Contents
24 Editor Shirley Ramsay Illustrations V Adm G Mahadevan, AVSM, VSM We acknowledge yeoman support by V Adm MP Muralidharan, AVSM, NM Chief of Personnel and V Adm SPS Cheema, AVSM, NM Chief of Personnel Services DESA Team Cmde MVS Kumar, VSM Cdr JK Choudhary Lt Cdr Ansaree Begum Published by Directorate of Ex-Servicemen Affairs 6th Floor, Chanakya Bhawan Yashwant Palace, Chanakya Puri New Delhi - 110 021 Tele: 011-24121068/26880943 Email:
[email protected] Production Capricorn 9899905275
Contributions to QD may be sent to: The Editor, Quarterdeck, G-93, Jalvayu Vihar, Sector 25 NOIDA - 201 301. email:
[email protected] Telephone: 0120 2537251
o Editorial
02
o Message from CNS
03
o Letters to the Editor
04
o Sagar Parikrama
05
o 275 years of Bombay Dockyard
09
o Second Innings
27
o Interview - V Adm VA Kamath
31
o Transition from RIN to IN
35
o Golden Jubilee of INAS 300
53
o Camaraderie
63
o Close Encounters
66
o Humour
70
o Those were the Days
75
o Pot-pourri
107
o Book Review
133
o Tributes and Obituaries
135
o Adventure and Travelogue
147
o Command News
162
o Charter News
172
o List of Contributors
176
Opinions expressed are those of the authors. They do not reflect the views of IHQ, MoD (Navy) or the Editor.
Editorial Quarterdeck 2011 is privileged to carry two unique contributions – the first is an interview of Vice Admiral VA Kamath, who would be 90 years old in March this year, and a sole survivor of the pre-second World War Navy; he shares historic experiences and recapitulates his views on the transition of the Indian Navy. The second is an impassioned articulation by Vice Admiral MP Awati on his dream project “Solo Circumnavigation of the Globe” accomplished adroitly by Cdr Dilip Donde, earning worldwide acclaim for the Indian Navy. The Indian Navy has attained the graceful stature of senior citizenry. Beginning of the 21st Century has augured very well for our Navy and the first decade of the millennium has witnessed substantial growth, both in quantitative and qualitative terms. The second decade and the times that lie ahead hold even greater promises for her continuing growth. During her historic growth, Indian Navy has witnessed many ships, submarines, squadrons, units and establishments crossing Silver and Golden Jubilee milestones. It is the endeavour of Quarterdeck to recognise each such historic event by inviting contributions to recount the glorious past by both Veteran and serving fraternity. Such contributions lend a unique flavour to Quarterdeck. Accordingly, the current edition carries excellent articulations/presentations from our Veterans on the 275th anniversary of Naval Dockyard, Mumbai, the transition from RIN to IN and the Golden Jubilee of Indian Naval Air Squadron 300 (White Tigers). In this context, I would like to reiterate my appeal for greater participation on such celebratory themes in Quarterdeck’s future endeavours. On a sad note, Quarterdeck bids final adieu to two of our contributors-Vice Admiral SM Gadihoke and Commodore MK Banger, whose articles find a proud place in this edition. Quarterdeck deeply appreciates the enthusiasm and hard work put in by them in compiling their articulations, despite the advanced age. Quarterdeck 2012 will be 25th edition of this magazine. Therefore, I look forward to an enthusiastic response from our readers and patrons in sending their contributions to Quarterdeck which crosses an important milestone in its journey, emerging the most favoured and widely read magazine of the Navy Foundation. So, please look out for approved themes for the Silver Jubilee edition, which will be circulated through NHQ, IG shortly, and also remain in touch with respective charters of Navy Foundation for details. Please forward your contributions in soft copy to
[email protected] . This edition would again not be the same without the valuable contribution of Vice Admiral Ganesh Mahadevan, particularly his unique design by fusing heritage paintings of Naval Dockyard, Mumbai for the cover page. I also deeply appreciate the help provided by PDESA and his staff in bringing out this edition. Quarterdeck wishes all our readers and their families a Happy New Year!
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Integrated Headquarters Ministry of Defence (Navy) New Delhi - 110011
Admiral Nirmal Verma PVSM, AVSM, ADC
Chief of the Naval Staff
message The history of the Navy is a continuum, as indeed is its evolution. Quarterdeck epitomizes this by transcending generations of naval personnel and connecting our eventful yesterday with what we see as an exciting tomorrow. In providing our revered veterans the opportunity to share their experiences and wisdom with those at the helm today, the publication provides younger professionals crucial insights that will strengthen them as they sail the Navy into the future. It is both remarkable and striking that our theme for Navy Week 2010 reflects this very notion. “Glorious Wake, Vibrant Future” is not a mere slogan. It represents the Navy’s enduring effort to not just celebrate past achievements, but also learn from its less successful experiences; and not just routinely plan for the future, but also consolidate its hard-gained current strengths. As the Navy surges into the second decade of the 21st century and shoulders greater responsibilities in support of national security and economic development, I am optimistic that it will remain on-station and ready to face squarely all emerging challenges. With a series of highcapacity inductions on the verge of materialising, our force structure is poised to see a qualitative and quantitative expansion. While venerated platforms such as Dunagiri and Vagli retired this year after decades of loyal and distinguished service, the induction of Shivalik, the roll-out of the naval LCA prototype and the soon-to-be commissioned UAV Squadron in Porbandar and Fleet Tanker Deepak underline an upcoming trend of substantial force additions. Yet our personnel continue to remain our most critical and capable asset. Their professional excellence, extraordinary dedication and never-say-die attitude are force-multiplying attributes that promise to propel the Navy in the wake of their illustrious forebears, into a vibrant and glorious future. I convey my warm felicitations to the Editorial Team of Quarterdeck 2011 and wish the readers of the magazine a happy and healthy year ahead. Jai Hind.
Admiral Chief of the Naval Staff
Letters to the Editor * It gives me great pleasure to let you know that I have started to read this wonderful magazine since last few years. This has been mainly possible due to one wonderful officer: Commodore Monty Khanna. He has been circulating your magazine to us in the USA. Not only it reminds me of wonderful time I spent in the Navy but your magazine has inspired me to start writing on regular basis. I am thankful to you and your contributors who make this magazine a treasure worth reading and encouraging me to write few articles about my experiences.
21st century. Our grand old service has made giant strides which leave me out of breath and panting! A quick look at the last two issues shows QD 09’s 71 has has on board 20 Admirals, 11 Ladies, 40 others whereas in QD 10’s 80 the numbers respectively are 23, 10 and 47. I will leave readers to ‘read’ into those figures!
[email protected] * It was indeed a pleasure to read the ‘Quarterdeck’ and to revive the memories of glorious naval tenure. Every year in the month of May, after the annual meeting of the Navy Foundation the ‘Quarterdeck ‘ is received and its entire contents are thoroughly read by me within a couple of days itself. I have always wanted to scribble something for the Quarterdeck, but the time and my handwriting have been preventing me till now! After reading the article ‘Hole-in-one at Gulmarg’ written by Cdr BS Hothi, we are old colleagues, I have been inspired to recount nostalgic reminiscences.
[email protected] * I have gone through the annual publication Quarterdeck 2010. It is an effulgent compendium contributed predominantly by the smart old for the benefit of the smarter present. As we know, sea is a body of saltwater covering most of the earth’s surface and it is rightly regarded as a geophysical entity, distinct from earth and sky. It is the place of duty 24x7 for naval personnel. In this context, let me wish that the Indian Navy sails the seven seas and shares the seventh heaven. Further, this 182 page edition is a rare piece of collection of valuable articles and related photographs which empirically reveals the eminence of the Editor who certainly deserves a bouquet of kudos and a garland of appreciation.
[email protected] * Bravo for your efforts in successfully bringing out the 2009 and 2010 editions of the Quarterdeck. You have been a worthy mentor and deserve applause for maintaining personal rapport with the contributors which goes a long way towards making this magazine a hallmark of excellence.
[email protected] * In QD 10, dear Shirley, you have “packed a plentiful, powerful punch” of some humour, nostalgia, lessons and of course narratives. The last named, inevitably-inescapably have an element of too much ‘I’.
A special accolade for Vice Admiral Ganesh Mahadevan for providing high quality cartoons and illustrations on regular basis for the last so many years! Hoping for his continued labour of love! Last but not the least, sustained and behind the scene efforts by DESA team needs to be applauded.
