economy or environment. MDA is all about generating actionable intelligence, the cornerstone of successful counter-terrorist and maritime law enforcement operations. The challenges facing Naval and Coast Guard forces have changed dramatically over the past decade and made the future security environment increasingly complicated and uncertain. This new environment highlighted by the events of September 11, 2001, and November 26, 2008, show that the terrorists will continue to exploit access to the open society, economy and commercial systems to bring about damaging and potentially catastrophic effects on any country or its people. India’s geographical location places it in a complex maritime environment. The sea areas around India are one of the busiest waterways of the world, with over one lakh ships transiting the shipping lanes adjoining its coast every year. The Strait of Malacca alone accounts for nearly 60,000 ships annually. These ships that pass through various international straits and choke points bordering the Indian Ocean Rim (IOR), carry nearly 75 per cent of the world’s maritime trade and half the world’s daily oil consumption. About 95 per cent by volume and 70 per cent by value of India’s external trade is carried by sea. With a more globally connected economy and India’s continued reliance on the global maritime environment

for trade and commerce, ensuring a safe and secure maritime environment is critical to national security and economic well-being. To counter the multitude of threats presented by these conditions, India needs to deny its adversaries the use and exploitation of the maritime environment, including its transportation systems. The first step towards enhancing maritime security is achieving increased awareness of activities in the maritime domain. The Indian Navy (IN), with its significant maritime intelligence, collection, fusion and dissemination capabilities, has been designated the lead agency in execution of MDA operations. The IN would be responsible for developing MDA and orchestrating the process by which information is collated, monitored, analysed and shared with other government agencies and maritime stakeholders. Sharing information is absolutely essential if this growing network is to effectively detect, identify and track the most dangerous threats, including terrorists, weapons of mass destruction, narcotics, piracy, mass migrations, and arms traffickers. Awareness generated through information sharing will enhance understanding of the global maritime environment, including adjacent ungoverned areas in which terrorists operate, thereby providing opportunities to deal with threats as far away from the Indian borders as possible. Specifically, the IN needs to continue to employ a layered approach to maritime domain awareness, using complementary systems to increase overall capability. The IN also needs to accelerate deployment of a netcentric tactical system that enables sharing of situation data and services across multiple agency and department domains including the Indian Coast Guard systems. Towards achieving MDA, the need is to continuously evaluate the data received from multiple sources including, but certainly not limited to position reports, radar

tracks, automatic identification system (AIS) and long-range identification and tracking (LRIT) positions, and other external and internally collected data feeds, to correlate, detect, classify and identify vessels at sea. The correlation capability in the IN’s merchant ships information system (MSIS) provides a comprehensive display of tracks which is a vital piece of the Navy’s maritime domain awareness capability, a capability that needs to be shared with the Indian Coast Guard and other states and national security partners. AIS, a mandatory fit on ships above 300 GRT provides position updates and other information about the host ship to other ships in the vicinity and to coastal stations automatically. An AIS network that combines the VHF and space segments can provide comprehensive coverage and significant benefits in navigational safety, maritime security, search and rescue and a host of other infringements in the maritime environment. However, primarily being an aid to navigation, the system is prone to data manipulation and spoofing. LRIT, an International Maritime Organisation mandated system, is aimed at enhancing maritime security by automatically providing transmissions of the ship’s identity and position at sea to shore based contracted vessel monitoring stations of the related flag, port, coastal and SAR states. The data provided by marine-band radio broadcast, AIS is complementary to the data provided by secure transmissions from nearglobal coverage of satellite relayed LRIT, so that one can be utilised to verify the other. Such correlation leads to a vessel track with a higher integrity. By having both the data sources, the IN will be better equipped to detect anomalies and improve overall MDA. Other techniques like port-level tactical radar and camera coverage can increase the IN’s ability to track small vessels, while the other law enforcement information

and intelligence gathering can assist in detecting and mitigating threats to India’s maritime security. Maritime threats, including piracy and the potential use of small vessels can be mitigated through greater MDA. It is the IN’s responsibility to use all available means of information to achieve that goal and the IN is doing so at the best possible pace. The Illustration on top of this page overlays two satellite grabs depicting (total vessel count 11,928 ships and ocean-going crafts transiting around the globe at any given moment. This is the enormity of the situation and the required information affecting the MDA of the concerned coastal states. The IN, with its present connectivity maintains a near real-time MDA plot at all maritime operation centres (MOCs) enabling exchange of positional awareness and networking sensor information of assets. This is achieved through all available means, including satellite inputs, port stations, integral/shore-based aircraft, helicopters, unmanned aerial vehicles, coastal radars, human intelligence as also inputs from open sources like vessel monitoring and port websites and data bases. In the short-term, the IN intends to achieve a satellite-based comprehensive communications capability in the IOR. In the long-term, an all-encompassing surveillance and communications capability will be achieved through a constellation of satellites. The IN through its well-defined and proactive approach will very soon enhance its ability to: l Maintain a network of unclassified regional-based maritime information which net-centrically integrates regional maritime situation awareness into the global maritime situation awareness. l Establish an institution of cooperation/coordination for broadcast of vessel position. l Improve threat awareness and alert maritime partners of suspicious behaviour and potential threats. l Secure India from any maritime attack by detecting, confronting and neutralising any sea-borne threat. l Secure strategic access and retain global freedom of action by ensuring that areas of interest, lines of communication and the global commons remain accessible to all. l Strengthen existing and emerging alliances and partnerships to address common maritime challenges. The importance of MDA has been aptly summed up by Admiral Walter Doran, former Commander, US Pacific Fleet. “Our goal is to gain increased information sharing and enhanced situational awareness in order to facilitate international cooperation to improve security and cue effective threat responses. Development and fielding of MDA tools and applications will be central to this effort,” he said. The security of the maritime domain is a global issue. India, in cooperation with its allies and friends around the world, will have to work to ensure that lawful private and public activities in the maritime domain are protected against attacks by criminals and other unlawful or hostile exploitations. The author is currently a research scholar at United Services Institute, New Delhi

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Around the

Sea

Commander Dilip Donde stood his solitary watch aboard the Mhadei day after day and night after night, as she was tossed by seas and continually threatened by the keening-wind, blowing unhindered by natural or man-made obstacles, across hundreds of miles of oceanic expanse

PhotograPhs: indian Navy

vice President Hamid M. Ansari shaking hands with Cdr Donde

n REAR ADMIRAL (RETD) SUSHIL RAMSAY

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n May 22, 2010, Indian naval sailing vessel, Mhadei, was ceremoniously escorted into her home port Mumbai by a fast attack craft, speed boats and two tugs showering water cannons, after successfully completing the first solo circumnavigation by an Indian. Mhadei clocked 277 days to complete the exercise code named Sagar Parikrama and was ably skippered by vintage yachtsman Commander Dilip Donde of the Indian Navy. To witness the historic event and honour a unique maritime adventure Vice President of India Hamid M. Ansari, Chief of the Naval Staff, Flag Officer Commanding-in-Chief, Western Naval Command and Vice Admiral (Retd) M.P. Awati gathered along with family members of the skipper. A naval helicopter showered petals on Mhadei and coloured flares were fired as all naval ships in harbour sounded their sirens to welcome home, Cdr Donde and the Mhadei. Conforming to naval tradition all ships in harbour hoisted on their yardarm flag with “Welcome Mhadei” inscribed on it. Steadily approaching the same berth from where he had set sail on this epic voyage on August 19, 2009, Cdr Donde, and the Mhadei on their return from the epic voyage around the globe, brought home, not the plunder of the world, but priceless gifts instead—the gift of narration of the delights of distant shore—the gift of pride in the fact that an Indian-built boat with an Indian skipper has achieved this great feat to global acclaim. “Perhaps the most valuable gift of all is the reaffirmation of the triumph of the human spirit and the inspiration that we can all draw from this manifestation of grit and determination,”

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Mhadei proudly flying Indian Tri-colour as she crosses finishing line

according to the Indian Navy press release. During Sagar Parikrama, Mhadei accomplished all of the officially prescribed stringent tests for a successful circumnavigation under sail. Mhadei commenced and ended her solo voyage in the same port, crossed all

the meridians at least once, and the equator at least twice and the distance covered by her was more than the length of a meridian (21,600 nautical miles or 40,000 km), she did not pass through any canals or straits where the use of engines/towing would be un-

