FORCE Interview CNS
‘‘Our Submarine Induction is Proceeding in Accordance With Our 30-year Induction Plan’
Admiral Sureesh Mehta PVSM, AVSM, ADC has been charting the navy through an interesting course ever since he took over the command of the service in October 2006, both in terms of its physical growth as well as conceptual evolution. To use a cliché, in nearly a three-year tenure, he has seen it all, the turbulent seas as well as placid waters. In a free-wheeling interview with FORCE, a few weeks before he hands over control to his successor, he talks on a number of crucial issues that will determine the nature of the sea in the years ahead.
On Maritime Security after 26/11
The dastardly terrorist attacks in Mumbai between the 26th and the 29th of November 2009 and the tragic loss of lives that ensued, have brought the imperatives of comprehensive maritime security to the fore. The navy’s role remains that of the prime guarantor of maritime security throughout the maritime reaches of interest, right from the inner limit of our Territorial Waters, through our Contiguous Zone and our Exclusive Economic Zone, and extending right across the High Seas. Insofar as activities specific to coastal security are concerned, within the ambit of the navy’s overall responsibility, the Indian Coast Guard has been tasked with ensuring coastal security within the 12-mile belt defined by our Territorial Waters. Maritime security is, of course, much more than just ‘coastal security’ and within the EEZ of India, comprehensive maritime security is a responsibility that is discharged through a functionally-seamless integration of the Indian Navy and the Indian Coast Guard. Outside the maritime zones of India, however, the Indian Navy is the sole maritime manifestation of the sovereign power of our Republic. Where reporting-chains are concerned, the Indian Coast Guard is an independent and mature maritime security organisation with its own laid-down chain-of-reporting. I am proud to be able to state that the navy and the coast guard continue to plan and execute their various tasks and responsibilities in very close coordination with each other and this is exactly what is needed for the maritime security of the country to be assured. There are a number of activities concerning coastal security that are currently in hand and both the Indian Navy and the Indian Coast Guard need to work with total jointness at every level.
On Budget and Modernisation
Our annual budget continues to be of the order of Rs 20,000 crore. There has been some reduction in the navy’s percentage share, which is largely due to a slight skew caused by the increased revenue expenditure of the army, resulting from the implementation of the recommendations of the VI Central Pay Commission. It is anticipated that future allocations would gradually inch towards 20 per cent. As far as the navy’s capital to revenue ratio is concerned, we maintain it at a healthy figure of 60:40. As such, we have about Rs 12,000 crore for capital schemes, whilst some Rs 7800 crore, goes for revenue. Major schemes for the remaining portion of the 11th Plan-period concentrate upon three principal areas: aviation inductions and upgrades, inductions of surface and sub-surface combatants, and the induction of newer weapon-sensor and combat-management suites. Naturally, the growth in numbers and capabilities of our platforms requires a substantial investment in training, basing/berthing, and, maintenance infrastructure — such as the execution of the second phase of the new naval base at Karwar and the Indian Naval Academy at Ezhimala. All such infrastructure projects will draw generously from the funding-support available through the navy’s 11th Five-Year Plan.
On Naval Aviation
Upon completion of their refurbishment and modernisation in Russia, the remaining IL-38SD aircraft are expected to arrive by the end of the current calendar year. The Sea Dragon suite has now been fully validated in the country and we are very pleased with the enhanced capability that the suite provides. The development of maintenance-support infrastructure for our current and imminent aviation inductions (such as the IL-38 SD, the MiG 29K, etc) is progressing nicely, and is in conformity with the induction time-lines of these aircraft. Induction of the MiG 29Ks is expected to commence by the end of the current calendar year. Responses to the global RFPs issued in respect of the refurbishment and upgrade of our Kamov-28 ASW helicopters have been received and are presently under examination. The programme focuses upon the sensor-suite, the combat-management system, and all associated avionics.