We ‘oldies’ think of nothing else but Them Days in our times etc but when one reads that refrain from someone young (Lt Cdr Khosla) it shows how easily and quickly we delve into the past. But above all, the broad spectrum in your compilation opened my eyes to the reality of the
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First Indian Solo Circumnavigation Vice Admiral MP Awati (Retd) I first read Joshua Slocum’s `Sailing Alone Around the World’ in 1948. I had picked up the book from a roadside sale in London when I was at the RNC Greenwich. Slocum had built the boat himself from a derelict on a Massachusetts beach on the US Atlantic coast. He named the 35 feet boat Spray and fitted it out as a yawl with a main and a mizzen mast. It took him three years on his circumnavigation voyage, west about, stopping at several ports enroute. It was an epochal voyage by an ageing sea captain, a kind never attempted before. That was in 1898. He did create great interest in the world sailing fraternity. No one emulated him for a very long time, for upwards of fifty years. The reason was the two World Wars had intervened and the tumultuous years of the period between 1900 and 1950 were not amenable to any adventure activities at sea, nor was there money in the kitties of most nations for such ventures. After 1950, though, there has been a spate of solo circumnavigations by European and American sailors with a few from Australia, South Africa and Japan. There have been half a dozen women sailors who have joined the ranks of these solo sailors. Aside from the Japanese no one from Asia has ventured, which, I thought was a pity, considering that sailing the high seas in ships had been an Asian activity for many millennia. So why not an Indian! I thought to myself, in my dying days in the Service. Why not, indeed! But who would support such a venture? I tried a few corporate houses and drew blanks. After I retired from the Service the thought became an obsession. From about 1990 I wrote to successive Chiefs of Naval Staff for support, with no result. They must have thought of it as the ravings of an ageing sailor who was seeking something to do in his retirement. That I was, but not for myself, any longer! I was getting too infirm to attempt such a demanding adventure. Then in April 2006 the then CNS, Admiral Arun Prakash responded to me. He wrote, ‘Why not? An excellent idea! Why not you? ` He was pulling my leg, of course. He would have known fully well that at 80 I was not a candidate. In his next letter he asked me, ‘How much will you need? And in the same breath, he informed, ‘I will go to the Ministry provided you take this on`. I had no problem taking it on and I said so to the CNS. The die was cast, I was to be the Mentor, and the project was christened Sagarparikrama. I could co-opt anyone I wished into my team. I asked the CNS for a sum of money, by a rough estimate. The Admiral got me an approval to go ahead and a sum almost twice I had asked for, in the following month. It was June 2006. 5
Events now moved fast. My only stipulation had been that the boat be built in India. That was readily agreed to. A design for the boat was obtained from Van de Stadt, the reputed Dutch yacht designers through the efforts of Captain Soli Contractor whom I had earlier co- opted as my Technical Adviser. Soli was to prove an excellent choice. He is our first yachting Olympian and has contacts with the yachting world. Design in hand we went on a quest for a possible builder. As required, three builders responded to our enquiries. The selected, Aquarius Fiberglass, is a small boat builder operating from Divar Island on River Mandovi, on the opposite bank from Goa Velha. As it was to turn out, he was a real find, the owner Ratnakar Dandekar a true believer in the capabilities of Indian boat carpenters! Ratnakar became the third member of my Team. The last to join my team was the volunteer sailor himself, Commander Dilip Donde, a Clearance Diver, who, had some open sea sailing experience. I met him and he came and stayed with us for a couple of days in our village home. The bond forged between us has strengthened over the months through many vicissitudes. He is the real find of the project. It turned out that the legendary yachtsman, Sir Robin Knox-Johnston, was just then preparing his boat for the oncoming Velox 5 Oceans singlehanded sailing race which was to start from Cadiz on the Spanish Atlantic Coast in October that year. Just then Robin was preparing and tuning his boat in Portsmouth. Would he accept our chap to assist him? He readily agreed and off went Dilip to Portsmouth to help and take his first steps in big time sailing with Robin. He could not have wished for a better guru. Later that month he sailed in the Saga Insurance with Robin to Cadiz for the start of the race. Later still, he was sent to Fremantle in Western Australia to join Robin’s Support Team and glean more experience of the business he had volunteered for. I took this as the the first indication to me that the Gods were on my side. Further evidence of this came when we were looking for Red Cedar for the wooden core of the three skin hull for the design, stipulated by the designer. We found that the tree grew in the highlands of Kerala, a stone’s throw from Goa. It would be processed and be available with a timber merchant in Bombay. I was saved having to look for the timber in some temperate country or in Kashmir! Ratnakar devised an ingenious method of a tent and ordinary electric heaters, an array of them, in his yard, to bring the timber to 12% humidity, once again, stipulated by the designer, before using it in the boat. All was now ready to begin building the boat. The construction began on Christmas Day 2007, soon after the contract was signed between the navy, the owner, and the builder. Launching was promised within one year of this date and delivery three months after that. The builder met both the dates despite some horrendous problems, not least many of them created by the owner, the inevitable bureaucratic mess in a succession of delayed approvals. The initial work of hull construction 6
was ‘topsy-turvy’, literally. After the three skins had been laid and cured under carefully controlled humidity and temperature conditions the hull was upended. Work progressed at a fast pace with Dilip spending much of his time in Goa assisting Ratnakar. The most critical stage came when the 8 ton lead weighted keel had to go on to the boat. Actually the boat was fitted on to the keel by lifting it on to it! I watched it with my heart in my mouth. It reminded me of the story of a very large fighter pilot who was asked by his stunned fiancé how he could possibly fit into the cockpit. He replied that he did not. He wore the aircraft around him! The boat was launched on midnight’s spring high tide on Dattatreya Jayanti, 12 December, 2008, almost a fortnight in advance of a year since construction began. Meanwhile I had been in search of a name for our boat. Many came to mind. I rejected them all as being not sufficiently evocative. I wanted a stunning name, something unusual, a name suitable for a potential circumnavigator boat, for a maker of history. Then in June 2008 on a visit to Goa in response to an invitation by my friend, Professor of History at University of Goa, I was taken into the jungles of Sattari at the base of the Ghats, to be shown the Kadamba heritage of Gomantak. There are hereabout numerous temples to the Nau-Devi, patron deity of the local community who worship the infant Mandovi as she descends into the plains from her source in the Ghat region of Karnataka. Here the Mhadei, the infant Mandovi is worshipped as the River Goddess on which the Nau-Devi plies her boat. There are wonderfully carved images of the Goddess, in the locally found black basalt stone, sitting cross legged in a boat, complete with mast and sails, rowers and the Sukkanni at the steering oar with the Disha Kak in the crow’s nest waiting to be released to find land. I knew at once that my search for a name for our boat had ended. She would be named Mhadei. What could be more evocative for a boat built on the Mandovi, with a huge cultural heritage behind her. The Gods were indeed with me. The Mhadei moved downstream a few days later under her own power to the naval jetty at Chicalim. There the mast was stepped on to a gold sovereign, as tradition demanded. The sails were bent on and she took her first steps in the wind on 23 January 2009, again well in advance of the deadline. The next few days were spent off Goa to check the equipment, especially the auto pilots, electronic and wind operated. It was ‘a cinch`, to use a sailor’s slang. On 12 February she was accepted for the navy by the Chief of the Naval Staff at the jetty of INS Mandovi on the Panaji River. My search for a circumnavigator boat was over. It was now for our solo sailor to assume command and do his bit. He began in right earnest, to pace himself. Robin visited Goa in the third week of February to have a good look at the boat. During the week that he was with us he did just that, sailing out in her with Dilip and sometimes with me as a supernumerary, every day to check 7
out on her sailing qualities and the high tech systems we had given her. At the end of the week he pronounced, in a typically British understatement, ‘She will do`. He was to have, later, sailed to Mauritius with Dilip to pace him. Unfortunately, this did not happen. On 14 May Dilip and Lt Cdr Abhilash Tomy sailed for Mauritius on a shake down cruise. Abhilash was the officer selected to be Dilip’s stand-in. He has been an excellent support and has fully familiarised himself with the boat. Indeed, it is my hope that he will be our shot at a nonstop circumnavigation after this one is done. A world class navy has to move on, up the ladder. A navy is only as good as the people who man it! Dilip did the return voyage from Mauritius solo, notching up the first Indian record. He returned to Goa on 23 June. In the next weeks prior to 15 Aug, the date set for Dilip’s departure on his big voyage, the Mhadei would be docked and fully checked out for her voyage. Dilip was flagged off on 19 Aug, Parsi New Year’s Day, by the CNS. In three years we had been late by only four days, to allow CNS his wish. Bombay to Freemantle in 39 days! A longish halt before proceeding to round the first of the three Great Capes, Cape Leeuwin, into the dreaded Southern Ocean and the Roaring Forties. On the way to Port Lyttleton, the Port of Christchurch the Mhadei ran into a typical southern weather system in the Tasman Sea, with winds over 50 knots and following seas high as 30 feet. Battling them Dilip lost his Raymarine and Jefa autopilots. It was through sheer grit and determination that he made port ten days later. It was a fine act of seamanship and sailing through such tumultuous conditions. Repairs were effected in Lyttleton. To no avail, as within a day from Lyttleton both the auto pilots gave up again. Dilip had to sail on the Wind Vane system fitted for just such an emergency. He rounded the dreaded Horn in another southern storm. He had become wiser in handling such conditions. He made Port Stanley in good shape, once again to effect repairs to the damaged systems. He foreswore using the electronic auto pilots, sticking with the wind vane until he made Cape Town on 25 February 2010. After a longish stay there he sailed on the final and the longest leg of his voyage on 03 April, passed the Cape of Good Hope, the last of the three Great Capes on his itinerary, a day later, making Bombay at just short of midnight on 19 May. On 22 May 2010 he was formally welcomed home by the Vice President. Thus concluded the first ever solo circumnavigation of the globe by an Indian in which the navigator crossed the Equator twice, passed every single Meridian of longitude, the International Date Line, clocking nearly 24,000 nautical miles. Truly a great achievement for the Indian Navy and for India, of which both can justifiably be proud! For me, personally, I had achieved my purpose in life, a little late, perhaps, but just in time. It is my hope now that I should live to see the first Indian attempt at solo non stop circumnavigation which is slated to start in August 2011. It must happen as a natural sequel to Dilip Donde’s epochal achievement. SHANNO VARUNAH!
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275 years of Bombay Dockyard Vice Admiral JN Sukul (Retd) died playing polo. The entire office and cash account was managed by Kasi Iyer who was most meticulous and honest man that I ever met in my life. The outer arm was designed by one Yugoslav Ivan Militinoic Pim by sinking pre-fabricated blocks.
Everyone knows it started as Wadia Shipyard. It built ships that sailed all over the world. Wadia wooden ships exist even now in the U.K. They require repair/replacement to a lesser degree than U.K. built ships. I understand that Bombay ships took part in the American War of Independence.
We should not forget the men under whose control it was built. The Ministry of Defence were controlling it not the Navy. Rear Admiral Nanda, later (CNS) and Rear Admiral PK Mukerji were in-charge. I remember when the Dock luffing crane was being assembled R Adm Mukerji climbed right to the top, and a Gujarati assembler ran up the boom from deck surface to the top.
The inscription at the head of Duncan Dry Dock reads 1734, which indicates the day it commenced. I have no idea how the dry dock was de-watered. I did not quite grasp the opening and closing mechanism. There was hydraulic mechanism which I saw in parts but the entire mechanism dismembered for repairs was never witnessed by me.
The contractor for electrification work was British Insulated Calender Cable, later known as ICC under Mr Lobb and Mr. Warrier who had the temper of primadonna, but I saw him complete 220 KV oil-filled cable by freezing either side of the joint by liquid oxygen cable.
I first visited the Dockyard in 1949 on a trip from Dehradun. Sea water waves were splashing Challenor steps making the boat carrying us to visit INS Delhi rock and roll. I was scared as the ship was anchored off Gateway of India. We slept on the wooden quarterdeck and I was surprised to find myself disoriented on waking up. Tidal changes were responsible but I did not know about eight hourly changes of tide.
I took part in the 250 years celebration presided by R Adm. Daya Shankar. The Admiralty was represented by Adm. Lindsay Bryson - the First Controller who was a full Admiral and an Electrical Engineer, a delightful man who presided over Australian Dockyard Expansion later on.
Later on I joined Sir Alexander Gibbs and Partners. I saw the completion of Drydock whose operating mechanism did not need any repair when I went round 30 years later. I also saw the completion of Barracks and Destroyer Wharves and the extended arm which was involved in electrification by cables running underneath.
Bombay Dockyard, I would always remember as I saw it whenever my ship entered the wet-basin, although I served about twelve years in various capacities including a tenure as the Admiral Superintendent. This is a lot of history as I recollect. My best wishes for those who continue the good work.
John Rhodes was the Civil Engineer. He worked on a 24 hour routine. The two Gibbs brothers died in accidents, Michael Gibbs’ car overturned killing him and the other
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Naval Dockyard, Mumbai-Historical Perspective Late Commodore MK Banger (Retd) The task of writing the history of the Naval Dockyard, Mumbai spanning a period of 275 years from its birth in 1735 was indeed daunting and challenging. This Dockyard has grown over the last 275 years from a traditional teakwood boat building yard to one of the most modern building yard east of the Suez. Introduction: Like the gentle dew that falls unseen and unheard and yet brings into blossom the finest of roses, the Naval Dockyard likewise made our Indian Navy what it is today. Since its inception, it handled Malabar teak, canvas and muzzle loaders, the Dockyard has come long a way. It now handles gas turbines, state of the art weaponry and computerized data processing and may be nuclear technology in the not too distant future. Further, with the Navy going 3 dimensional, it has set up matching infrastructural facilities to refit aircraft carriers and submarines. The policy of indigenisation has largely helped in attaining SELF-RELIANCE in DEFENCE and thereby enabled to provide the nation with maritime security by getting the ships operational in time. The primary objective of the Dockyard was to achieve technological SELF- RELIANCE in all the sectors of refitting ships. Technological growth (1735-2010): A chronological listing of the significant achievements with a brief note associated with each event shall amply justify the above philosophy. 1735: Naval Dockyard set up and rendered operational. 1736: Built DRAKE, (fitted with 14 guns) a schooner and a grab. 1750: Built Bombay Dry Dock Length - 209 ft, Width - 47 10
ft., Depth-15 ft. 1810: Built Duncan Dry Dock - 286 ft long, 63 ft. wide and 23 ft. depth at a cost Rs. 3,64,052/-. HMS MINDEN fitted with 74 guns was the first ship built in the Dock and commissioned into the Royal Navy. The Bombay and Duncan Dry-docks stood there as the only two dry-docks in Bombay to provide dry docking facilities to the British warships for 135 years through the two World Wars-indeed a remarkable foresight and planning displayed by the British. This led to building of dry-docks at Singapore, Trincomalee, Hong Kong along with Naval bases to support the Royal Naval Fleet across the South East Asian waters. 1817: The decision to build warships in India encountered fierce opposition in the British Parliament which was debated over for a number of months. However, the glaring advantages of TEAK over OAK swung in favour of setting up ship building yards in India which were as follows:(a) Cheap labour and expertise availability from the Wadia Family. (b) Oak contains powerful lignin acid which corrodes iron and consumes the very metal which is supposed to unite. (c) Teak weighs ¼ less than oak. (d) Teak is not amenable to splinter unlike oak which has been testified by General RABERCROMBIE on reporting of his men being wounding on his ship “eYLOW” built of oak. 352 vessels comprising of warships, merchant vessels and yard crafts were built through seven generations of Wadia
commissioned by Vice Admiral AK Chatterjee. This marked the change over from valve based first generation system to VSLI technology.