avoidable and she rounded the three Great Capes—the Cape Lleeuwin (Australia), Cape Horn (South America) and the Cape of Good Hope (Africa). The tale of the Mhadei is peppered by many firsts and promises—rich pickings for any raconteur worth his salt. The solocircumnavigation voyage is the first by an Indian citizen sailing aboard an indigenouslybuilt boat—a first for the Indian Navy, the proud sponsor of the expedition (having already sent expeditions to the North and South Poles)—a first for former Vice Admiral Manohar Awati, a legend in his own right, who midwifed the Mhadei as it underwent her birthpangs at Goa, and a first for the Indian firm Aquarius Fibreglass of Goa, which built the Mhadei on the Tonga 56 design drawn from the globally renowned Dutch Yacht-design House, Van de Stadt. But for all that, even this heroic achievement-from its grand flagging off by former Naval Chief Admiral Sureesh Mehta to its momentous reception by Vice President Hamid M. Ansari along with the Chief of the Naval Staff Admiral Nirmal Verma remains a component of the time-space continuum that characterises the Indian Navy, as it continues its process of ‘tacking to the blue waters’, in constant affirmation of the ageold seafaring traditions that have been part and parcel of India’s hoary history—both recorded and legendary. The succeeding paragraphs unfold the unparallel challenges and vagaries of the voyage as recorded by the Indian Navy officials. True to form, as the voyage progressed, Cdr Donde stood his solitary watch aboard the Mhadei day after day and night after night, as she was tossed by mountainous seas and continually threatened by the keening-wind, blowing unhindered by natural or man-made obstacles, across hundreds of miles of oceanic expanse. Rough seas were the norm for much of the voyage, punctuated by short bursts of balmy weather, complete with azure blue skies and the playful lapping of the waves against the hull of the Mhadei. What makes this feat even more admirable is that during the circumnavigation, the Mhadei made only four stops—Fremantle (Australia) Christchurch (New Zealand), Port Stanley (Falkland Islands) and Cape Town (South Africa). The Mhadei made her first land-fall at the legacy rich port city of Fremantle, Australia on September 24, 2009, having traversed 5,300 nautical miles (9,800 km), 36 days out of Mumbai. She was warmly received by the Royal Australian Navy and representatives of Fremantle Sailing Club. On October 11, 2009, the Mhadei become the first Indian sailing vessel to take part in the Fremantle Sailing Club’s Opening Season event. Having traversed 3,200 nautical miles (5,929 km) after crossing the Great Australian Bight and the Tasman Sea, Mhadei arrived at Lyttelton, the Port of Christchurch, New Zealand on November 21, 2009, 20 days out of Fremantle. Much like the experience at Fremantle, the skipper and his yacht were warmly received and extended every courtesy by their Lyttelton hosts—a fact acknowledged and recorded by the skipper in his much-followed blog. For those who do not believe in coincidences, the Mhadei sailed from Lyttelton at 12 noon on the 12th day of the 12th month,

S A G A r PA r I k r A m A  Mhadei crossing finishing line adjacent to INS Delhi

SNAPShOTS

US CNS Gary Roughead in India GOA, India (April 14, 2010): Chief of Naval Operations (CNO) Admiral Gary Roughead during his visit to INS Hansa in Goa

on February12, 2010, and braving the Roaring Forties. The Mhadei reached the Cape Town, South Africa, at about 10.30 on the sunny morning of February 25, 2010, 24 days out of Port Stanley. Upon arrival at Cape Town, the Mhadei was given a warm welcome by the South African Navy and the Cape Towners, while being admired by many visitors, including a raft of sea lions, and Phoenicia, a sailing vessel seeking to replicate the circumnavigation of Africa by Phoenician sailing vessels in 600 BC. By now, the brave Mhadei was just a year old, and had already traversed nearly 23,000 nautical miles (42,600 km) during her short life. Having effected minor repairs and taken some well-deserved rest, Cdr Donde finally left Cape Town at 10.30 in the morning on April 3, 2010, bound for home—Mumbai. During the home stretch, she traversed 6,500 nautical miles (12,000 km) from 40 degrees South latitude to 20 degrees North latitude braving the Roaring Forties, the Doldrums, Cape of Good Hope, Gales, Trade Winds, the monsoon, and keeping an eye open for any pirates operating along the route. Thus ended the story of an epic solo voyage so bravely charted by indomitable Dilip Donde and his yacht the Mhadei. Befitting the achievement, the entire naval fraternity, Mumbaikars and the members of media arose in unison to accord a rousing welcome to the brave sailor.

Admiral Gary Roughead signing the visitor’s book of Flag Officer Commanding-in-Chief of Soutern Naval Command

PhotograPhs: U.s. Navy photo/tiffini Jones Vanderwyst

exactly 12 months after she was floated in her namesake river in India, and was once again seen off by Admiral (Retd) Sureesh Mehta in his new avatar as India’s High Commissioner to New Zealand. The Mhadei entered Port Stanley, the capital of the Falkland Islands at 11 on the chilly morning of January 16, 2010, 34 days out of Lyttelton, New Zealand. The Mhadei traversed 5,000 nautical miles (9,000 km), braved torrid gales in the South Pacific and bone numbing cold, the Fearsome Fifties and finally emerged to a truly heartwarming reception at the distant outpost of England. Despite the sparse population of the Falklands (2,000), there was a Royal Navy Type 42 Destroyer, and an armada of 12 boats (comprising three sailing yachts and a kayak)—the enthusiasm was so high that islanders without yachts or boats rode up on horseback and took up vantage positions on hillocks overlooking the entrance to welcome the Mhadei. Seeing this, Cdr Donde sailed her along the Stanley Waterfront, eliciting a warm response from the islanders. After spending 10 busy days carrying out local repairs and hoisting the Tricolour 13,000 km away from home on January 26, 2010, the Mhadei sailed from Port Stanley on February1, 2010. Having traversed 3,600 nautical miles (6,666 km), the Mhadei crossed the Prime Meridian, celebrating the ship’s anniversary

India and Oman to Step Up Cooperation in Maritime Security

ships of other flags have also been escorted. “We are cooperating with other navies deployed in this area by way of information sharing and have been participating in the Shared Awareness and De-Cofliction (SHADE) Meetings since April 2009,” he said. The two sides also discussed a num-

ber of bilateral and regional issues. Referring to Afghanistan, Antony said, “We have a common aim in Afghanistan and that is to ensure that it does not become a base of safe haven for terrorists again. We want a stable, moderate, unified and democratic Afghanistan.” He added that New Delhi’s efforts in Afghanistan are focussed

on economic and social development activities. “We intend to continue such activities even though we have lost personnel and have suffered attacks on our Embassy in Kabul,” he said. Antony expressed satisfaction at the existing defence cooperation between the two countries which is characterised by high level visit exchanges, training, regular bilateral exercises between the two navies and ship visits. In this connection, he recalled the first ever air exercise ‘Eastern Bridge’ in October 2009. Royal Air Force of Oman pilots have attended the Jaguar Simulator training in India in the past and similar training is planned this year also. “We have laid the foundation and should now work towards adding more content to our defence cooperation,” he said. Antony invited his counterpart to attend Aero-India in February 2011. Antony also called on the Sultan of Oman who is also the Supreme Commander of the Armed Forces and Prime Minister Qaboos bin Said bin Thaimour Al Said. The Indian delegation included Defence Secretary Pradeep Kumar, Indian Ambassador to Oman Anil Wadhwa, CISC Air Marshal S.C. Mukul, DGMF Lt General Dalip Bhardwaj, Air Marshal A. Raha and Rear Admiral L.V.S. Babu.

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efence Minister A.K. Antony was on a two-day visit to Oman. During the bilateral discussions between Defence Minister Antony and his Oman counterpart Sayyid Badr bin Saud bin Harib Al Busaidi at Muscat it was decided to accelerate their cooperation in maritime security and regional security issues. This is the first ever visit of India’s Defence Minister to West Asia. Speaking at the meeting, he said that maritime security is one of the issues that are causing concern to countries around the world. After the Mumbai terror attacks in November 2008, issues of maritime security have emerged as a major aspect of India’s security concerns. “Maritime security has also become a global concern due to the pirate attacks in the Gulf of Aden. Piracy off the coast of Somalia has been growing over the years and has now assumed alarming proportions,” he said. Giving details of the measures taken by New Delhi, the Defence Minister said that to protect Indian flag ships and Indian citzens employed in seafaring duties, Indian Navy had commenced anti-piracy patrols in the Gulf of Aden from October 2008. A total of 16 Indian Navy ships have been deployed in the Gulf of Aden since. In addition to escorting Indian flag ships,

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Stealthy

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PhotograPh: indian Navy

The scope of accessing technologies from the western world, so far denied to India, is witnessing an upward swing

Shivalik during sea acceptance trials

n REAR ADMIRAL (RETD) SUSHIL RAMSAY

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lowing from India’s Maritime Military Doctrine, the Maritime Capability Perspective Plan (MCPP) has adopted a de novo approach to force development for the Indian Navy (IN) with emphasis on capability buildup rather than numbers which has been adequately enunciated in the maritime strategy as well. This philosophy was re-emphasised by the Chief of the Naval Staff, Admiral Nirmal Verma during a recent press conference as he confirmed that the IN’s perspective planning in terms of force levels is now driven by a conceptual shift from number of platforms i.e., from the old bean-counting philosophy to one that focusses on creation of capabilities. The MCPP is the IN’s roadmap for capabilities based force development over the three plan periods between 2005 and 2022 to meet contemporary and future challenges. Commissioning of stealth frigate INS Shivalik on April 29 was a major milestone in that direction.

Stealth technology Stealth technology in naval ship design and construction is used to ensure that ships evade detection by a host of detection devices such as radars, visual, sonar, and infrared. Genesis of technology for naval ships has linkages with successful development of stealth aircraft technology. Additionally, decades of research and development efforts in surface ship design and construction such as wake, acoustic signature, hull vibration and radar cross section (RCS) reduction techniques, etc., have been successfully dovetailed in stealth technology design for naval ships. Low observable technology is a precursor to stealth technology globally employed over past several decades in naval tactics besides passive electronic countermeasures which make the aircraft, ships and submarines less visible to radar, infrared, sonar and other detection devices.