On Submarines
Our submarine induction is proceeding in accordance with our 30-year induction plan. Insofar as the Scorpene Class is concerned, it needs to be clearly understood that the series-production of any major combatant needs to be viewed as a ‘project’ and it is the consolidated time-line of the ‘project’ as a whole that needs to be kept under review. It is always possible for one or another stage of a project to be delayed or even to be ahead of time, without the timeline of the project as a whole being severely affected. The construction of the six submarines of the Scorpene Class is a highly complex business. It involves, inter alia, trying to recover the myriad technical-skills that were lost when the government of the day decided to abandon the construction of the Type 209 submarines, the provision and assimilation of technical documentation and specific-to-type technical-training, the induction of capital items of machinery by the shipyard itself, and so on. Despite all this, the project is proceeding on schedule, which is a tribute to the managerial and technical skills of the Mazagon Docks Limited, DCNS of France, the Indian Navy, and, the constant support of the government. The Chairman and Managing Director of Mazagon Docks Limited has assured us — and your last issue carried his interview, if I am not mistaken — that the first submarine of the Scorpene Class is still slated to be delivered by end-2012. This date may well slip somewhat, but the project as a whole is very much expected to be completed in the designated time-frame — that is, by December 2017.
The delay will lead to some erosion of our submarine force levels, but the numbers are still adequate to take care of any situation. This is especially because most of our submarines have been modernised and upgraded in terms of their weapon-sensor suites as well as their crew-support systems. We are now approaching the stage when we need to open a second line of six conventionally-powered submarines, capable of Air Independent Propulsion. We are currently examining the responses received in respect to our global ‘Request For Information’ (RFI) and only once the initial inputs have been studied with the thoroughness that they deserve, will we issue the RFP.
On INS Vikramaditya
The final financial negotiations are currently underway. That apart, the completion of the refurbishment of Vikramaditya is a matter that is engaging the highest echelons of government in both Russia and India. As a consequence, the situation is far more encouraging than was the case earlier and progress is now discernible. Naturally, every effort continues to be made on both sides to minimise the delay. Work is now proceeding at the desired pace, with enhanced manpower having been assigned by the Russians to the project. We are working to a plan for her induction into the Indian Navy by 2012. Training of dockyard and shore-maintenance personnel is in hand and is in conformity with the progress of the ship’s refit.
On Maritime Capability Perspective Plan
The navy’s Maritime Capability Perspective Plan is a dynamic document that remains responsive to the changes occurring in our regional security environment. We have been progressing on our capability-based inductions in accordance with this plan, and it is very much on schedule. It is true that the order books of indigenous Public Sector Undertaking (PSU) shipyards are full, and this is a very good thing. However, the shortfall in terms of overall ‘capacity’ is a serious and very real issue, which is being tackled at a number of levels. For one thing, the numbers of PSU shipyards are being increased so as to provide for enhanced capacity. You are aware that the Hindustan Shipyard Ltd at Visakhapatnam is being brought into the fold of defence PSU shipyards and this will certainly help. For another, all our defence PSU shipyards are developing enhanced capacity by way of expansion or by way of tie-ups with smaller, private-sector shipyards, through the maturing of public-private partnerships. For instance, MDL has acquired additional land by way of the Alcock Yard and is in the process of leasing a 20-acre shipyard-plot in Nhava (across the harbour) from ONGC. Also, there are increasing capacities being created in private-sector shipyards as well. Thus, apart from the many tugs, yard-craft and auxiliaries that are now being routinely ordered from private Indian shipyards, we have six survey ships being built by Alcock Ashdown Gujarat Ltd (AAGL).
The private sector too, is moving-in strongly to fill the capacity-demand gap. Examples would include L&T in Surat, ABG Shipyard in Dahej, and Pipavav Shipyard in Pipavav. It is particularly encouraging to see that these ‘green-field’ yards are not limited to a single geographical area of the country. For example, quite apart from the exciting developments in Gujarat, Bharti Shipyard, and now L&T as well, have plans to develop or expand shipyards in Tamil Nadu. For the immediate present, however, it is true that we have to deal with a capacity-shortfall. This is why we still have five to six ships being constructed or refurbished in shipyards abroad. This number includes the Vikramaditya and the three follow-on frigates of the Talwar Class, all of which are being built or refitted in Russia, and two replenishment tankers being built by M/s Fincantieri of Italy.
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