Master Builders example Foudroyant, ex- HMIS Trincolmalee built in 1817 in Bombay Dockyard still lies afloat off the shores of Hartlepool in the UK Indian built ships were found to be far superior to British ones as observed by the ADMIRALTY. The average life of Indian ships was 30 years as compared to British built being 12 years.
1968: Battery Shop commissioned. 1972: New paint shop set up though originally started in 1952 with Dr. KP Buch as the pioneer in the manufacture of dockyard paints.
1838-1848: Expansion of the Bombay Dockyard launched during which period the Duncan Dock was widened 48 ft. and lengthened by 60 ft. to accommodate larger vessels.
1973: Systems and Diesels Department set up as a premier Diesel and Gas Turbine Repair Center.
7 DeC 1890: Duncan Dry Dock first brought into use after deepening and docked HMS ABYSSINIA (a turret ship) in 1893.
1979: Missile Boat Engine Repair Workshop set up. This integrated complex facilities covers complete overall of radial engines which are a derivative of aircraft engines. This facility also demonstrates the versatility of our Dockyard personnel to overhaul any type of engine.
1906: New breakwater re-constructed to suit the configuration of the revised layout of refitting shop facilities. 1925: Yard Crafts ‘Elsie’ and ‘Nancy’ built with coal burning boilers and reciprocating engines. The workhorses of the Dockyard to ferry naval personnel during monsoons to ships at anchorage.
Late 1980’s: Towed Array Sonar Repair facility set up. Repairs to stainless steel tow cables of Variable Depth Sonar also set up. 1989: Rubber Moulding Shop set up to manufacture seals of various shapes and sizes. early 1990’s: Pipe Repair Shop set up. early 1990’s: Sonar Dome Shop (indigenous) manufacture of Sonar Domes for SNM class.
1947: On gaining Independence additional dry-docks were envisaged to cater for new acquisition ships from the UK. With the commissioning of INS Delhi in July 1948, the first Indian warship to make its appearance in Indian Waters - a new era dawned for the Indian Navy.
1994: SLAVE docking concept introduced for the first time. A very innovative measure optimizing utilization and availability of dry-dock.
1950-1962: The Navy appointed Sir Alexander Gibbs & Partners to plan an additional dry-docks berthing facilities and also oversee its construction. The Cruiser Graving Dock was built in the late 50’s under their supervision and proved to be a valuable and timely asset for Dry Docking of INS VIKRANT in 1962 just by accident as a hand in glove fit.
1995: Predictive Hull Analysis Unit - a software developed in house which enables a meaningful prediction towards planning of repair facilities prior to a ship going in for refit. 1998: Though Quality Assurance Division were set up in 1976, a fullfledged Quality Assurance Division took shape in 1998 to cater for refit of submarine too.
1964: Life Raft Repair Cell setup. 1965: Coastal Wing Workshop taken over from the Army.
sOme OBseRVaTIONs ON THe NaVaL DOCKYaRD Whilst one can chronicle its list of achievement/milestones
26 sep. 1966: WECORS (Weapons Control Repair Shop) 11
spanning a period of 275 years like a good maritime historian, one cannot help in making some relevant observations during its growth. (i) Firstly, the extensive marine survey undertaken by the British to locate the Dockyard so safely in a sheltered location away from the fury of the monsoons. (ii) The foresight and intricate planning in identifying the essential requirements for a Dockyard e.g. drydocks, berthing facilities and refitting shops. Compare this to our Navy being able to add just one Dry Dock during the last 63 years of Independence inspite of the huge expansion of the Naval fleet to over a 100 ships. (iii) The state of the art of civil/structural engineering was indeed very sound which is amply evident with the Bombay and Duncan Dry Dock still in use. (iv) The above indirectly makes one infer that the quality of material, quality of workmanship (our own Indian workers) and above all, supervision were highly commendable. (v) Two strategic considerations formed the basis of the policy of the Royal Navy; one that of creation of assets and the other consolidation. (vi) The setting up of the Dockyard Apprentice School in 1948 by the then Captain Bird is a tribute to the foresight of the Royal Navy. Incidentally, Capt A Chakravarti was the first Captain Superintendent Dockyard to be appointed in Dec. 1951 who took over from Captain EF Pizey. (vii) The organization of the Dockyard went through one major structural change viz. one from the “departmental structure” set up by the British to a “functional one” based on a service paper titled “Reorganization of the Naval Dockyard, Mumbai” written by me and approved by the Government in 1976. An article titled “Management of IN Dockyards” written by me was published in the Journal of Naval Engineering (UK) Dec 1997. 12
Conclusion: The Naval Dockyard has now become a vital and strategic center for our Navy. It has been a breeding ground for many of the junior technical officers to rise both in their profession and ranks. The dockyard has now become overcrowded with a diverse origin of ships both big and small. There is an urgent need to review the refits of ships undertaken by this Yard. It is strongly felt that certain classes of ships (smaller ones) may be diverted to the newly formed Dockyard at Karwar which has a ship lift facility in lieu of a graving Dock. The above suggestions if implemented will enable Naval Dockyard, Mumbai to concentrate on its highly stretched resources and capital on front line ships only. The other suggestion is to base all yard crafts (auxiliary fleet) in Karanja, across the harbour. There is also a need to consider setting up a separate Director General Naval Dockyards who shall be responsible for the entire gamut of refit of ships of the Navy and thereby divest the Chief of Material of this responsibility. Finally, anyone who has effectively served in the Dockyard has proved to be an invaluable asset after retirement to the outside commercial world. I for one can proudly say if not claim it.
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Naval Dockyard, Mumbai - A Pioneer Vice Admiral Parvesh Jaitly (Retd) the prospect of setting up a yard in Bombay because of its locational advantages. The Crown leased the islands to the Company on an annual farm rent of 10 Pounds. Thus was born the marine yard with few rudimentary repair shops under thatched roof sheds near the present “Angre Fort”
In Oct 2010, Naval Dockyard, Mumbai completed 275th year of its service to the nation. From a very humble beginning as a marine repairs facility, the yard graduated to become one of the most reputed yards in the world, building both “men-of-war” and merchant ships during the British era. Ships built by the Dockyard were found to be more durable and sea worthy than those built in Europe. Post-independence, the yard has transformed into the largest captive warship repair facility of the country, supporting the Naval fleet battle worthiness. On the historic occasion of yard’s 275th anniversary, it is appropriate to look at its glorious past and place on record the contributions of this fine industrial giant to the Indian shipbuilding and repair industry. The Birth The history of Naval Dockyard Mumbai is closely linked to the city of Mumbai. In the 1600s, Mumbai, then called Bombay, was largely an uninhabited group of seven islands controlled by the Portuguese. Following the marriage of English King, Charles II to Portuguese Princess Catherina of Braganza, the islands were passed on to the British as part of the Princess’ wedding dowry. The East India Company, for development of their trade, needed a facility to enable British ships, which entered Indian waters after the prolonged passage from England to undergo repairs. They were enamoured by 13
The Formative Years As trade with the east flourished, repair requirements of ships, actively engaged in trade, also increased. Consequently, the yard progressively improved on its infrastructure by building dry-docks of multiple dimensions, all of which are used even todate. The Bombay Dock, an aggregation of upper, lower and middle docks, was thus built progressively between 1750 and 1765. Bombay Dock upper was the first dry dock to be constructed in India in 1750. The Duncan Dock named after Sir Jonathan Duncan, then Governor of Mumbai, was added subsequently in 1807 to help build warships. The first ship to be built in Duncan Dock was Minden which is also the first major Royal Navy ship built outside British Isles. The British empire, which was looking to expand operations, went about using the building, docks and repair facilities, over the next two centuries. The facilities available with the Marine Yard at Bombay were unparalleled in the East and provided the British Empire with a full-fledged base to fuel their ambition for global dominance. The Master Builders of the Dockyard belonged to the Parsi Wadia family from Surat. The first Master Builder, Lowjee Nusserwanjee Wadia, was brought over from Surat to steer the ship-building activity. He was followed by eight other master builders, all from the same lineage, who kept the ship building skills at the yard intact till 1884. The reputation of ship-building which the Wadias established ensured that the order books of the Bombay dock were always full.
During the British period, 170 war vessels were built for East India Company, 34 warships for the Royal Navy and 87 merchant vessels for private companies. These included ships for the East India Company, Bengal Pilot Service and a host of private merchants. The largest ship built was “Meanee” with a displacement of 2591 tons. Steam propulsion based ships were built as early as 1829. Some of the famous men of war built at the Bombay yard include Ganges, Cornwallis, Minden and Asia. HMS Trincomalee, a frigate, built by the Bombay dock in 1817 is the second oldest ship afloat in the world. The growth Post-independence, the Bombay Yard became the captive facility of the Indian Navy to support the refit and repair functions of Naval Warships. There was unanimity of view that the yard has to expand and modernize in order to cater to the growth of the Navy. An ambitious plan for expansion and modernization was set in motion wherein major reclamation work was carried out to create space for additional workshops, jetties, and wharves. The Naval Dockyard Expansion Scheme was conceived in 1952 to take into account the requirement of supporting ships likely to be inducted till 1968. The next stage of expansion came along in 1970s with induction of indigenously built Leander Class Ships. Steam Test House, Boiler Manufacturing Shop and WECORS phase II are some of the important facilities added. With the induction of Soviet origin ships like Missile Boats, Corvettes, Mine Sweepers, facilities like Radial Engine Repair Shop, WECORS Phase III, etc. were commissioned. The fourth phase of expansion came along with induction of SNF, Godavari - Delhi class. Major expansions undertaken included creation of graving dry dock, jetties, break waters etc. Heritage Character While focusing on the expansion and modernization process, the need to maintain the heritage structures of the yard was not forgotten. Barring the closure of the 14
clock tower gate, the dockyard frontage on the Shahid Bhagat Singh road has largely remained unchanged, and forms a slice of the city’s history. Some of the prominent heritage structures in the yard include the gigantic “Main Administrative Building” built in 1807, the “Clock Tower” built in 1798, the dry dock and the “Castle Wall”. The clock supplied by M/s. Lund and Blockey in 1904, continues to work to this day and is a gentle reminder of the bygone era. To bring about greater awareness of the rich heritage of the dockyard amongst the people of Mumbai, a “heritage walk” was started in 2001 to enable citizens of Mumbai to visit and appreciate the importance of heritage structures in the yard.