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During the Cold War era, the US launched its first mission to develop a device to prevent Soviet Union radars to track down its U-2 spy planes. However, this proved unsuccessful in 1958 with the shooting down of a U-2 spy plane. Innovative changes in aircraft design were contemplated to deflect electromagnetic waves from radar transmissions to reduce chances of detection of own aircraft. Simultaneously, research efforts were concentrated in developing special absorbent material for use on the aircraft to effectively absorb radar transmissions to reduce detection chances. Pioneering achievements such as these have aided development of stealth technology as witnessed now. Encouraged by outstanding success of stealth technology, there is an increasing shift towards it in the design concepts of surface ships, submarines and aircraft. Going by its emerging prominence, stealth technology has been successfully adopted in design concepts by several navies of the world, leading among them being the Swedish Visby class corvette, the Dutch Zeven Provinciën class frigate, the Turkish Milgem corvette, the Norwegian Skjold class patrol boat, the French La Fayette class frigate, the Chinese Houbei class missile boat and Type 054 frigate, the German MEKO ships Braunschweig class corvettes and Sachsen class frigates, the Indian Talwar and Shivalik classes of frigates, the Singaporean Formidable class frigate, the British Type 45 destroyer, the US Navy’s

The first indigenous ships to contain signature reduction features belong to Kolkata class guided-missile destroyers under Project 15A

Zumwalt class destroyer and Finnish Hamina class missile boats. Stealth features built into design of Visby class corvette makes it capable of eluding visual detection, radar detection, acoustic and infra-red detection. The ship’s surface is built by using carbon fibre reinforced plastic (FRP). Avoidance of right angles in the design results in a smaller radar signature, reducing the ship’s detection considerably. In the case of design of Britain’s Type 45 anti-air warfare destroyer, it is primarily based on the concept of Visby class, the major deviation being use of steel for hull instead of carbon FRP. In the US, initial efforts in developing stealth design were based on tumblehome and Swath features in the Sea Shadow. Gradually, stealth technology, somewhat similar to German concept was extended to Arleigh Burke class destroyer. The US Navy’s Zumwalt class of destroyers also recognised as DD(X) have now emerged as the latest US stealth ships. The philosophy of stealth is to deny hostile forces any clue of the presence of friendly forces. The concept of camouflage and concealment by merging into the background visual clutter was the rudimentary initial attempt. Advances in detection and interception devices have posed serious challenges before the naval architects and ship designers reduce infrared signatures of the ships and submarines. Viable solution to the challenge emerged by integrating stealth features ab initio, at the design stage itself to reduce and control infra-red signatures. This has generated a totally new geometric look to the contours and design of hull, upper decks and superstructure of the stealth ships.

Stealth technology and the IN In the context of IN, the Talwar class of frigates designed and built by Russian design bureau and shipyard under project 1135.6 were the first to be inducted. This guided missile frigate is a modernised version of Russian Krivak III class frigates. The

ships inducted as a replacement of aging Leander class frigates have a displacement of 4,000 tonnes and speed of 30 knots and is capable of anti-submarine and anti-surface ship roles with Klub-N/3M54 missile system. Its stealth features include a special hull design, reduced RCS, electromagnetic, acoustic and infrared signatures. Besides Russian weapons and sensors, these ships have integrated quite a few indigenous systems, including the sonar suite and complete communication equipment. These ships commissioned as IN Ships Talwar, Trishul and Tabar have performed commendably for the IN and earned accolades the world over. Encouraged by the potency and capability of these stealth ships, the Indian government has contracted three additional ships to be built at Yantar Shipyard in Kaliningrad. The delivery of first ship is scheduled in April 2011. These are upgraded version of Talwar class and BrahMos supersonic anti-ship cruise missile has been installed instead of the Russian missile system. The three ships will be commissioned as IN Ships Teg, Tarkash and Trikhand. The first indigenous ships to contain signature reduction features belong to Kolkata class guided-missile destroyers under Project 15A. Three ships of the class are being built at the premier defence shipyard Mazagon Dock Limited (MDL). The first ship is expected to be commissioned in 2012. This is first conceptual design with stealth features embedded into it to be designed by the Directorate General of Naval Design (Surface Ships Group) of the IN. Project 15A ships are follow-on of earlier Delhi class with major advanced package of weapons and sensors. Indigenously developed and built systems incorporated into the project are Hull Mounted Sonar Array-New Generation (HUMSA-NG) and Nagin active towed array sonar. In addition, the ships will have BrahMos cruise missiles and the Indo-Israeli

TeChNOlOGY PhotograPhs: indian Navy / ajay shukla

long-range surface-to-air missile with a range of up to 70 km. Going by the successful progress and the potential of Project 15A ships, construction of four additional destroyers under Project 15B has been approved by the government. The ships under Project 15B have been designed with far greater changes in the superstructure and more advanced stealth features with better sound and infra-red suppression systems. These ships are designed to carry Nirbhay cruise missile of 1,000 km range, hypersonic BrahMos-II cruise missiles and extended range surface-to-air-missile (ER-SAM) with a range of 100 km.

and internal communication systems. The new total atmosphere control system for the ship’s air-conditioning and ventilation are different from earlier designs in terms of design concepts. The other Project 17A ships, INS Satpura and Sahyadri are likely to be commissioned by November 2010 and May 2011 respectively.

First stealth ASW corvette launched

Project 17 Project 17 ships are multi-role frigates with advanced stealth features, being built at MDL. The lead ship of the project INS Shivalik was commissioned by Defence Minister A.K. Antony at Naval Dockyard, Mumbai on April 29 this year. Rear Admiral K.N. Vaidhyanathan, Director General, Naval Design, stated, “INS Shivalik has the latest stealth features to outsmart the enemy with low radar cross section, be it of the hull, infrared or sound signatures.” Project 17 ships have been designed to be the mainstay of the frigates fleet of the IN for at least the next three to four decades. Under Project 17 and 17A, there is a plan to build a fleet of ten frigates in different phases. In Phase 1, IN Ships Shivalik, Satpura and Sahyadri are planned to be commissioned. Design features of balance seven frigates would be progressively updated to incorporate future advancements.

INS Shivalik The basic design of Shivalik class developed by the Directorate General of Naval Design (Surface Ships Group) had conceived 5,000tonne stealth frigates, incorporating advanced signature suppression and signature management features. The detailed design for the ship construction was developed by MDL. Although the order for the first three ships was placed in early 1999, its production could commence only two years later, owing to lack of inputs for the weapons suite, specification changes to the hull steel and delays in delivery of highstrength D-40S steel from Russia. In a major step towards self-reliance, DRDO and Steel Authority of India Limited (SAIL) indigenously designed and developed a special AB-grade steel required for the project and subsequent ship construction activities. Construction of the first ship of Project 17 commenced with plate cutting on December18, 2000. The keel was laid on July11, 2001, and the ship was launched on April 18, 2003. The ship was built through modular-construction in 172 modules. Commissioning of INS Shivalik was reportedly delayed by two-three months due to restrictions placed on General Electric from working on integration of the LM2500+ gas turbines of the ship, pending a review of all defence projects by the US administration. The ship has a displacement of 6,000 tonnes standard and 7,462 tonnes full load, length 142.5 metres, beam 16.9 metres and draught 4.5 metres. The propulsion system includes two Pielstic 16 PA6 STC diesel engines and two GE LM 2500+boost turbines in Combined Diesal or Gas Turbine (CODOG) configuration. Shivalik is capable of doing 32 knots and economic speed of 22 knots. Sensors and processing systems include one MR-760 Fregat M2EM 3-D radar, four MR-90 Orekh radars, one ELTA EL/M 2238 surveillance and threat alert radar (STAR), two ELTA EL/M2221 STGR (fire control radar), one BEL Aparna, HUMSA, ATAS/ Thales Sintra Towed Array system and BEL manufactured Ajanta provide electronic warfare suite. Weapon package of the ship comprise of OTO Melera 76mm SRGM, two AK 630

30mm guns, 32x Barak SAM, 9M317 (SA-N-12) SAM (total of 24 missiles), eight Klub/BrahMos cruise missiles, 90R missiles (ASW), DTA-53-956 torpedoes, Klub ASW missile and two RBU-6000 (RPK-8). The ship would carry two HAL manufactured Dhruv helicopters or Sea King Mk 42B. The main features of this project are its stealth characteristics and the land-attack capability. The ships incorporate structural, thermal and acoustic stealth features. Their stealth capability is provided through the

Indian Navy’s mission to steadily proceed on developing capability based force structure is evidently well on track

(Top to bottom) Defence Minister A.K. Antony unveiling Shivalik plaque; Commissioning Guard of Honour-INS Shivalik and details of the ship

incorporation of systems to minimise her signatures. These include an infra-red suppression system provided by Canada’s Davis Engineering. The acoustic and vibration signatures would be suppressed by use of noise and vibration-proof mounts and the design caters to the reduced radar cross section. The weapon package of the ship includes the Klub anti-ship and BrahMos supersonic cruise missiles. The ship is designed to use 10 gigabit LAN for their network. Fire control systems developed by DRDO and built by BEL has been installed on the Shivalik. This will be the first IN ship to have a CODOG propulsion plant. She has an ATM based integrated ship data network (AISDN) which serves as the foundation for the external

Mamatha M, wife of the Minister of State for Defence, M.M. Pallam Raju, launched the first of its kind anti-submarine warfare (ASW) Corvette at Garden Reach Shipbuilders and Engineers (GRSE), Kolkata, on April19, 2010. The Kamorta class being constructed under Project 28 is the next generation warships with ASW capability and very low signature of radiated under water noise. This corvette designated to be a frontline warship for the IN is equipped with sophisticated arrangement for mounting the ship’s machinery. The ship’s weapon systems and sensor suits are fully indigenous. The ‘X’ form of hull and superstructure gives her a low RCS. Displacing around 2,500 tonnes, the ship’s hull form has overall length of 109 metres, width of 13.7 metres and can cut through the sea at a very high speed of 25 knots. It is built with special grade high tensile hull steel DMR 249A specially developed by SAIL. These ships will have a very high percentage of indigenous equipment, either designed indigenously or built under licence through transfer of technology agreements. The propulsion system of the ship typifies power combined with flexibility and consists of two controllable pitch propellers. Each gear unit and associated engines are raft mounted to reduce acoustic and vibration signatures. The ship will feature automated control and battle damage systems mounted on a common raft. It has Kirloskar Group indigenously manufactured four diesel engines each of 3,800 kw. Four ASW Corvettes are at present under construction and the first of the line is expected to be delivered to the IN during 2012. All the four corvettes are planned to be handed over by the year 2014. DCNS has supplied the noise-suppressing raft-mounted gearbox for CODAD propulsion. Wartsila India will deliver the low-vibration diesel alternators to power the on board electronics. Other signature management control features are built in to combat the ship’s infrared, RCS section signature, noise and magnetic outputs, and two independent interconnected switchboards optimise redundancy and reliability. The armament is to include a Otobreda 76 mm Super Rapid gun in a stealth mount built under licence and other weapons package identical to those fitted on the Talwar and Shivalik classes of frigates including a Klub-N missile system in vertical launchers, two Larsen & Toubro (L&T) built derivatives of the RBU-6000 anti-submarine rocket launcher, as well as L&T torpedo launchers. Revati, the naval variant of the DRDO-made central acquisition radar, is a confirmed sensor aboard the vessel. Hangar and aviation facilities will also be standard features.

Conclusion The IN’s mission to steadily proceed on developing capability based force structure is evidently well on track. The scope of accessing technologies from the western world, so far denied to India, is witnessing an upward swing. Now the time is therefore most opportune to substantially augment and upgrade the in-house design capabilities and the indigenous shipbuilding capabilities, both in public and private sectors to take full advantage of inflow of top-end technologies. This dictum would provide the much needed fillip to IN’s maritime strategy propounded upon the capability building approach in meeting new threats and contemporary and future challenges.

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hOmelAND SeCurITY

Mine

Warfare

Once the nuances of conventional mine warfare and countermine warfare are understood, it would be possible to extrapolate the scenarios and arrive at some likely threats from the sea mine when used as a weapon for terror n COMMODORE (RETD) C.P. SRIVASTAVA

A

Mine warfare counter-measure ship USS Devastator (MCM 6) conducts sea trials with advanced minesweeping gear off the coast of Texas

PhotograPhs: Us Navy

naval minefield is a significant physical and psychological threat that can cause attrition to all type of enemy ships and submarines or limit ship movements by forcing delays and diversions. Any suspected minefield must be treated as a serious danger, thereby forcing the ship’s captain to make decisions with incomplete information of the true threat, little information on the relative merit of the available choices, and dire consequences if a wrong choice is made. During the American Civil War, the Confederate forces at the Battle of Mobile Bay, unable to meet the Union fleet on equal terms, used mines as a defensive barrier. Less noticed, mining by the allies had some notable successes in World War II as well. In the Atlantic, the Royal Air Force (RAF) flew 20,000 mine-laying sorties over a period of five years, sinking 638 ships with the loss of 450 aircraft. This compares with 366 ships sunk directly by RAF torpedoes and bombs over the same period with the loss of 857 aircraft. Only 196 Axis ships were sunk by British submarines and surface ships. Similarly, in the Pacific theatre mines dropped by US B-29s in the spring of 1945, together with American submarine warfare, effectively isolated Japan from all overseas sources of food and fuel.

Proliferation of Sea Mines Since the Gulf War, the number of mine producers and exporters has grown significantly. Today, there are 49 countries that possess mining capabilities. There are about 30 known sea mine manufacturing countries and 20 known exporters. Widespread availability of advanced electronics and sensors will allow mines to be significantly more sophisticated and therefore more difficult to clear. Mines are particularly valuable to hostile asymmetric forces that cannot engage regular naval forces directly. Naval mines are more widespread and in many ways more difficult and certainly more time consuming to counter than the likely air and missile threats. Therefore, the use of sea mines by rogue states, terrorist organisations and non-state players is a threat which cannot be ignored by any maritime nation. Classic mine warfare as a discipline of undersea warfare in certain scenarios emerges as a potent weapon of terror. Certain broad principles to counter such a threat to homeland security, in less than war scenarios, are articulated here.

www.spsnavalforces.net

Concept Mine warfare is a discipline of undersea warfare that utilises the sea mine as a weapon to further its maritime aims. It has application in war as well as less than war situations. A point that merits mention is that the destruction of ships, whether civilian or military, is not the primary purpose of a minefield. Mines are intended to prevent the use of or passage through an area of sea. Mine countermeasures are intended to permit the exploitation of an area of sea or allow safe passage through such an area. Some of the classic applications of sea mines and minefields for furtherance of maritime interests are enumerated in the succeeding paragraphs. Asset protection: Historically, the use of minefields to impede and defeat an

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enemy attack is the oldest application of the technique. Minefields are extensively used to protect ports and other installations from intrusion by sealing off all but a few very secret passages. The same technique is used to defend coastal shipping lanes by laying comprehensive minefields to seaward of the route. Interdiction: In mine warfare terms, this involves the obstruction of shipping lanes and transit points by well-placed minefields intended to restrict the ability of hostile forces to mount attacks from the sea, to prevent the infiltration of submarines into critical areas or to inhibit the free flow of commerce. Attrition: Interdiction is effectively mining somebody or something out of a given area. Attrition can be defined as the art of mining high value assets into a selected area. Usually the effort is aimed at preventing a particularly crucial naval unit (typically an aircraft carrier or a ballistic missile submarine) from getting to sea and deploying. Force multiplication: Further use of minefields is to accentuate the effectiveness of other weapons and to provide a suitable environment for their use rather than as a primary weapon. This may be achieved by using minefields to channel enemy shipping into selected killing grounds or to restrict their manoeuverability and thus enhance their vulnerability. Another very important role is to draw scarce and irreplaceable mine warfare ships into positions where they can be destroyed. Contributions of sea mining to maritime capability: The major contributions that sea mining can make to a nation’s maritime capabilities are the following: l Low-cost force multiplier: Mines can relieve other platforms in maintaining static defences such as anti-ship or antisubmarine barriers that create sanctu-

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aries, establish blockades or prevent enemy combatants from leaving (or returning to) ports. Reduced risk: Since they are unmanned, naval mines reduce the risk to friendly personnel. The risk to high-value, multipurpose units are also reduced through the use of mines as a first line of defence. Battlespace shaping: Mines can deny enemy access even to areas that are also denied to own surface or subsurface ships or to areas where own forces are unavailable. The principles of manoeuvre warfare hinge on the ability to understand the situation and to shape the battlespace by putting the enemy in a restricted, disadvantageous position faster than he can react. Naval mines can provide such a capability by either creating restricted areas or by slowing the enemy down. High-endurance weapon: Naval mines can remain on station around the clock for long periods. Diplomatic leverage: Naval mines employed in the “grey” area between peacekeeping missions and open hostilities can prove useful to the nation’s diplomatic objectives by enforcing sanctions without initiating open conflict. As tools of coercion naval mines may contribute to achieving objectives without

Sea mines are primarily sea denial weapons and once planted, mines do not differentiate between friend and foe

actually striking the enemy targets. Support to mine countermeasure efforts: An active mine programme can also support expertise in mine design, mine countermeasures and mining tactics. l Support to allies: Mines and expertise can be made available to allies in situations that otherwise might require direct intervention. l Rapid reaction for limited contingencies: Modern naval mines could be delivered rapidly anywhere, anytime, with limited risk to friendly forces/personnel. They require neither a complex build-up and deployment period nor the establishment of a support base in the forward area. Mine categories: There are two generalised categories of mines—moored mines and ground mines. Moored mines float at a given depth and are held in place by an anchor. These are by far the least sophisticated form of naval mines. The problem with these weapons is that they cause less destructive contact explosions rather than devastating under-the-keel hits. Ground mines detect the target by the acoustic, magnetic, or pressure signatures of a vessel, or a combination of these signatures. These weapons are also called influence mines. After the target has been detected and is within range, the mine explodes at a set distance from the target. This ensures that the explosion is of under-the-keel variety and maximises damage. International law governing naval mine warfare: While the general impression is that international law severely limits the applicability of mining, perusal of international rules for mining in peacetime, or during a crisis, reveal the following: l Nations can lay armed or controlled mines in their own internal waters at any time without notification to others, l

hOmelAND SeCurITY

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and in archipelagic waters and territorial seas during peacetime, with notification of minefield location, to meet temporary “national security purposes.” Nations cannot lay armed mines in international straits or archipelagic sea lanes during peacetime. Nations can lay controlled mines in their own archipelagic waters or territorial sea without notification. Nations can lay controlled mines in international waters, without notification, as long as they do not constitute an “unreasonable interference” with other lawful uses of the seas. Armed mines cannot be laid in international waters prior to an outbreak of armed conflict, except under special circumstances. If laid, prior notification of their location is required, and an onscene presence must be maintained during peacetime to ensure that warning is given to all approaching ships. When the imminent danger has passed, such mines must be rendered harmless or be removed.