The Present: The yard today boasts of most modern ship repair infrastructure, manned by a skilled workforce of over 11000 personnel and is an important asset for the maritime security of India on the Western Seaboard. It is also a second home to most technical officers of the Indian Navy, who have toiled hard towards its growth. Pioneering efforts put in by illustrious personalities like then Cdr NE Warner, Cdr AK Bhatia, Cdr Daya Shankar, Lt Cdr BP Sinha and Shri S Parmanandan find special mention in the historic growth of the yard. Successive generations of leadership have built on this strong foundation and guided the growth to greater heights. Having served in the dockyards for over 12 years, I can say that any tenure in the yard is the most satisfying professional experience that a technical officer can
aspire for. Managing such a large industrial workforce as also timely shore support to Navy’s diverse inventory of ships throws up interesting challenges on a daily basis. However at the end of the day one can actually see the results of meticulous planning and sustained efforts that go into the development of infrastructure and ships repairs. Spread over 138 acres of land, the yard has a vast range of engineering facilities to meet every maintenance need of ships and submarines. While multifarious facilities have been added over the years, the support infrastructure development has always lagged behind induction time lines of new ships, as is generally the case with any growing Navy. The ships, therefore, have to be supported by the yard for the first few years after induction, with these constraints calling for imaginative and innovative approaches to meet the maintenance requirements of the Navy. The Naval Dockyard, Mumbai with its committed workforce, true to its Motto “Success through Perseverance”, has always met these challenges confidently. The biggest strength of the yard has been its skilled workforce which has kept pace with assimilating the changing technologies and exploiting the infrastructure in most optimal manner. A number of major conversions and modernization plans of ships and submarines including complete reconstruction of warships have been successfully executed which bears testimony to the excellent workmanship, skill sets, planning and execution abilities of the Naval Dockyard. Well-documented quality and environmental management systems have been put in place. The yard was the first major defense industrial establishment to get ISO-9001 certification. Challenges ahead The challenges that the dockyard faces ahead revolve around maintenance of ageing infrastructure, re-training workforce for higher productivity, managing a wide range of technology and adapting modern soft skills and management practices for more efficient functioning. New initiatives at human resource development also 15
need special attention. As mentioned earlier dry-docks like Bombay, Duncan, Cruiser Graving as also Wet Basin have served the yard for many decades and need major maintenance effort. The Naval inventory today straddles a plethora of technologies from a diverse origin. Management of knowledge and expertise to repair and maintain this inventory is a resource intensive affair and therefore the Naval Dockyard cannot traverse this path all alone. To their credit, the Indian industry has spotted this opportunity and has been coming forward in helping the dockyards deal with technology challenges. This ongoing synergy with the industry and massive infrastructure upgrade plans being aggressively pursued by the Naval Dockyard will keep the Indian Naval fleet in the best of material state in the coming future. Conclusion The Naval Dockyard has, over her long and checkered history been a major contributor to the growth of the marine industry in South Asia. The ship-building strengths of the yard contributed immensely to the might of the British empire as well as to the economy of Bombay. Today, the Naval Dockyard is a major cog in the wheel which drives the nation’s maritime defence capability. The Naval Dockyard is a pioneer in complex ship-repairs and helps to maintain a battle-worthy fleet of ships. In the 275 years that have elapsed, the yard has transformed itself from a modest ship building facility to the largest Naval ship refitting and repair organisation in South East Asia. On the occasion of its 275th anniversary, let us salute all the gallant personnel who worked hard to bring about this phenomenal growth with their committed and painstaking efforts. Jai Hind. Ps: The Author places on record his sincere thanks to Cmde Sanjay Tiwari of Naval Dockyard, Mumbai, for providing useful inputs to him in compiling this article.
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Evolution of Information System Captain Haridasan (Retd) This is about the first few crucial years (1970 to late 1980) of the computerisation of Naval Dockyard Mumbai. I have had the privilege of working in the EDP department right from its inception. Beginning as a junior programmer and going on to become Manager EDP, I have had an insider view of this difficult and challenging period. As it is practically impossible to give all details of the evolution due to limitation of the size of this article, I will only dwell upon some paradigm shifts and some humorous incidents during this era. On our journey, just like all brave pioneers, we have had to encounter indifference, ridicule, jealousy, admiration and acceptance, not necessarily in that order! The evolution of Information System in the Naval Dockyard may be broadly classified into 3 phases. In the first phase, it was the mainframe based centralised data processing, when the computer was considered as “Your Obedient Servant”. The second phase started with the advent of PC (personal computers) and partially distributed data processing. During this period, “PC” also stood for “personal comfort/prestige count” the reason for which you will read later. The third phase started when the euphoria of earlier “PC” was over and computer literacy had crossed the threshold. The cost of PC had drastically reduced and it had become quite robust. PC then stood for “personal consultant”, a major paradigm shift from the earlier “obedient servant” days. Even though the decision to computerise various functions of Naval Dockyard was taken in late 60s, the actual formation of EDP department took place only in 16
1970. A small team of 6 young officers headed by Cdr JL Gupta as Manager, formed the EDP department. The computerisation of ND(B) would not have taken off without the whole hearted support from the then GM, and later ASD and COM, V Adm JTG Pereira and his clear vision of the Information System Requirement. The functional areas taken up for computerisation initially were Naval Stores, Planning & Production Control of naval ship repairs, Dockyard Zonal Stores, and Cost Accounting. We, the junior level officers were all selected after a very rigorous “Aptitude Test” and appointed after training in various technical aspects of software development and operation by ICL. Those were tough days for all of us, as there was no proper office space, infrastructure or staff. We were doing everything ourselves clerical work, photostating, binding reports and even personally distributing them. We used to do programming, sitting in our cabins in the command mess. As we did not have a computer to process, we hired computer time for compilation of the programmes from the Maharashtra State Road Transport Corporation. We used to go all the way to their office in Mumbai Central on our own scooters rain or shine, in heavy traffic at noon time, without any TA/DA! But the spirit of being part of this IT revolution kept our spirits high. We all knew that we are members of a pioneer team which would be facilitating ND (B) and the Indian Navy to take a quantum leap. We, Sub Lieutenants and Lieutenants had the opportunity to interact with very senior management. Admiral Superintendent of Dockyard, Rear Adm JTG Pereira used to come to our department and sit with us to understand and perhaps, to “check” what we were doing! He also gave us some serious inputs. This in itself was a great motivation for young officers.
The technology used was 3rd generation Cobol based system on ICL 1900 hardware. We had to write software in 120 column COBOL sheets, get it punched on cards, manually correct the cards for punching errors, get them compiled and then fix bugs. There were no tools or online help those days. Our ace programmer, then Dy Manager EDP, Lt Cdr SR Das wrote one of the largest programmes comprising 9,000 lines and got it bug-free in a fortnight! Even though he used to forget his own name occasionally, never forgot a single line of this mammoth programme. We all put in our total dedicated effort, working day and night, so as to inaugurate our computer system with a live computer programme. It was one of a tender generation of the Naval Stores system that was run during the inaugural session. I do not think any other system in any other organisation did their inauguration this way in those days. The hardware for processing was one of the “largest machines” of that time. Its memory was 16 K! It had one card reader, 4 tape decks which could handle 1200’ magnetic tapes, 2 hard disk drives of 360 K(!) and one line printer of 120 lpm. The hard disk capacity was 360 K! For running the Naval Store system, the main ledger file used to occupy 32 disks, and we had to load and unload these disks manually when the main processing was on! The comradeship among the team was excellent. Every day we had lunch together in the officebachelors with packed lunch from Command Mess and married officers bringing lunch from home. We bachelors took full advantage of the married officers’ lunch boxes and sent requests to the wives as to what we would like to have for next day’s lunch. The data collection of lakhs of naval stores items for computerisation was a herculean effort. To collect data, we had to manually copy the data from the stores ledgers, correct them, enter into the computer system using punch cards, verify the data again and then use 17
it in the system. A team of about 20 sailors was deployed for more than 2 years on this work. Then on a particular date, the transactions were frozen classgroup wise, to take the stock balance of each item. The people involved in the Information System implementation may appreciate the effort and pain to get the data of this mammoth volume finally purified. In the first phase, the computer was a dumb servant, who was ordered to supply the necessary menu (Management information) and the customers had to wait for the menu to be served. The quality, quantity and selection of raw material and process (data and logic of programming) was based on the communication ability (specifying the requirement) of the master. The taste and quality of the menu depended on the efficiency of the cooks (programmers & data processors). The presentation was dependent on the smartness of the stewards (timely delivery in the suitable format). A master-servant communication gap used to result in big catastrophe as the master was unaware of the outcome till it was served to him! He did not have any intermediate view of the process, unlike in later days. An interesting episode of this time will give some “insider view” to automation during the initial period. It took place when Cmde K R Menon took over as GM, ND(B). During his first visit to EDP, the enthusiastic young “expert” officers of EDP gave a forceful presentation giving the status of computerisation and the various “very useful MIS reports” generated for different production and planning departments. At the end of the presentation, to our dismay, GM asked MEDP to stop generating all the reports forthwith. GM also told him to produce before him, the first person asking for a report. We did not understand the meaning of it, however, an order was an order! We were sure that within two days, the departments would be pestering us for reports, as we “knew” that most of the decisions of the middle level management were taken based on “our MIS reports”. Two days passed,
then four days, nobody turned up asking for reports. Our ego did not allow us to go and ask the users how they were managing without the EDP reports. Six days passed, and so the weekend. On Monday, a labourer turned up asking for the report. The whole department was so excited! We wanted to take him to the GM straight away. But then we thought that it was better to find out from his manager his requirement as the labourer was unable to specify the name of the report. The Manager said that he will be happy to have “any” report. We were surprised with this answer. On further discussion with the Manager, it was revealed that they needed the report for using the paper to wrap snacks during tea breaks!! Another very interesting fact was that during this period, the EDP department, became the favourite venue of many senior officers at noon time for “discussions”- mainly, to enjoy the comfort of airconditioning, as this was the only office which was airconditioned at the time! The second phase was when PCs came into existence in 1983, and they could be networked with the main computer. This brought in some improvement in user interaction with the EDP department, and thereby, utilisation of MIS more effectively. However the PCs of those days were very highly priced and were not robust enough. It required dust and humidity free environment which in practical terms meant air conditioning, clean environment and good furniture. This in turn increased the costs further. As a result, it was not possible to install a computer in many end user locations like production centres, stores etc. Around this time, middle level officers started taking a “sudden” interest in computerisation and asked for terminals so as to avail of the better working environment. During this phase, PC also stood for “personal comfort” “prestige count” because many officers wanted the PC on their table (mostly covered). But this also gave some momentum to automation and to improving the computer literacy among users. 18
In the third phase “PC” had evolved to “personal consultant”, sitting on your table, interacting with you, and exploring answers for “what ifs”. This became possible for many reasons. PCs became affordable and robust. The local area networking of computers became very easy and reliable. Computer literacy had removed the fear of computerisation. The data processing methodology had changed from centralised to distributed processing, with very interactive user - developer involvement. People had started appreciating the advantage of automation. The data base had also undergone a lot of purification and thus become reliable. The response time from the developers to end users’ requirements was reduced considerably. As an example, during this period, Naval Dockyard and ships could send material demands online to the Materials Organisation at Ghatkopar. Information Technology made computers very user friendly and helpful in online decision making. Twenty years have passed since I left the Navy. The dry dock gates have been opened and closed many times during this period. Information Technology has changed organisations to “Digital Organisations”. The computers have taken different avtaars - laptops, mobiles, PDAs and iphones etc - converging voice, data, image and telecommunication. I am sure that Naval Dockyard (M) has been taking full advantage of these changes and computers have now become “companions” to dockyard officers and staff.