Threats from sea mines Sea mines are primarily sea denial weapons and once planted, mines do not differentiate between friend and foe. Therefore, own and neutral shipping and fishing will also be denied usage of the area. During peace time, if laid for national security purposes, notification is essential only if laid in territorial and archipelagic waters. No notification is required for any mine laid in internal waters or controlled mines laid anywhere. The term “mine warfare” is used to include both naval mining and countermine warfare. The term “countermine warfare” is used to include not only local measures to detect and clear mines, but also the intelligence and other support activities important to countering the threat of mines at sea and in the approaches to shore. Therefore, while mines are intended to prevent the use of, or passage through an area of sea, mine countermeasures are intended to permit the exploitation of an area of sea or allow safe passage through such an area.

free at 8 a.m. It is thus necessary to be able to demonstrate quickly and unobtrusively that nothing has appeared on the seabed or if something has appeared, it can be investigated, and if necessary, neutralised. At first sight, the terrorist use of mines can be considered a sub-set of interdiction, yet the reality is that the problems and demands of countering terrorist mining are in a class by themselves. A terrorist “minefield” can consist of as little as a single covertly-placed mine. The objective is not so much the destruction of the ship but the economic damage caused by disruption to trade, the financial penalties resulting from increased shipping insurance rates and extended journey times and the political impact of demonstrating the inability of the government to defend the sea routes. Thus countermine planning and contingencies must include (but not restricted to) the defence of the following: l Commercial and Naval ports and channels l Offshore static assets l Floating Assets- Men of war and the mercantile fleet l Riverine and inland waterways

Defence of ports and channels A credible peacetime mine threat could quickly close a port or waterway not only because of the ships’ immediate concerns about damage, but also because the ships entering mined waters may not be insured. Clearly, a credible terrorist mine threat against any port, both the commercially busy major ones as well as the strategically significant minor ports, a free floating sea mine in the vicinity of offshore hydrocarbon assets

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Airborne MCM may in fact provide the answer to the need of rapid deployment. This if coupled with a dedicated MCM support vessel (of the class/size of INS Jalashwa), one on each coast would provide the necessary reach and sustainability. This will bring down the ‘time to deployment’ to as low as two to five days. An assessment may be required to ascertain if the current explosive ordnance disposal (EOD) teams are adequate; in terms of their numbers, equipment and training. The availability of remotely operated underwater vehicles and unmanned under sea vehicles for MCM is another point for consideration. In fact, making them available to all major warships, as part of integral ‘point defence’ against mines and other support functions, is recommended. In today’s scenario of coalition and international cooperation against terrorism, coordinated MCM operations with other friendly neighbouring navies must be one of the thrust areas during the joint exercises. To take full advantage of this potential own forces and other friendly foreign countermine warfare forces will have to be highly interoperable, requiring standardised countermine warfare data structures, data links and procedures. Actual mine hunting and clearance times could be extended appreciably by lack of current data on hydrology, tide and wave movement, composition, hardness and roughness of bottom and most importantly presence of “non-

Sea mining and homeland security Asset protection: Defensive mining can be resorted to as an entry barrier (akin to border fencing and mining in no man’s land) in waters contiguous with high value vital areas, installations and assets on the water front. The challenge would be to ensure non-penetration of the barrier by own and neutral crafts. Interdiction: Interdiction is effectively mining somebody or something out of a given area. The terrorists will almost always mingle with existing traffic to transit from ‘home base’ to ‘launch site’. Use of mine fields to obstruct shipping lanes and transit points and thereby restrict the ability to mount attacks from the sea, may therefore be an option only in very rare and specific circumstances. Availability of controlled mines, proven command and control structures and demonstrated will to use all ‘available means’ would be a pre-requisite, if such a mine field (actual or paper) is to be utilised for purposes of homeland security. Attrition: Attrition can be defined as the art of mining high value assets into a selected area. Terrorist organisations are almost always likely to use low value crafts or crafts of opportunity (COOP) for mounting attacks from sea. Use of mine fields purely for purposes of causing attrition is, therefore, an unlikely option under normal circumstances.

Countering terrorist mines Countering terrorist mining is very difficult. Essentially, it involves proving that no mines are present to the sea faring community. The situation becomes more compounded as if a given area is mine free at 8 p.m., it does not mean that it will be mine-

One of the navy’s mine neutralisation vehicles (MNv) is raised out of the water after the completion of a mine countermeasure exercise aboard USS Ardent

or a busy coastal sea lane, would create a major economic problem as well as a critical challenge to the navy and all other agencies involved in homeland security. Akin to fighting terror on land, here too success will depend on a host of factors; coordination between agencies, involvement of the entire maritime community (including the fishing, shipping and offshore maritime community), dynamic knowledge sharing matrix organisations, robust automated processes and contemporary wherewithal. All these will have to be orchestrated to counter this menace and this ‘system of systems’ will only be as strong as its weakest link. Requisite mines counter-measures (MCM) wherewithal: Certain guidelines and concepts based on the emerging MCM trends are enumerated below: l Deployment of surface MCM from their home port to port under-mine threats itself may be 5-10 days, depending on the current basing of the limited MCM platforms available with the Navy. l Large-scale surface MCM augmentation would be needed to reduce the clearance time line to an economically acceptable level and to achieve the necessary degree of certainty that the port is actually clear of mines.

mine, mine like bottom objects” in own ports. Collecting and updating such data is an internal exercise utilising the existing platforms. While availability of appropriate hardware will remain a necessary condition to tackle the sea mine threat from terrorists, it is not sufficient. Other crucial aspects such as organisations, structures, processes, etc, are also vital for this war against terror. Some of these are enumerated in the succeeding paragraphs. Coordination between agencies: This is one monster which needs to be slain before terrorism can be confronted on any front, including countering the use of sea mines by

Sea mines can be a poor man’s naval force capability that is being proliferated widely, including non-state players and terrorist organisations

terrorists. While it may be a work culture issue, ethos or a deep-rooted national malaise, the fact of the matter is that this singular shortcoming will always be exploited by the adversaries. Involve the entire maritime community: Akin to involving each citizen in the fight against terror, all seafarers must be educated and sensitised to the danger from mines. The fishing community if orchestrated and empowered may be the ears and eyes of near shore homeland security. This will pay dividend far in access of any radar chain or similar surveillance systems, at a fraction of the cost. It is the same for the shipping and offshore community. Dynamic and knowledge sharing matrix organisation: It is essential that an organisation which can coordinate and control the entire coastal defence, including the threat from sea mines, is put in place. This has to be a matrix organisation with knowledge sharing intrinsic in its structure and the design being dynamic enough to tackle terrorist organisations which are far more innovative and creative than normal organisations. Robust and automated processes: The processes for reporting, collating and dissemination of actionable information have to be robust, lean and automated. For example, some of the mobile service providers could be mandated to erect powerful, seaward looking, long-range towers on the coast and the fishermen and offshore shipping community could use existing mobile sets to call a dedicated toll free number to report suspicious activity, in their preferred language, 24x7, akin to a call centre. In fact, such a process can easily be outsourced and only filtered, collated and actionable information fed to the decision-making organisation. This approach is being used by the US to collate the vast amount of data coming real-time from UAV’s and drones in its fight against terror in the Af-Pak region. Defence of offshore assets: Mine threat to static offshore assets during less than war situations is likely to be restricted to floating contact mines. Since these mines can best be detected visually, enhanced patrolling by OPVs and neutralisation of mines detected at a safe standoff range may be the most cost-effective and practical solution. Constant sensitisation of the crews on the oil platforms and frequent drills will increase awareness and therefore chances of countering the threat. Defence of floating assets: Defence of floating assets, while in harbour (alongside or at anchorage) or in the channel, will remain the responsibility of the port authorities. While warships may initiate selfprotection measures, it is unlikely that the mercantile fleet can undertake any such measures. Riverine mine warfare: The subject of mine warfare carried out within the environment of inland waterways (including canals as well as rivers) is often neglected. Yet such waterways often represent a major means of commercial movement and are the primary means of communication in rural areas. The environment of rivers is not an easy one for either offensive or defensive mine warfare operations. The combination of fast-flowing waters and silt-covered beds makes conventional mining activities very difficult. A floating contact mine will be the preferred mine used by the terrorists, which may be released upstream. The counter to this remains the same; educating the public and vessel owners and sensitising them to the dangers. Neutralisation of such mines will again have to be undertaken by specialised EOD teams which must have the ability to arrive at the scene with minimum delay, akin to a conventional bomb disposal team.

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9

CONfereNCe

Commanders’ Meet Chief of Naval Staff Admiral Nirmal Verma presided over the Navy Commanders’ Conference, organised at the Integrated Headquarters of the MoD

PhotograPh: indian Navy

Defence Minister A.K. Antony, addressing Navy Commanders’ Conference 2010

n REAR ADMIRAL (RETD) SUSHIL RAMSAY

www.spsnavalforces.net

T

he annual Navy Commanders’ Conference was held from May 18 to 21, 2010, at the Integrated Headquarters of the Ministry of Defence (Navy) and presided over by Chief of the Naval Staff Admiral Nirmal Verma. The ever-increasing demands of maritime security both in the littorals and high seas and the consequent need for the Indian Navy (IN) to maintain a high state of preparedness, professional excellence, coupled with material preparedness, sound logistics, effective maintenance and comprehensive training were exhorted upon by the CNS. While reviewing the operational preparedness of the IN, the CNS apprised Naval Commanders about major contracts like additional MiG-29Ks and cost revision of Gorshkov which ensured full utilisation of the allotted budget. He said that due emphasis was being laid on improving the efficiency of the internal processes associated with acquisition to achieve the goals laid out in the Maritime Capability Perspective Plan. During the discussions on anti-piracy measures, it was brought out that since October 2008 the IN had maintained a continuous patrol in the Gulf of Aden and deployed 17 IN ships for anti-piracy duties. Till date, 976 merchant ships, including 130 Indian traders have been safely escorted through the Gulf. It was also brought out that the deputation of units for patrolling the exclusive economic zone (EEZ) and maritime areas of interest of friendly island countries in the Western Indian Ocean such as Mauritius, Seychelles and Maldives would continue to be facilitated. Speaking on maritime domain awareness (MDA), the CNS stated that there was

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a requirement for a national effort involving various ministries to build a common maritime picture and enable online information exchange. The aim was to synergise various agencies with the vast spectrum of information available to build an integrated picture of the maritime domain. During discussions on coastal security, it was brought out that the joint operations centres (JOC) were operating effectively in close coordination with the IN and the Coast Guard (CG). The other stakeholders were also integrated ensuring effectiveness of the JOCs. The CNS was pleased to note the fillip provided to the coastal security matrix by the coastal community of fishermen acting as their eyes and ears. Addressing the conference on May 20, Defence Minister A.K. Antony urged senior officers of the IN and the Ministry of Defence (MoD) to take immediate steps to ensure that the proposals and assets approved by the government for coastal security were put in place at the earliest. “Coastal security is a very high priority for the government and the Navy plays a key role in this. The government is equipping both the Navy and Coast Guard for coastal surveillance and patrolling both in terms of assets and manpower. Proposals towards this end have been approved. It is now the responsibility of all of you to ensure that these are put in place at the earliest and used effectively and efficiently for coastal security,” he said. He also assured that the government was committed to the modernisation of the Navy and funds would not be allowed to become a constraint. However, the onus of utilising the allocated funds, optimally and judiciously lay collectively with both the Navy and Defence Finance Department. He said that the ministry was trying its best to suitably fine-tune the procurement process from

time to time to bring in more transparency, efficiency and accountability. The annual review of the defence procurement procedure was one such step in the direction. The Defence Minister said we need to firmly secure our maritime frontiers, waterways and offshore resources on a permanent basis. He said there was a need to create necessary infrastructure for the security of Andaman and Nicobar Islands as also Lakshadweep. “Our island territories form natural bulwarks that extend our strategic arms to our east and west and also function as the last outpost for the defence of our mainland. Considering the importance of the eastern region, we need to create the necessary infrastructure in the Andaman and Nicobar Islands. Similarly, the Lakshadweep Islands, which straddle the oil artery of the world, require our undivided attention,” he said. Referring to the threat posed by piracy, especially off the coast of Somalia, Antony said it continued to be a major concern as piracy affects the security and economy of the entire region. He said his discussion with the Sultan and other top functionaries of Oman during the just concluded two-day visit had given us “new hints” which we must pursue seriously. Turning to shipbuilding activities, Antony said the recent commissioning of the first indigenous stealth frigate INS Shivalik was a welcome development. He said there were 33 ships and submarines in various stages of construction at Indian shipyards. He called for adherence to timelines and quality standards to meet the indigenisation requirements. “Our efforts to modernise the Navy through indigenisation will proceed at the desired pace, only if the shipyards embrace modern ideas and technology. This will enable the shipyards to produce the

best quality ships in a shorter timeframe and at competitive costs. The Navy and the shipyards must interact closely with the other agencies to meet contractual timelines and adhere to the best quality standards,” said Antony. Addressing the media on the sidelines of Navy Commanders’ Conference, the Defence Minister once again turned down suggestions for raising the FDI limit in the defence production sector, holding that 26 per cent was enough at the moment. “Our defence production policy is evolving over the years, but at the moment we feel the Indian defence sector is not mature enough to absorb more FDI. We feel that the time is not right to further expand it,” said the Minister. This came after the Commerce Ministry’s Department of Industrial Promotion and Policy proposed that the FDI limit be hiked to as much as 74 per cent. Antony often points at the “sensitivities involved’’ in the defence sector. Yes, defence is a strategic sector. But it is equally true that India desperately needs a robust defence-industrial base to fulfill its aspirations of becoming a global power. “We are forced to import even basic stuff like bullet-proof jackets, ballistic helmets, assault rifles, artillery shells and the like. FDI can be kept out of areas which are really sensitive,’’ said a senior officer. “Greater FDI will usher in top-notch technology, quality and management skills, as also lower prices and will promote competition. A defence-industrial base, even with higher FDI, will be far better than being so dependent on imports,’’ said an official. While the Defence Ministry wanted the FDI limit to remain unchanged, it would shortly fine-tune its purchase policy to give more space to the public and private sectors to promote indigenisation of defence hardware production.

Oem/INTerVIew

‘MBDA is Seeing India as the Fifth Pillar of its Structure after the Four Domestic Countries (UK, France, Italy and Germany)’ MBDA, a world leader in missiles and missiles system, desires to be a major player in the Indian defence market and is viewing India as the fifth pillar of its structure in addition to current partner countries—France, UK, Italy and Germany. Loic Piedevache, Country Head, MBDA Group, in conversation with SP’s Editor-in-Chief Jayant Baranwal, spoke about building a reliable, strategic and long-term partnership in India.

of defence systems to create an effective layered defence system—from deployable short- range systems such as Mistral and VL Mica to higher level systems such as Aster. Our air dominance range includes ASRAAM, Mica and Meteor to ensure the airto-air battle. Dual Mode Brimstone and Storm Shadow/SCALP are available to deliver devastating precision in the air-toground attack missions. In the battlefield warfare, MBDA is offering MILAN and Eryx missiles. Concerning the maritime threats, we can offer a wide choice of weapons: the latest generation of Exocet family (MM40 Block 3) and Otomat Mk2 Block IV for long range targets and Marte Mk2 for middle range targets.

SP Guide Publications (SP’s): MBDA was formed with the merger of key missile producers in France, Italy and Great Britain, and subsequent acquisition in Germany. Has this made you a world leader or was it a fait accompli? Loic Piedevache (Loic): In the past few decades, there have been many mergers and reorganisations in the defence sector worldwide. The merger of several companies has inadvertently resulted in huge turnover as the best of resources and expertise on a wide range of products came together. But a lot of hard work was required to effectively integrate the companies and ensure that their operating systems are coordinated properly. In order to create a suitable business model, resources had to be pooled in the most effective manner with the correct use of synergies. MBDA has set a benchmark in terms of international integration within the defence sector and has become a global player. SP’s: Can you tell us about the company’s current profile? How do you position yourself in the global market today? Loic: MBDA is a global player having business in defence markets across the globe. We are moving towards a situation where over 50 per cent of our turnover will come from export activities as opposed to domestic sales (UK, France, Italy and Germany). Our latest programmes include Storm Shadow, SCALP, to name a few. SP’s: Can you briefly outline the company’s history? What are the factors that lead to the merger? In hindsight, what have been its positive points? Loic: The consolidation of Europe’s missile companies began in 1996, when parts of Matra Defence and BAe Dynamics merged to form Matra BAe Dynamics (MBD). In 1999, the Aérospatiale-Matra Missiles was formed. In 1998, GEC-Marconi Radar and Defence Systems and Alenia Difesa combined their missile and radar activities to form Alenia Marconi Systems (AMS). In December 2001, MBD (including AMM) and the Missile and Missile Systems activities of AMS were merged and thus came up MBDA. In June 2005, LFK, a unit of EADS Defence and Security Systems merged with MBDA. The merger was necessary for the survival of the fragmented European industry. SP’s: What is the annual turnover of MBDA? Your website says you have as many as 45 products in service. What are your most sought-after products? Loic: The growth was rapid and by 2005 MBDA had doubled its turnover to 3 billion Euro. The company’s current turnover (2009) stands at 2.6 billion Euro. It will be difficult to say what are our most sought after products. In terms of quantity (number not value) – large quantities of Eryx missiles and Exocet missiles have been sold. Mistral is in service with about 30 countries and will soon be in service on the Indian Dhruv/WSI. But MILAN manufactured under licence in India by BDL has been sold in even higher

A Brief Profile Loic Piedevache has been the Country Head, India, MBDA Group since 2007. Prior to this, he was with Sofema and served as the Director, South Asia, from 2003 to 2007, Director, Latin America and the Caribbean from 2000 to 2003, and Office Director, Rio de Janeiro office, Brazil from 1994 to 2000. An alumnus of Collège Stanislas, Paris and Ecole des cadres Management School, Paris, Loic has served as Overseas Trade Advisor for France Vice-President of India section from 2004 to 2008. He has a private pilot’s licence and is the recipient of the French National Defence medal.

quantities around the world. SP’s: MBDA is a multinational company. What is the collective view of the nations involved (in MBDA) with regard to transfer of the latest and sensitive technologies to India? Are there any conflicts of interest? Loic: There are no conflicts of interest. MBDA’s identity is represented by advanced technology and not nationality. Transfer of technology (ToT) is the key feature that MBDA offers. In most cases, transfer of technology is a key feature of MBDA’s offer to the customers. Our customers do not wait for a product enhancement to be commonly available. If the customer makes specific demand for a product, we make it available for them after discussions with them about the specific enhancements in line with national specific requirements. SP’s: MBDA offers a range of weapons for all the three forces—land, sea and air. What edge does your range of weapons offer compared to your competitors? Is cutting-edge technology the USP of your group or do you have other aces too up your sleeve? Loic: MBDA has many aces—we are a technology leader, we are the only company providing weapons to all three of the armed forces.