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Yarns From The Yard Captain Sunil David (Retd)
Common causes for laughter are sensations of joy and humour; however, other situations may cause laughter as well. In its saga of 275 years, Naval Dockyard, Mumbai must certainly have had its share of laughter provoking incidents. My experience dates back to a relatively shorter period of about three decades, which has witnessed several unforgettable moments involving my course mates. Many of these situations may not have been amusing to the persons at whose expense others were laughing, but with the passage of time they too were able to sit down and have a quiet chuckle over it. My tryst with naval dockyards took place when 6th Term NDA cadets embarked INS Shakti as part of Camp Trishul. Someone had forgotten to inform the cadets that nailed boots were not the ideal footwear on board ships. What the 346 cadets did to the decks of the ship with their boots (692 horse shoes, 692 toe pieces and 8,996 nails) did not leave either the EXO or the Chief Bosun’s Mate amused. However, the chipping hammers took the day off. The situation was 19
further exacerbated by the various army-style drill movements that necessitated stamping one or both feet on the deck as hard as one could. That no one slipped and sustained major injuries was a miracle in itself. The naval cadets stayed back on INS Udaigiri for getting their sea-legs. A young Sub Lieutenant on board spared no effort to impress upon us the cutting edge of technology that the ship was, and insisted that we do a fire exercise in the hi-tech ship’s galley. After our lackadaisical attempts the first two times, he threatened to stop liberty if we did not take this all too important aspect of ship’s safety with the seriousness it deserves. In Round 3, power supplies were switched off and the galley was plunged into darkness. There was a loud hissing sound that continued for some time before petering out. When the lights came on, there stood a beaming Cadet Hari Kumar who had decided to inject realism into the exercise and had emptied a foam type extinguisher into the cooking range. Understandably, the cooks were not too obliging with
culinary delights during the rest of our stay on board. A source of widespread amusement is the misery of someone’s vehicle going into the drink. S Lt Vinay Garg was doing watch keeping on INS Ghorpad and had learnt to ride a motorcycle recently. One hot summer’s day, he set off on a borrowed Yezdi Classic 250. He was uncomfortably close to the edge of Finger Jetty when he saw a dhobie coming in the opposite direction on a cycle piled high with clothes. He did hard-a-starboard to avoid the dhobie, but was unable to apply brakes in time and sailed off the jetty seated stoically on his motorcycle. On hitting the water, the vehicle sank to the bottom of the channel and Vinay was left thrashing about wildly in the water as his swimming ability closely matched his driving skills. The dhobie, displaying presence of mind, tied bed sheets together and threw one end into the water as a life line. After being fished out, a soggy Vinay rushed into my cabin on INS Nistar seeking assistance. The hastily despatched team of divers located the motorcycle immediately and salvaged it with the help of a passing mobile crane. The crane driver was too amused to insist on the formality of a requisition being approved by MYAS. Fortunately, in this episode the only injury was to Vinay’s ego! Lt Cdr Kashyap Kumar had been appointed as Liaison Officer to the United Nations in Somalia, and was to take passage on an OPV headed there. On the eve of his departure he packed a suitcase, tossed it into the boot of his gleaming white Maruti 800, and went to leave it on the OPV. Enroute he stopped over at Cruiser Wharf to pick up some of his belongings from INS Vikrant, where till recently he had been the Navigating Officer. Kashyap parked his car near the gangway at a safe distance from the edge of the wharf, and went on board. Shortly thereafter, the driver of a one-tonner decided to turn around his truck close to where the Maruti was parked. In doing so he backed into the car and continued reversing, oblivious of the fact that he was pushing the Maruti towards the edge 20
of the wharf. Shouts from bystanders fell on deaf ears and, by the time the driver stopped, the white Maruti had careened over the jetty. The car landed with an ear shattering bang on the huge pontoon used for berthing Vikrant, and then rolled over into the tidal basin. The fall shattered all the windows in the car and, as it sank slowly into the water, the plastic fibre suitcase floated out through the rear glass. The tide was ebbing and the suitcase started leaving harbour, with a hapless Kashyap watching. Fortunately for him, a passing boat was hailed and the suitcase recovered close to the South Breakwater knuckle. A diving team was put together, and the first diver surfaced after thirty minutes without finding the car. Those of us who have dived in that area know of the zero visibility conditions and the suspended layers of mud at the bottom into which any object can disappear without a trace. That hardly gave solace to Kashyap. Thereafter, a systematic underwater search was undertaken by laying marker buoys, and the car was located. By means of ingenious seamanship and an overhead crane, the Maruti car finally made it back to terra firma, looking like a heap of mud. Kashyap’s departure for Somalia had to be delayed by three months, most of which was spent battling it out with the insurance company - the car was a total write off. Moral: “Never drive into the drink!” The resplendent look of Lt Sudhir Pillai’s recently jazzed up Yezdi motorcycle was the envy of many. He was under transfer from Vizag to Port Blair, and decided to load the motorcycle on an LST scheduled for a logistics sortie. After waiting on the jetty for a crane that never came, Lt Sujeet ‘Calamity Sam’ Samaddar, Flag Lt to FOCEF took it upon himself to utilise his seamanship skills to complete the evolution. There were some reservations expressed, but Sujeet was impervious to his methods being questioned. While the motorcycle was being lowered into the tank deck, one of the manila lines snapped and the bike
stood his ground unimpressed that this Lieutenant in games rig qualified as the burra sahib who had issued the orders. Finally, we were allowed in several hours later after Dockyard Security gave clearance to the determined sentry.
took a free fall of about twenty feet. It came to an abrupt halt against the deck below, with body parts flying outwards describing all points of the compass. The Yezdi reached Port Blair in no condition to be driven. To make matters worse, there were no spare parts available in the local market. It took Sudhir six months to get the motorcycle operational again, with much help from the Air Force courier bringing in parts from Johrat. No sooner had the motorcycle been restored, Eastern Fleet called at Port Blair, and Calamity Sam was once again in close proximity. Someone from the fleet borrowed Sudhir’s motorcycle and crashed it before setting sail! The then state-of-the-art OSA-M system on INS Sindhudurg had undergone the first ever Medium Refit and, as expected, was having troubles settling down. This meant long hours of work regularly. In the final stages, alignment was being done with a truck placed on the jetty. We broke off work late one night and decided to resume early next morning. In the meanwhile, the DSC sentry on the jetty was instructed to not let anyone enter the truck without our permission. Sentries changed at night and our instructions got distorted as they were relayed to each successive reliever. To our astonishment, the morning sentry refused us entry into the alignment truck as only those with burra sahib’s approval could do so. He 21
In Command of INS Vibhuti, I would cycle down often from NOFRA to the ship as a fitness measure. One day the DSC sentry at South Breakwater stopped me stating that only vehicles of Commanding Officers were allowed to pass through. Despite my best efforts, the sentry remained unconvinced that a cycle qualified as ‘Commanding Officer’s Vehicle’, leaving me with no option but to park and walk down to the ship. Later, a word with the Dockyard Security Officer ensured that I faced no such problems again. The sentries even made it a point to give me an extra crisp salute whenever I rode past on the cycle. Researchers have established a positive link between laughter and healthy functioning of blood vessels. I am sure that, in the years ahead, the dockyards will continue to throw up humorous moments to keep the naval fraternity in good health and cheer. As the philosopher said, “Don’t take life too seriously, you cannot get out of it alive!”
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Remembering Vice Admiral Dayashankar Commander TS Trewn (Retd) I had the privilege of serving with this outstanding officer five times in different capacities. His majesty the Shah of Iran specifically eulogized personal qualities of this naval engineer for his outstanding work on planning and execution of vital projects in Iran before a visiting delegation. Vice Admiral Dayashankar who was Chief of Material of Indian Navy during 1954-57 and had been decorated with distinguished service cross and PVSM. His boarding the Italian ship ‘Caboto’ in August,1941 at Bunder Abbas Iran facing loaded guns, capturing the crew and saving the ship from utter fire disaster was an act of personal valour of high order for which he was truly awarded the DSC. Next he earned praise for his exceptional skill and diplomatic handling of crew on board INS Sutlej near Singapore while the ship was proceeding to Kure, Japan to be part of British Commonwealth occupation force. As the ship’s Chief Engineer he along with the commanding officer mustered the crew and spoke to them about the truth behind RIN mutiny in Bombay during February 1946 which ensured mutual regard and trust amongst British officers and Indian sailors. Authorities looking after maintenance of Japanese submarines anchored off Kure had permitted any member of Indian and other allied forces or crew to take away any item like binoculars, cameras or photograph of emperor Hirohito removed from any submarine earmarked for sinking. Highly self-respecting Dayashankar refused to pick up any such trophy. Such was the moral influence of his conduct on everyone onboard that the commanding officer consulted him on every important issue whether it concerned engine room department or not. In June 1947 he was picked up as a member of sub committee of partition secretariat! There his assent to transfer to Pakistan, Indian navy 22
ship ‘Narmada’ with an extra cabin as a flagship raised eyebrows in highest quarters. Sardar Patel was furious to learn that India was losing a flagship until Dayashankar having been Chief Engineer of the same ship, revealed that deteriorated material state of Narmada was such that it would require at least two years major machinery repairs before she could be sea worthy. This pacified Sardar Patel. Soon he was in the committee for West Coast Port development. It was he who predicted and evaluated the key role to be played by port of Karwar in any future development of the Indian Navy. During my service as Chief Engineer in merchant navy, I happened to visit a friend residing at Tabriz in Iran. There senior managers of Machine Sazi Tabriz factory were full of praise for Admiral Shankar for his tremendous and unforgettable contribution in various consultancy assignments and manufacturing projects benefiting both India and Iran. Indian Navy is proud that one of his naval officers has contributed admirably in manufacturing Shaktiman 3 ton truck, setting up of tractor project and successful launch of Ichhapore rifle in India. The above narration cannot be complete without reference to the great late lady Madam Anu Shankar who assisted Admiral Dayashankar at every stage in his life by playing laudable roles many times by inconveniencing herself and their kids. During one of the farewell parties held in INS Shivaji when he was handing over command, one officer’s wife stood up and said in chaste Hindi “Ahilya Bai ka shasan kaal Malwa ka Satyug tha”. Meaning was quite obvious. Mrs. Dayashankar was visibly moved by this comparison to the great and benign Rani of Indore. 2445, Phase-10, Mohali, Tel: 0172 2233445
Who’s Who - 2 Commodore HML Saxena (Retd)
Venue Date -
India House, London 11 January 1949
Clue: The date of Commission of cadets in uniform is 01 January 1951
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1, Maude Lane Mrs Usha Sukul Those who are not too familiar with SNOBs (Senior Naval Officers’ Blocks) and Naval Flats of Colaba could not have noticed this majestic bunglow hidden behind dense green foliage and trees like a pearl sitting between emerald stones. We moved to Bombay in 1961, into a newly built ‘E’ Block, just commissioned. Later came back in 1964-1967 and moved into a newly built ‘N’ Block flat where we had senior friends like Jackson Puri and Bawi, Tony and Tutu and Jaswanti and Ram Tahiliani. But I never saw this bunglow No. 1 Maude Lane which was hardly 50 metres away. Then suddenly in 1986 we had to move from Dockyard House, Vizag to Dockyard House, Bombay which I believe was built in 1932 for then British C-in-C. It has around ten servants rooms and three big garages/stables housing bigger families than our own. The backyard had all sorts of fruit-trees including chickoo, banana, guava, and a huge fig tree behind the outhouse where we used to host ‘HOLI HUNGAMA’ for all known officers and their families. My husband diagnosed me as a patient of a disease called ‘St. Vistus’ dance’ meaning hyperactivity, I believe. I decided to make full use of this magnificent edifice by holding all sorts of social functions for ladies, children and officers. There were magic shows, all kinds of demonstrations for members of DOWA (Dockyard Officers’ Wives’ Association), and a fancy dress competition for officers. DOWA did a lot of social work with Dockyard Civilian employees’ wives living in Powai Colony. Most interesting of the gatherings was a fancy dress competition led by then Cmde Rishwadkar dressed in Indian blue as an Olympic runner, holding up a burning torch, Capt Dev Thukral as gun totting terrorist, then Captain Leslie Lowe who came dressed in a long baby frock (looked like a gown) wearing a baby bonnet and 24