Weapons such as Storm Shadow/SCALP and Meteor are the world leaders and cannot be compared with other weapons. We combine the industrial and technological strengths of France, Italy, Germany and the UK together within one company. Meteor, the beyond visual range air-toair missile dominates the air battle giving air superiority against the threat, provides an unmatched no escape zone. It has been ordered by the UK Ministry of Defence and five other European nations namely France, Germany, Italy, Spain and Sweden. The Storm Shadow/SCALP is a conventionally armed stand-off air-to-ground long-range missile which can be deployed day and night and in adverse weather. SP’s: MBDA is one of the leading manufacturers of missiles in the world. In what ways are the 15 new products now being developed by MBDA different? Loic: The new developments include intelligent warheads, modular systems, and new propulsion technologies among others. They are all designed to meet new customer requirements regarding new terms of engagement, new platforms, threats, etc. SP’s: When something becomes seemingly obsolete, do you phase out the product or upgrade it? Or is it a combination of both? Loic: Because of paucity of funds, some customers ask for upgradation, to extend the life of the existing products. In many cases we have provided life-extention service up to 5-10 years through our support team. As we respond to customer operational needs, it results in the long-term development of our product portfolio. Of course, we need to provide long-term support for in-service products and so we cannot just decide a product line as obsolete and ignore it. SP’s: Can you elaborate on the ground-based air defence missile, air dominance missile and surface to surface missile systems manufactured by MBDA? Loic: MBDA is a leader in providing a range

SP’s: You lay a lot of emphasis on customer support. How do you ensure that every sale is followed by quality customer support? Loic: Customer support is crucial for us. We ensure that the customer gets the maximum benefit from the equipment “through life support through life performance”. Our support service ranges from training, spares management, repair work, assistance with live firings, stockpile management, etc. Our customer service is highly personalised and does not come off the shelf or out of a catalogue. It is discussed, developed, adapted, customised and implemented in line with each and every customer’s specific requirements. Our approach is work incountry with the customer. SP’s: The Milan anti-tank missile has been in service with the Indian Army for a long time now. It is understood that a fresh contract was signed at the end of 2008 for an upgraded version. Can you elaborate? Loic: Milan is a success story between MBDA and the Indian public sector undertaking Bharat Dynamics Limited (BDL) which started 30 years ago. Licences for several versions of Milan missiles have been successfully implemented in India. The last version delivered to India is the Milan 2T which has a deadly tandem warhead and enhanced operational capabilities. SP’s: It has been reported that MBDA and the Defence Research and Development Organisation (DRDO) are jointly developing a new generation of low-level, quick-reaction air defence missile Maitri for the Indian Navy and the Air Force. It is understood that it has been offered to the Indian Army as well. Can you comment on the project? Loic: MDBA is considering India as a strategic long-term partner and is keen to shift from a usual buyer-seller approach to a deeper relation through a strong co-development programme involving key transfer of technologies. Developing short range surface-to-air missile (SRSAM) is in tandem with this strategic step. The Indian Navy will also be a potential customer for SRSAM. SP’s: Will you also offer core technologies like the design of the active seeker head and the missile engine apart from the other sub-systems?

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Oem/INTerVIew Loic: Sensitive technologies will be transferred in the form of SRSAM, but at this stage, we cannot disclose more information.

Latest generation of Exocet family (MM40 Block 2) (top) and Otomat Mk2 Block Iv missiles for long range targets

SP’s: What about the missiles systems for the Indian Air Force (IAF) and missile upgradation for Jaguar and Mirage 2000? Is MBDA contemplating on participating in the mid-life upgradation programmes of these combat aircraft of the IAF? Loic: Regarding the Mirage upgradation, MBDA has been requested to make an offer for the air-to-air weapon. We have proposed the MICA, the multi-mission air-to-air missile system which has outstanding manoeuverability, high resistance to countermeasures, two interoperable advanced technology seekers and can be used in multi-target from long BVR intercept to close-in dog fight. Regarding the Jaguar, MBDA is currently responding to a request for proposal (RFP) for a close combat missile. We are offering Asraam Combat Missiles for Jaguars, which has already been fitted on Jaguars operational in other air forces. SP’s: Is MBDA a part of the 126 medium multi-role combat aircraft (MMRCA) for the IAF? Loic: MBDA is providing missiles in weapon packages of the three European OEMs including Dassault (Rafale), EADS (Eurofighter), Saab (Gripen).

PhotograPh: MbDa

SP’s: Can you tell us something about MBDA’s multipurpose combat vehicle project and its other variants? Will it be offered to India? Loic: The multi-purpose combat vehicle is a versatile and deadly accurate air transportable vehicle equipped with a motorised turret, with electro optical sensors. It has a small calibre gun and four ready-to-fire missiles that can be operated from an interior firing console. It will be offered to India if there is a requirement.

Journey of Hundred Years

www.spsnavalforces.net

The French Naval Aviation Centenary Air Show witnessed a marvelous display of air power by more than 100 aircraft and helicopters. A glimpse of images by SP’s Photo Editor Abhishek Singh from Hyères, South of France.

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(Clockwise from right) Alpha jets dispersing from the formation; vought F4U-7 Corsair at static display; F-18 Hornets at the flight line; curious crowd at the display; US Navy’s F-18 Hornet low level fly pass; Dassault Rafale taxing and A380 low level fly pass

SP’s: Has MBDA established any joint venture or partnership with any Indian company in the private sector or do you propose to do so to meet the possible offset requirements? Loic: MBDA is looking for a strong, reliable, strategic, long-term and fruitful partnership with India. In this regard, we are having advanced discussions with a major private Indian group. This partnership will be a structured and comprehensive one and will meet all the procurement requirements. We are looking for a partner having complementary technologies and skills, a strategy consistent with MBDA’s global strategy, in order to become/behave as a source or an equal partner, able to export from its home base, share MBDA views on collaboration with SME’s, DPSU’s, and be recognised by the Indian authorities as a strategic industrial asset for the country. SP’s: What are your long-term plans for India? How do you see the potential? Loic: Besides BDL, we have also been working with Mazagon Docks Limited (MDL) and Hindustan Aeronautics Limited (HAL). We welcome the developments with regard to foreign direct investment in India, which is at present 26 per cent. Emergence of private sectors would be fruitful to compliment the public sector. MBDA wants to be a major local player in India. All the clearances towards exports are well in place. We offer to co-develop Meteor and various other leading programmes in India. Meteor is claimed to be beyond competition. MBDA is seeing India as the fifth pillar of its structure after the four domestic countries (UK, France, Italy and Germany). SP’s: How do you look at the future? Loic: We work 20 years ahead of time.

T e C h w AT C h 

Dry Suit

A hull-cleaning device, similar to a robotic home vacuum cleaner developed under ONR’s Discovery and Invention Programme is being tested now

Bare’s XCD2 Tech Dry, a 2mm hyper-compressed neoprene dry suit

T

he US Office of Naval Research (ONR) is testing the robotic hull bio-inspired underwater grooming tool (hull bug) as a hull-cleaning device. The hull bug is similar in concept to an autonomous robotic home vacuum cleaner and uses a bio-film detector to differentiate between the clean and unclean surfaces on the hull of a ship. High-performance naval warships

and submarines rely on critical design factors such as top speed, acceleration, and hydroacoustic stealth to achieve their mission. Biofouling of ship hulls, primarily caused by the buildup of marine crustaceans such as barnacles, adds weight, roughness and increases drag, reducing the vessels fuel efficiency especially for navy ships as they move in the oceans. The Naval Surface Warfare Center,

Carderock estimates that the vesserl speed is reduced by up to 10 per cent from biofouling, which can require up to a 40 per cent increase in fuel consumption to counter the added drag. ONR is developing the hull bug to prevent or suppress the growth of advanced biofouling. It is an autonomous vehicle designed to groom and maintain the hull surfaces of ships. Its mission is similar to a robotic home floor cleaner, lawn mower or some advanced pool cleaners in that it is designed to be tether free, autonomous and run on a battery for a significant duration of its mission. Once developed, it is expected that the hull bug platform could provide other capabilities such as hull inspection or force protection. Hull bug is an independent underwater hull grooming robot specifically designed to prevent the accumulation of marine fouling. By reducing marine fouling on ship hulls, the hull bug will help ensure peak ship performance, reduce fuel consumption associated with increased drag from accumulated befouling and decrease the US Navy’s carbon footprint. This will reduce the risk of hull invasive species transfer. The hull bug is being developed under ONR’s Discovery and Invention (D&I) Programme. If successful, the technology will be further developed through the Future Naval Capabilities (FNC) programme with full ship demonstrations by 2015.

Mine Warfare continued from page 9

Remote mine-hunting system (RMS) is an organic, off-board mine reconnaissance system

Control regime for mine technology Sea mines can be a poor man’s naval force capability that is being proliferated widely, including non-state players and terrorist organisations. The mines themselves range from World War I vintage to modern, self-burying, hard-to-find mines with sophisticated fusing that is becoming increasingly difficult to counter. Even the poorest countries and hostile organisations may be able to acquire highly advanced mines. A serious, if not wholly successful attempt to inhibit the proliferation of ballistic missiles is contained in the Missile Technology Control Regime instituted in 1987. A similar regime for mine technology might similarly limit the threat of advanced mines that may be used against the fleet or shipping critical to the free world. It is per-

tinent to mention that such a regime has also been recommended by a special study group in the US Department of Defence, which was mandated to study the threat from sea mines.

Conclusion The sea mine has been a weapon of asymmetric warfare for the last couple of centuries. Its use by terrorist organisations and non-state players is a danger. Agencies mandated with homeland security in less than war situations will have to factor this into their contingency planning. Once the nuances of conventional mine warfare and countermine warfare are understood, it would be possible to extrapolate the scenarios and arrive at some likely threats from the sea mine when used as a weapon for terror.