holding a milk bottle to his mouth. He sat in a baby pram (I don’t know how it supported his weight) and was pushed by his nanny then Capt Mutatkar. Another interesting and hilarious disguise was by then Capt Ajay Sharma and his assistant mechanic (I forget his name). They timed their entry well when the party was in full swing. Suddenly a supervisor in white overalls with curly top wearing a round Gandhi glasses appeared with his khaki clad assistant and told the Sentry that he has to repair ASD’s fridge. He was straightaway refused entry saying, “kuchh kharab nahin hai”, “abhi party chal raha hai, baad mein aana”. But they won’t budge. Our attention was drawn to these intruders so we requested the then security Head of Dockyard to sort out the matter. He was also fooled by the perfect disguise of then Capt Ajay Sharma and his assistant. Finally, during the argument his voice gave him away and they could join the party. Most of the DSC sentries were rotated so one can blame them if they did not recognise all the family members who apparently had no gate pass. The most recognised inhabitants were our three labradors due to their black, golden and brown colours. They were always romping around in the garden. These sentries had special apathy for all those highly decorated officers sitting inside the car, wearing their peak cap which hides most of their faces. Only thing they recognised well was their star and flag car which they saluted with gusto. The ASD was generally not seen without his uniform. When he went for a walk in the golf course, he used the narrow rear gate, meant for servants. One evening while he had left for his walk, the MES dug up in front of the rear gate, so he was forced to come from the front gate. He neither had his uniform, identity card, nor the gate pass. So the Sentry challenged him. His repeated pleas
that he is the boss and lived in this house fell on securityconscious guard’s deaf ears. Finally, somebody inside the house came to his rescue a n d confirmed his bonafide. I Spot Leslie Lowe & Mutatkar was the only one floating around supervising the garden everyday, so I could enter and leave the Dockyard House without any hassle. Having moved in and settled somewhat, our old friends and acquaintances started calling us. They would ask for directions to our new residence which they called ‘flat’ and asked for the details on ‘block and the floor level’. I got tired of giving instructions which were like this - “come to the end of the Cuffe Parade and Navy Nagar crossing, then turn ‘right’ then ‘left’ then ‘right’ again and ‘left’ again, follow the curve and you will find 1, Maude Lane”. They suspected that I was pulling a fast one or leading them up the garden path (in this case read lane). So I solved their problem by putting indicators on this route, left-right, left-right. A local relative visited us and passed this information about the grandeur of our habitat and people came from all over, Delhi, Kanpur, Lucknow and even Sydney. It was difficult for them to accept that we could be staying in such a big house and that too in Bombay! One more incident that stands out clearly in my mind is that a few days prior to leaving station there were a spate of farewells. We used to come back late at night. One night as I had just come and turned in, I heard a 25
sound chopping of wood closeby. All was well inside thanks to the sentries but they had no jurisdiction beyond the boundary wall. There was a small Army bunglow with a triangular garden jutting out in front of Dockyard House. The trees on this patch were being felled. With the first rays of the sun I bounded out of the house to locate this source of ‘thak-thak’. One of these trees was in the process of felling, as a ‘V’ cut (horizontal) was already made, other chopped ones were already lying prostrate in front of me. I enquired what was happening and was told that the Army was building a JCO’s block bang opposite the Dockyard House. I did ‘chipko’ to that tree and threatened them if one single axe fell my sentries will fire at them. The contractor got scared. Being a Sunday I knew C-in-C, Tony Jain, would be on the Golf Course, I went huffing and puffing. He looked surprised and said, ‘will look into the matter’. Not happy, I decided to see Maj. Gen. Surendra Nath who had just retired and shifted out of Gun House and into Army Mess. He too seemed unaware. I pleaded that they should build it opposite Gun House and not 1, Maude Lane. Later I learnt that they wanted to acquire this edifice and turn it into a ‘Mess’. The outcome of all this was that the foundation stone was shifted few metres away. The tree still stood bare and denuded with ‘V’ cut when I went back a few years later.
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Herbal Park in Himachal Cdr JK Sharma (Retd) “If today the Navy is on a sound-footing, it is because the veterans have performed extremely well” Admiral Sureesh Mehta the then Chief of Naval Staff declared in one of the veteran’s annual gatherings. Several members of our fraternity have earned a niche for themselves in entirely different fields. Admiral L Ramdas acclaimed international fame in the sphere of peace and received coveted Magsaysay award in 2004. It was only a chance drive when a number of high tech farming system of herbal, Veg, in the open and the cash crops grown in green houses, planted with high value colored capsicum and cut flowers (carnation) were seen on the side of the road in a small village named ‘Baleth’ located on the bank of river Beas in District Hamirpur of Himachal Pradesh. We stopped for a while and found out that herbal and medicinal plantations of safed mush, stevia, ashwagandha, milk-thisle, aloevera etc were also engrafted. Herbal parks were set up to provide holistic treatment under one roof. An elderly man materialized. His name was Kailash Katoch. He revealed that he was an ex MCPO1 PRI (Hon S/Lt). He settled in his native place after 36 years of long service. He got his confidence and inspiration from his naval background and took a plunge in farming. He briefed that, that kind of hi-tech organic farming and bringing up of cash crops under protected cultivation was started only by him in Himachal Pradesh. 27
He ensured the help of local administration in fulfilling his mission. Water problem was solved by constructing a water harvesting structure at a nearby rivulet. Many acres of land were hired from other farmers. The profit earned was more than three folds, more and more farmers joined the wonder movement initiated by Kailash. They have formed a club named as ‘Sai farmer club.’ Many youngsters, including lady farmers have joined his movement. They are actively involved in getting help and awareness. They are doing inter state trade and even exporting their products. All these activities have generated employment opportunities and made a mark on the general living standard of the farmers. It has changed the overall outlook of the local people. Many State Government officials/ministers including several farmergroups from other districts/states and members from Agriculture University have visited his farms and got appreciation from one and all. Kailash has been a regular recipient of trophies and awards organized at state/district level. He was honoured very recently by NRIs and Punjab Institute of Medical Science. He is a member of a large number of farm-forums and regularly relays programs on “kisan-bani” FM Radio Himachal Pradesh. He gives entire credit for all his achievements in farming to Navy.
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Second Innings Mrs. Ruma Purkayastha When God closes all doors he opens a window somewhere - an oft repeated saying which sounds so nice when you have to give solace to someone and you repeat it with terrific conviction! Not knowing that soon you would be in a position to actually say it to yourself and begin to believe it! That’s exactly what happened one fine day when my life changed completely. Second innings is relevant only to cricket! I have heard of the “orderly” and the retired who take to fulfilling their hobbies, travelling or even learning new skills which they are unable to indulge in, in their years of child rearing and career advancement. We all think along similar lines and actually “drift” through life without making any concrete retirement plans other than building a house! Life demands one to completely accept a situation. And believe me in order to move on, surrendering and accepting are vital. Clichéd they may sound, but this brings a sense of inner calm and gives you the strength to move on and seek joy and happiness in whatever you do. There are varied views on this - some people stop “working” as they feel they have done enough or are simply too tired to work anymore, fair enough. But, it’s important to do something with this time as it is too easy to slip into a sense of lethargy which could easily slip into apathy! It is best to engage yourself in what you enjoy doing the most. Bringing back all those hobbies which you always wanted to indulge in but really had no time for! Having been a teacher all my life, I decided to continue in a field which is familiar and comforting. School with all its varied extensions has become an integral part of my 28
life. Perhaps, it is time for me to give back to the community that has given me so much. Being with children between 3 to 18 years of age is indeed a very enriching experience - the demands, aspirations, capabilities, possibilities all vary tremendously. As demanding as it is, the students with their different issues are an important part of my life. Contrary to what I hear, I personally feel this generation is certainly more aware and more focused. They do not hesitate to question and seek answers, respect transparency in their dealings, and are far ahead of what we were. Leave alone our generation; they are far ahead of those even 10 years their senior. I applaud them; for if guided properly, they will be assets. Life for me has become synonymous with these children. Watching them grow from their kindergarten years into young adolescents is what keeps me going. Alvin Toffler’s famous words - the illiterates of these times are not those who know not how to read and write but those who cannot un-learn, learn and relearn. It is this which forms the basis of my life in this phase - aptly termed as `second innings’. I am grateful to God for having given me this opportunity and made life more meaningful and worth living. I have often heard the saying “celebrate each day of your life” and that is exactly what I am doing
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Hope, like the gleaming taper’s light, Adorn and cheers our way; And still, as darker grows the night, Emits a lighter ray. Oliver Goldsmith
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Interview of V Adm VA Kamath R Adm SK Das (Retd) assignments, you were lucky to have also experienced the functioning of Naval Armament Inspection organisation, Directorate of Equipments and finally the Chief of Material. You were also Chief Instructor at the DSSC from 1957-59. Of course, you finished your innings as the founding father of Indian Coast Guard. The Navy has benefited a full nine years of your service in Flag rank, four of which were as Vice Chief from 1973-77, spearheading all Naval acquisitions, policies and futuristic plans. Sir, I would like to seek your views on how you have seen the Service transition from the World War II days till today, a good 33 years since you have retired after a long and distinguished Naval service.
sK Das (sKD): Thank you for giving us so much of your time. Sir, you have retired from Naval Service a good 33 years ago, having been commissioned when I was just born in 1941. You are perhaps the only surviving Flag Officer who was on active service during the last World War. Your 36 illustrious years in naval uniform are difficult to forget, but if I may refresh your memory sir, you spent the first five years in various training courses at the UK, including your specialisation in Naval Gunnery. Before becoming the father figure at Gunnery School, you spent a few years at sea onboard HMIS Achilles. On promotion to brass hat, on board the Training Ship Tir, you moved on to Naval Plans at NHQ in 1953 which you did from 1961 to 63. You were also privileged to commission our then latest acquisition from the UK-INS Trishul in 1959, which you drove till 1961. Your other commands at sea included Tir, Delhi, the Vikrant and finally the Western Fleet. In Plans, from 1953-54 and again from 1961-63, you must have fought and processed much of how our Navy has evolved to this day. Besides the purely classical Executive 31
sKD: Could you tell us what inspired you to join the Navy at a time when there was the distinct possibility of war breaking out in Europe? Va Kamath (VaK): I was one of the three Executive cadets selected for the RIN from the Dufferin. The Dufferin was established as a training ship for the merchant navy but the Government decided to take a few cadets from this ship for the Navy. Incidentally, of the three cadets chosen that year for the Navy in Dec 1938, two later joined the Pak Navy and both became their Naval Chiefs and further, one became the Governor of East Pakistan and the other the Defence Minister under Gen Ayub Khan. The talk of war was not really so important to us youngsters at that age but I certainly became interested in the Navy since some foreign warships used to visit Bombay and we as cadets of Dufferin got the opportunity of going onboard those ships. I was highly impressed by the warships with their huge guns, smart uniforms and spotlessly clean ships. So I thought of joining the Navy rather than the Merchant Navy.
sKD: Would you recount briefly your World War II experiences during your training as a Cadet and Midshipman with the RN? VaK: Our training as cadets in those days was carried out in training cruisers. After three months of harbour training in HMS Frobisher, we were moved to a sea training ship, HMS Vindictive and did a cruise to Iceland, some French channel ports and the Channel Islands. Our training as cadets was cut down by three months because of the war and we three Indian cadets were appointed to the battleship HMS Royal Sovereign as Midshipmen. It was quite a change for us from India to see these huge battleships with 15”-16” guns, all collected at a place called Scapa Flow, in Orkney Islands, north of Scotland. I joined the Royal Sovereign just three days before the war on 01 Sep 1939 and after the war broke out we were dispatched to Halifax in Canada for ocean convoy duty across the Atlantic. We spent the winter months of 193940 based in Halifax, Nova Scotia, escorting large ocean convoys across the Atlantic up to about 150-200 miles short of the British coast; the Convoys were handed over to destroyers from the British Home Fleet and we returned to Halifax. It was interesting work but little by way of naval action took place during those days for my ship. The convoys themselves were commanded by retired Admirals who were designated as ‘Commodore of the Convoy’, while we looked after their defence against enemy warships. I still remember that one of the duties of the midshipman on watch on cold winter nights on the bridge was to make and supply hot cocoa to officers present on the bridge. I will remember the only commendation I got once, that “I made the best cocoa!” sKD: Did you not see any action at all? VaK: In the spring of 1940, there was a talk of Italy joining the war and we were dispatched to Alexandria, Egypt to be part of the Mediterranean Fleet. A number of French warships had also gathered there. Once Italy came into the war, the fleet used to make forays into central Mediterranean and each time we were out at sea, Italian 32
bombers used to carry out bombing attacks against our ships. Fortunately, those days there was no dive bombing which Germans introduced later during the war. High level bombing was not that accurate inspite of our longrange Ack-ack guns, which were putting up a barrage. As a result we survived, though a cluster of bombs fell close to the ship many times. My duty during air attacks then was on the crow’s nest and as the Director of close range weapons, to allocate targets to these weapons. However, since there was no dive bombing, there was very little for me to do but to see the bombs falling all round during those raids, and that is where I started my smoking habit which lasted until my seventies. On another occasion, while operating off South Italy, we ran into a Italian battle ship and some exchange of fire between us took place. We were both out of gun range, and therefore no damage was done and the Italian Navy soon broke off the engagement and headed back to harbour. I believe that this brief engagement was recorded as the “Battle off Calabria”. From Durban we circumnavigated Africa on our way back to Halifax to prepare for the next winter’s ocean convoys. I felt very proud to have circumnavigated the continent of Africa after calling at Cape Town, Freetown in Sierra Leone and Gibraltar. The second winter’s convoy duties in many ways were similar to the previous experience. After the second spell based at Halifax our time as midshipmen had come to an end. After seamanship examination we were sent back to the UK as Sub Lieutenants to attend initial courses. The only interesting thing about this passage to the UK was that since there were no passenger ships to take us to the UK, all of us midshipmen on board, about 20, were put on a merchant ship carrying aeroplanes from Canada. The result was that we spent our entire midshipman time in one class of ship, i.e. “Battleship” whereas the normal practice was to shift midshipmen to different classes of warships, which we missed out due to exigencies of war. sKD: As a commissioned officer, which ships and establishments did you serve in before our independence?
VaK: My first ship in the RIN was HMIS Clive, an old sloop fitted with a small surface gun and the then new sonar called ASDIC. I was to be the Anti-Submarine officer on board. Since our courses in the UK had not included Anti-Submarine studies in the syllabus, before joining the Clive I attended an AS course in the school set up on the top of Castle Barracks, and was headed by then Lt Cdr Chatterjee who had just returned from the UK having done a long AS course. After Clive, I was sent to a shore establishment named HMIS Bahadur, the newly built Boys’ Training Establishment in Karachi on Manora Island. Among those who were serving with me in Bahadur in 1943 were then Lts. Katari, Kaul, Puri, and Baswan. I also served for a short period after Bahadur in the Junior Boys Training establishment named HMIS Dilawar, also located at Karachi. My next posting was to Whale Island in the UK for my Long ‘G’ course. On completion I was back to Karachi to join the then new RIN Gunnery School HMIS Himalaya, located on Manora island. It was during my time there that the Indian Naval mutiny took place but the sailors in Karachi took no part in it, although feelings ran high. At the Gunnery School, I was in charge of the Coast Battery located along the coast of Manora, a few miles from the main Gunnery School. After Himalaya, I was appointed as Officer-in-Charge of the gunnery ratings selected for manning our first cruiser Delhi and sent to HMS Excellent. I was sent to the UK to look after their training which included learning about the cruiser’s gunnery system. You may be interested to note that recruiting of sailors then called ratings followed a certain pattern during the British days. The gunnery sailors were mostly from Punjab, because they were sturdy, but most happened to be Muslims. The Signal sailors were mostly recruited from the South because of their better knowledge of English and the remaining Seaman sailors were Konkani Muslims from the Ratnagiri area. Halfway through this training came Independence and partition and I had to return nearly half the gunnery ratings who opted for Pakistan including my deputy, a fine officer called 33
Mohammad Sharif Khan. These had to be replaced by new drafts from India before training could recommence, and despite this we managed to keep to the commissioning schedule of our first cruiser. It was interesting that later when I was posted at NHQ as a Captain, Mohammad Sharif Khan was, as a Commander, the Naval Attaché of Pakistan in New Delhi. sKD: What was it like for you and the sailors living in England in the early post war Britain, while standing by for the Cruiser Delhi? VaK: The men were accommodated in independent barracks with our own kitchens etc. Living conditions for the local civilian population were quite bad, food, petrol, oil were all strictly rationed. We in the Indian naval contingent did not face any difficulty, in fact we got special treatment and consideration. sKD: Please tell us something of the tasks you were faced with as the Director of Naval Plans. VaK: During my first spell as Director Naval Plans 195355, the office of DNP consisted of one Director - I and two Staff officers one Lt Cdr (Plans) and one Lt Cdr (S) who dealt with logistics. My first spell as DNP was taken up, not surprisingly with equipment acquisition. I was put in charge of the group of specialists responsible for setting up training schools at Cochin. After detailed discussions with training schools in the UK, we had to assess what training equipment we would need for our new training schools coming up in Cochin. That took most of my time. The major expansion plan for the Navy had already been prepared by an earlier DNP, Cdr. Chatterjee, later CNS, and had been approved in principle by the Government We were at the implementation stage. sKD: What made us turn to the Soviets for our further requirements of ships and submarines? VaK: We had become used to looking only at Britain for our naval requirements, hence we approached them for
start of a submarine branch, but they were quite hesitant and not very forthcoming. There was a feeling in the Navy that Britain was trying to control our expansion plan in such a way as to maintain a balance of power between India and Pakistan. We felt that time had come for us to look elsewhere and found the Soviets ready and willing. sKD: Which were the appointments you considered most memorable during your illustrious career? VaK: Most memorable was perhaps commissioning a new ship. I stood by Trishul for the final 3-4 months of her building. It meant bringing to life a brand new ship that I saw taking final shape at the Yard in Belfast. It was a challenging task moulding a new crew into working as a team and producing a highly trained and effective fighting unit for our Navy. Later, of course, command of then the only carrier was a memorable milestone as it would have been for any Executive Officer in any Navy. After my retirement I had the honour and good fortune to set up a Coast Guard service which, from all accounts, is shaping into an effective maritime service. sKD: You were one of the earliest commanding officers of our Carrier Vikrant, so had the unique opportunity to experience naval air power at sea. Any comments sir! VaK: I am glad it came, when it did and not much later. We were very fortunate in having some fine young fliers to start the naval air arm. Their enthusiasm and professionalism helped establish a credible Naval Aviation for the Indian Navy. As Captain of the carrier what impressed me most was the flying fraternity that I was meeting for the first time at sea under operational conditions. It gave me as the Captain a lot of confidence in providing the fleet with the air element that the ship was there to provide. In my later posting as Fleet Commander it gave me an opportunity to try out various tactical situations where carrier air support would be most effective. sKD: Kindly share with us sir, your perceptions of over 60 years of transition of our Navy, and how it measures up to 34
the initial visions of our founding fathers including, yourself. VaK: When I joined the Navy as a Cadet in 1939, the Indian Navy consisted of a handful of so called “sloops” and some yard craft of the RIN all operating from the old Naval Dockyard in Mumbai. The war saw some expansions by way of a few new frigates like Narbada, Cauvery & Kistna and an assortment of craft acquired from the trade for the duration of the war. What was left to the Navy after the war was further divided between India and Pakistan. Apart from the Electrical School in Jamnagar and the Signals School in Bombay, the rest of the training schools by way of Bahadur Boys Training establishment, the Gunnery School and the new radar school called Chamak, went to Pakistan. As I said earlier, many experienced sailors switched to the Pakistan Navy and many others were released to civilian life. As for officers, the British RIN officers left practically en masse. To some extent this was made up by giving permanent commission to Indian Reserve Officers and by loan from RN, mainly in the senior ranks. It was an enormous task for us to build up an effective, balanced Navy from such a state. Here, I must thank the senior Royal Navy officers from the Chiefs down to Commodores and Captains who made an unstinting contribution to our growth in the 1940s & 1950s. I would say, that the Indian Navy’s growth has really surpassed some of our aims. sKD: Finally sir, what may be your message to the readers of the Quarterdeck? VaK: My message to the retired community from the Navy is that you can all take pride in the contribution that you made during your service, however small you think it might have been. Rest assured, the sum total has contributed significantly to the growth of our Navy. Do join me in wishing our successors all good fortune and success in taking the Indian Navy to higher and higher standards of service to our country.
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Transition - RIN to IN Captain PN Mathur (Retd) ‘Inquilaab - Zindabad! Mahatma Gandhi ki Jai! Jawaharlal Nehru ki Jai! Subhas Bose ki Jai! Bharat Mata ki Jai! Hindustan Hamaara! Inquilaab Zindabad!’....Rifle fire!...’Gora Palton!’....’How Many Dead?’ These were the slogans and cries, ringing to high heavens, that I heard when a student at the University of Allahabad in the 1940’s. There was a new temper of the times. It was the heady wine of Independence in the air that was going to the very souls of the young! My younger sister Pushpi, a student in Benares, was talking of joining the processions. A nation whose women rise up in revolt, can never be defeated - the men have nowhere to go, and cower with fanciful tales of rivers of blood and of flame, fire and fury! The spirit that moved the India of the 40’s, (in light of later events), has been called a ‘magnificent aberration’! I could not help being moved too. For two pins, I would have rushed out and joined the Independence processions myself, but parental injunctions prevailed. Pratap was to complete his studies, and then appear for the I. C. S. In sensible fashion, therefore, Pratap completed his Master’s, and with all normal peace time careers closed by then by the canny British, went and joined the Navy. I reported to the Navy Office, Mint Road, Bombay, April 25, 1943. I was not even sworn in. Under a long standing custom of Great Britain, the loyalty of her Navy, on whose accomplishments and exploits, the entire British Empire had been built, was unquestioned. Unlike the officers of the Army and the Air Force therefore, Naval Officers of the Navies of the British Empire, were also never subjected to the superfluity of 35
an oath of allegiance! Outfitted by the House of F.X. Fernandes, bespoke tailors of the Royal Indian Navy, I reported to Castle Barracks, Bombay, for my rapid fire initial training of duration six months. B. K. Dang and I sat next to each other in 4-week classes in Seamanship, Navigation, and Asdics (anti-submarine). I never could beat him. He was always first and I only second. Followed by courses in the Signals School, Colaba, for signals, and HMIS ‘Himalaya’ in Manora, Karachi for Gunnery. There was also an Introductory Course, sandwiched somewhere. This was not the end of my training, because I found myself sent back to Karachi to do a modified Long Gunnery Course. It was of duration 6 months in HMIS ‘Himalaya’. In this last course, U. A. Saeed, a very decent chap, later of the Pakistan Navy, was my classfellow. On completion, I was sent to sea in November 1944, in the new sloop HMIS ‘Godavari’, Commander Goord, RIN commanding. For me, the real business of war at sea had, at last, begun! It might be useful at this point, to take a quick look at the overall War situation in 1944. In the West, Rome was liberated in June; the Normandy Landings took place that month. At the Battle of the Bulge in the Ardennes, the bloodiest of the War for the Americans, the casualties were over 108,000 with over 19,000 dead. Rommel was giving Montgomery a hard time in north Africa, In the East, Singapore had fallen early in February 1942, Japan had advanced in Guam, New Guinea and Burma, and had control of many cities in mainland China. All in all, even after 5 years of war, the issue was very much in doubt.