B

are Sportswear Corporation is developing the XCD2 Tech Dry, a front-entry, 2mm hyper-compressed neoprene dry suit. It features Bare’s patented automatic torso recoil (ATR) system and Bare’s exclusive no-stitch technology (NST). For inflation and deflation, the tech dry has a 360° swivel inflator valve and a low-profile adjustable exhaust valve. The Tech Dry’s 2mm hyper-compressed Metalite neoprene is laminated with diamond-tuff nylon and the self-donning front zipper has a protective zipper covering. The tech dry is delivered with HD 7mm neoprene vulcanised bare boots or compression-resistant soft boots, in addition to K-padz ware resistant kneepads, radar and light reflective patches and carry bag, LP hose, zipper wax and manual. Optional cuffrings are available for the dry glove system. The XCD2 Tech Dry is being manufactured by FitzWright Company Ltd, a wholly owned subsidiary of Bare Sportswear Corporation, which is North America’s largest manufacturer of insulating diving apparel. A 25-year-old company, it has over the years grown as a leading supplier of wetsuits, dry-suits, wading gear and accessories. The company’s products are available in more than 30 countries across the world.

PhotograPh: FitzWright

PhotograPh: oNr.navy.mil

Hull Grooming Robot

fIrST

Large and Powerful UK’s Future Aircraft Carriers—Queen Elizabeth and HMS Prince of Wales

W

PhotograPh: bae systems

ork on United Kingdom’s Future Aircraft Carriers—HMS Queen Elizabeth and HMS Prince of Wales—for the Royal Navy, is in full swing. The aircraft carriers will be the largest and most powerful surface warships ever built in the UK and will displace approximately 65,000 tonnes, a size between the USA’s 100,000-tonne Nimitz class and the French 43,000-tonne Charles de Gaulle class aircraft carriers. These are three times larger than the invincible class carriers. The two ships are likely to enter service in 2016 and 2018, respectively. Initially to be configured for short take-off vertical landing (STOVL) operations, the carriers are to be adaptable to short takeoff but arrested recovery (STOBAR) or catapult assisted take-off but arrested recovery (CATOBAR) configurations to allow any type of future generation of aircraft to operate from them. The carrier will have a maximum speed of 25 knots and at 15 knots and the range will be 10,000 nautical miles. The ships will have the capability to carry food, fuel and stores for an endurance of seven days between replenishments. Each ship will have a complement of typically 1,200 including 600 crew members. Future Aircraft Carrier will be the principal platform for the RN/RAF Future Joint Combat Aircraft (FJCA) which will replace RN and RAF Harriers. The FJCA role will be filled by the short takeoff vertical landing (STOVL) variant of

the Lockheed Martin F35 Joint Strike Fighter (JSF). In order to maximise the flexibility that CVF can offer over its potential 50-year service life, the carriers will be built to an innovative adaptable design.

Although CV-based, the ships will be initially fitted with a ramp for STOVL operations. After JSF, the design will be capable of modification to operate an aircraft requiring a catapult launch and arrested recovery. Although the final di-

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mensions of CVF are yet to be confirmed, initial indications suggest that the carriers could be the largest warships ever built for the Royal Navy. The base port will be Portsmouth, Hampshire.

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PhotograPh: indian Navy

News in Brief

INDO-US JOINT NAvAL ExERCISE: MALABAR Malabar was conducted in the Arabian Sea from April 23 to May 2, 2010. The 14th round of exercise Malabar had frontline units of US Navy’s (USN) 7th Fleet and Indian Navy’s (IN) Western Fleet participating. The scope of Malabar exercise includes diverse range of operational activities at sea. The USN was represented by ships from CTF 70 of the USN 7th Fleet which is based at Yokosuka, Japan. The CTF included the Cruiser USS Shiloh (CG 67), Destroyers USS Chaffee (DDG 90), USS Lassen (DDG 82) and Frigate USS Curts (FFG 38). In addition, one Los Angeles class nuclear-powered submarine, USS Annapolis (SSN 760), two P3C Orion aircraft and a 28-member US Navy Special Forces team also participated in the exercise. The IN was represented by INS Mysore, an indigenous Delhi class guided missile destroyer and three guided missile frigates, INS Godavari, INS Brahmaputra and INS Tabar. In addition, one Shishumar class submarine, INS Shankush, Sea Harrier fighters, other fixed and rotary wing aircraft also participated. Naval cooperation between India and the United States epitomises the long-term strategic relatißonship between both countries. Both navies have, over the years, undertaken diverse bilateral activities such as training exchanges, information exchange, and technical cooperation. Both the nations have significant convergence of interests, especially in the maintenance of maritime security. Towards this, an India-USA Framework for Maritime Security Cooperation was signed in 2006. Amongst other aspects, this framework also urges that both navies need to periodically ‘exercise’ at sea/in harbour so as to build interoperability, as also share ‘best practices’. The annual Malabar series of exercises, commenced in 1992 provide such an opportunity. Thirteen such exercises have been held so far. The regular IN-USN interaction over the years has resulted in an increase in the complexity and professional content of the bilateral exercise. The thrust of the exercise this year was on Anti-Submarine Warfare, Surface Firings, Maritime Interdiction Operations, Visit Board Search and Seizure and Submarine Operations. The exercise was primarily aimed at deriving mutual benefit from each other’s experiences. The interoperability achieved over the years as a result of such exercises has proved to be operationally beneficial particularly during the ongoing Anti-Piracy Operations in the Gulf of Aden as also during Humanitarian Assistance and Disaster Relief (HADR) operations such as the tsunami of 2004. Strong relationships between the two navies contribute to peace and stability. Cooperation between both the navies is a positive symbol of India’s commitment in ensuring a positive climate for stability and economic prosperity.

>> SHOW CALENDAR 5 July - 6 July International Maritime Acquisition and Security, 2010 Singapore, Singapore. www.fleminggulf.com 27 July - 28 July Seaport Security Asia 2010 Rendezvous Hotel, Singapore www.seaportsecurityasia.com 23 August – 25 August Maritime Interdiction Summit Venue to be Confirmed, San Diego, CA www.maritimeinterdiction.com 24 August – 26 August 2010 ONR Naval S&T Partnership Conference Hyatt Regency Crystal City, Arlington, VA www.sname.org 28 September – 30 September Modern Day Marine MCB, Quantico, Virginia http://www.marinemilitaryexpos.com 4 August Warship Building and Overseeing INHS, Asvini Auditorium wncwotmb-navy@nic.in

BOEING RECEIvES 1ST P-8I INDIGENOUS EqUIPMENT FROM BHARAT ELECTRONICS Boeing has received a key communications technology for the Indian Navy’s P-8I longrange maritime reconnaissance and antisubmarine warfare aircraft from Bharat Electronics Limited (BEL) in April, one month ahead of schedule. BEL delivered the Indian-designed Data Link II, a communications system that will enable exchange of tactical data and messages between Indian Navy aircraft, ships and shore establishments. Boeing will install the system during P-8I final assembly at its facility in Renton, Washington. BEL’s delivery of the state-ofthe-art electronics will support P-8I test and integration activities in Seattle. BEL will deliver the last of the Data Link components in late 2011. Boeing will deliver the first of eight P-8I aircraft to India within 48 months of the original contract signing, which took place in January 2009. India is the first international customer for the P-8.

EADS DEFENCE & SECURITY AND ATLAS ELEKTRONIK JOIN FORCES EADS Defence & Security (DS) and Atlas Elektronik (AE) have decided to consolidate their position in the maritime safety and security market by merging their subsidiaries Sofrelog, acquired by DS in 2006, and Atlas Maritime Security, a spin-off of AE. The joint venture will take the form of a strong and flexible SME tailored to meet specific customer needs in this market. Named Sofrelog

Atlas Maritime Security (SA Maritime Security), the new company will be co-owned by EADS Defence & Security and Atlas Elektronik. The merger will be closed and implemented subject to clearance decisions by the competent anti-trust authorities expected in the course of 2010. The new company will rely on a total workforce of over 170 highly skilled maritime surveillance specialists in Germany and France, as well as on its large customer base with more than 210 VTS and CSS systems in use in some 50 countries. It will have the required financial strength to deliver the large-scale security solutions required by governments and maritime users troughout the world.

DCNS PRESENTS FRIGATE AqUITAINE

DCNS revealed the frigate Aquitaine, the first of the European FREMM multimission frigate programme, at a ceremony attended by French President Nicolas Sarkozy. Over 1000 people witnessed the event at DCNS’s Lorient centre, the home of excellence in French surface combatant construction for almost 400 years. DCNS will build a batch of 11 FREMM frigates with deliveries scheduled to begin in 2012 and continue until 2022. Drawing on state-of-the-art technologies, the DCNS-designed FREMM combat system can accommodate the latest weapons, subsystems and equipment. The combat management system (CMS) software represents over 5 million lines of code. The main weapons include naval cruise missiles offering a deep-strike capability and MU90 torpedoes with a range of several tens of nautical miles. The sensor suite is designed around the Herakles multifunction radar with a range of more than 250 kilometres.

DCNS TO SELF-FUND CONSTRUCTION OF HIGHLY INNOvATIvE OPv

DCNS, a leading player on the world market for capital warships, also aims to win new business in the corvette/OPV sector. In line with this policy, the Group has decided to self-fund the construction of a Gowind offshore patrol vessel. The new ship is designed for a wide range of government missions at sea. Shipbuilding will begin soon at DCNS’s Lorient centre. Patrick Boissier, Chairman & CEO of the DCNS Group said, “The prime aim of the Championship growth initiative is to double Group revenue over the next ten years. One important way of achieving this is by expanding our product portfolio. The self-funded construction of this Gowind OPV will do just that. By giving us a marketing tool without equal, this vessel will also help us to achieve growth across the board while the shipbuilding effort make us more competitive.”

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