HMIS ‘Godavari’, the new sloop, with new SubLieutenant Mathur on board, rendezvoused with the British Commonwealth Force 66, a Hunter-Killer Group, out in the middle of the Indian Ocean someplace, late one night. It was December 1944. Searching for German and Japanese submarines from East Africa in the west, to Malay, Sumatra and the East Indies in the east, was our mission. The object was to safeguard the vital supply lines from India to the Middle East. The Main Body of Force 66, comprising HMS ‘Begum’ and ‘Shah’, had the senior Captain in tactical command of the whole Force. ‘Begum’ and ‘Shah’ were merchantmen, converted into ‘ersatz’ - make do aircraft carriers. They had a complement of about 16 Anti-Submarine patrol aircraft each. Their task was to fly out, and search the ocean ahead, both visually and thru sonar buoys they would drop and listen to. While they scoured the ocean, we the 6 to 10 A/S vessels of British, Canadian, Australian and Indian Navies, formed a screen ahead of the Main Body, to protect it from enemy torpedo attack. The screen operated its sonar continuously, and observed complete wireless silence. This was not all. The entire Force, Main Body included, followed specific zigzag diagrams from a Tactical Manual, and altered course automatically every 15 or 20 minutes, day and night, to avoid possible torpedoes fired at us. Watches were synchronized daily at noon. The whole thing was well thought out, and operated like clockwork. It was fascinating to do one’s own part, and watch the entire operation unfold smoothly! Force 66 was a Force that never put in to port. As each ship ran low on fuel, it was detached to the nearest British-Indian harbour to replenish, and with NO LIBERTY ASHORE, rejoined the Force at sea. Force 66 was unique! Did we find any submarines? No, not in my tour of duty of 6 months - from November 1944 to May 1945, I regret to say. Immediately before my joining ship, 36
however, Force 66 had sunk a German submarine off the coast of Kenya. The quantity of junk that came floating up, they said, was really immense. It could not possibly have been just a ruse. Besides, sonar had picked up and recorded under water explosions. I was in a hot Force! Did we encounter any Japanese aircraft? Yes, once. On a clear afternoon, a lone Zero approached from starboard, flying at perhaps 10,000 ft., and remaining well out of range of our guns, crossed over to port, and disappeared over the horizon. It was possibly on a recce mission. Japanese armed merchant cruisers (AMC’s) had been reported in those waters. We waited in anticipation for possibly a surface engagement, but drat! - none came to pass. Then there was this most memorable event while I was on board! We had entered and secured alongside in Trincomalee harbour in May. The French battleship ‘Richelieu” was secured right across the harbour from us on the other side, looking magnificent! After a late lunch, I was catching up with some much needed sleep in my cabin below, when suddenly I shot up, half awake and wondering, to the most raucous and monumental din I ever heard in all my life! Arriving on deck, hot foot and panting, I saw commotion and chaos everywhere! Everyone seemed to have gone mad! The whole Fleet had raised steam, and was letting it off like crazy! And well they might: it was May 7, 1945, and Germany had surrendered! The War situation in August, 1945 was, that the U.S. had dropped atom bombs over Hiroshima on Aug. 6, and on Nagasaki on Aug. 9. The Soviets had invaded Japanese Manchuria Aug. 9., and Japan had formally made its historic unconditional surrender to General MacArthur on behalf of the Allies, on board the USS ‘Missouri’, in Tokyo Bay on Sep. 2, 1945. World War II was over. The Allies had won! But, as they say, life goes on!
War over, there now arose new, major, and unprecedented problems in the Indo-British world. The very first was the fate of India, of course. This was decided, at the stubborn insistence of the Muslim League and Mr. Jinnah, very reluctantly on the part of India, and Great Britain, the solution being the political Partition of India. Resulting from this, arose the problems of the equitable ‘partition’ of the men and materiel of the military services of the two new countries of India and Pakistan. In the Navy, I saw my old Captain HMS Chaudhuri - (he was my Captain briefly in the ‘Godavari’) - go to Pakistan. It was also a tug at the heart, to see the gentle UA Saeed of Aligarh, leave us for Karachi. Of course many Hindu officers like Vidya Bhushan Dewan, alumnus of my University, who came from Multan, had to leave home and choose the new India. As to ships, ‘Narbada’, the new frigate, went to Pakistan, as also did other ships and craft of course, in the proportion agreed upon. I heard of no complaints or dissatisfaction of either side in how the split was done. Obviously, reason and accommodation were used by the teams of both sides in the division of materiel and assets in 1946-’47. A very smart and capable a person like Agha Shahi, ICS, also a fellow student and hostel mate of my Alma Mater days, was in charge of the Pakistani Partition Team. Knowing him, I knew the Pakistanis were not likely to be short-changed in any way, he being not only competent and capable, but also a very likeable and persuasive a personality. With the new carved out Indian Navy decided on, arose the major problem of which of the wartime officers of the RINR, and RINVR, cadres, would stay permanently in the Navy, and which would leave. The Navy therefore set up an organization in Dehra Dun, where Group Testing Officers (GTOs), would conduct a series of tests - practical, written and oral - to judge abilities and aptitudes considered valuable to the Service. Many applied, and complained that the tests were too 37
demanding and not fair. I doubt if the standards of severity of the tests were changed as a result at all. What we do know is that the Navy did obtain all the number and type of officer it preferred, from among the number that applied. Admiral Katari and I were among the very first 14 or so, chosen for permanent regular commissions, as promulgated by the relevant IG message in 1946. The next major problem that arose directly as a result of the induction of Reserve Officers into the regular cadre of the Navy was the question of seniority accorded to each in his new rank in the post-war I. N. Some basic considerations were that Reserve Officers having had only the minimal of initial training, and that in wartime India with poor facilities, could never be equal to cadet entry officers in professional competence, who had received much longer and far superior training with the Royal Navy in England. The opposite was, that Reserve officers who passed the demanding tests in Dehra Dun, and had come thru the crucial test of actual War Service during Word War II the same as Cadet Entry Officers, had proved themselves qualified for a fighting Service, and equal to their opposite numbers who were cadet entry. Even this much would have stuck in the craw of some die-hard cadet entry purists, when along came another consideration, which increased the problem quite considerably. That was the question of adding to the Reserve Officers’ seniority in their particular rank, to allow for disparity of age. In peace time RIN, cadets were chosen at a young age. By the time they completed their initial training in England, they were about 17 to 19 years of age, and Sub Lieutenants in rank. Thus, through normal promotion rules, with no accelerated promotions, they would attain the rank of Lieutenant at 20 to 22 years of age and Lieutenant Commander 8 years after that, namely at about 28 to 30 years of age.”
Such disparity would not be fair in the long term, as it would retire many deserving ex-Reserve Officers at compulsory retirement ages, before they even had the chance to qualify for Flag Rank! Therefore some seniority should be added on transfer to the RIN cadre, to compensate and achieve parity, was the argument. We know, from the autobiography of Admiral Nanda, who actually went on to be promoted to full Admiral and CNS, that starting as an RINVR officer, he was awarded additional seniority on transfer to the RIN cadre, such that it made him a full Lieutenant from a date even before he actually joined the Navy! This is a result which would seem, on the face of it, to be quite preposterous! One cannot blame the Admiral for this result, because he did not make this decision. The proposal must have been made by the Navy, and must have had the approval of the Government of India of the time, which is where one leaves the matter, no matter how much heartache it might have caused some senior cadet entry officers who he superseded. I mention all this, because myself and many other Reserve Officers, who chose the Navy, suffered in their relations with cadet entry officers, because of this. Personally, I received NO additional seniority. I superseded no cadet entry officer, and yet there simmered resentment for many years, in many a cadet entry heart on these issues. At the same time, I am happy and grateful to say, that almost half a century after retiring from the Service, my very best friend in the Navy today, from whom I have received long letters in longhand all these many years, and now in the age of the computer, receive several messages a month, is a cadet entry officer of about my seniority, who, after distinguished service, finally retired as a Vice Admiral. Simultaneously with the above, was the problem of who 38
shall command the post-War Indian Navy, plan its future expansion and direct its training, for it to become a proper and viable force for the defence of India. Even the senior-most cadet entry Indian R. I. N. Officer on completion of World War II, was only a relatively junior Captain in rank. It says much to the credit of these senior Indian officers, to willingly agree, that it might be in the best interests of the Naval Service and of India in the long run, if we invited officers of higher rank and appropriate tactical and professional experience, from the Royal Navy, to serve in the postWar Indian Navy ashore and afloat, until such time as Indian Officers could take over for themselves. This would assist in the proper planning of the acquisition of the right ships, submarines and aircraft considered needed, as well as of the associated training of officers and men necessary, and thus provide the best possible Navy for India, within the shortest possible time. As a result, the Chiefs of Staff of the post-War Indian Navy from 1947 to 1958, were officers of the British Royal Navy, namely Admirals William Parry, Sir Charles Pizey, and Sir Stephen Carllil. Ships new, and not-so-new, were ordered from Great Britain, and arrived according to availability, as follows:(a) Rajput, Rana, Ranjit, 11th Destroyer Squadron 1948 - 50 (b) Khukri, Kirpan, Kuthar - 14TH Frigate Squadron 1958-’60; (c) Mysore, Cruiser - 1958; (d) Brahmaputra, Betwa, Beas, AA Frigates - 1958-’61 The only new post-war shore establishments in my time in the Service, (I retired in 1966), were INS ‘Gomantak’, the Naval Base in Goa, and INS ‘Hansa’ the Air Station1964-‘65
The value of a military Service, is judged not only by the number and quality of its ships, aircraft and submarines, but also very much by the tactical capability and preparation for war of its officers and men. In the interests of brevity, I shall therefore mention only three more items in succeeding paragraphs:(a) The Tactical School, Cochin, was already a fully established institution, that I had the honour to be the Director of from 1959 to ‘61. Its main features were a Tactical Teacher, with fully equipped cubicles with plotting tables and communication facilities, a large central vertical master plot, and the Control Station for the Director which monitored all positions. Teams from the ships of the only Fleet we had in my time, would take up a cubicle each, be given a tactical setting with opposing sides, and the Game would be played. On completion, the Director would conduct a debrief, Discussions with ships’ teams would ensue, and the Director would summarize the lessons learnt. The Tactical Teacher was the one useful device we had at the time, where ships’ tactical teams could ‘fight’ a simulated ‘action’ and derive benefit as to the best use of weapons and tactics in different tactical situations, while still ashore, and having the ships and ships’ companies, repaired and resting, as appropriate. (b) The Portuguese warship ‘Albuquerque’ was at Goa during the 3-Day war with the Portuguese in December 1961. Portuguese warships had fired earlier, and killed some Indian fishermen in the vicinity. This was not necessarily the casus belli, but on receipt of orders from higher authority, senior ship ‘Betwa’, then Commander RKS Ghandhi commanding, delivered the ultimatum. ‘Betwa’ & ‘Beas’ opened fire, making short work of the ‘Albuquerque’, in a matter of minutes, setting it on fire, and causing it to beach and surrender. It has been said that the action was unequal. Well, does one wait till the enemy has gained equality, and possibly even superiority, before engaging him? The 39
Indian Captains, in a gesture of gallantry, visited the injured Captain of the enemy warship as he lay recuperating in hospital. The Captain of the ‘Albuquerque’ showed the Indian Captains a piece of shrapnel removed from his chest. The senior Indian Captain, in gestures of gallantry and natural sympathy for a fallen foe, arranged through RN channels, to inform the wife of the Captain of the ‘Albuquerque’ that he was in hospital and doing well, and presented him with a bottle of brandy and some chocolate for Christmas. There is no animus between men of the military of opposing nations. We are patriots, and, when called upon, fight for our country. (c) The horse, it has been said, knows the rider. As a mere First Lieutenant in one case, and Captain of two different ships in the other two cases, it was my pleasure and great good fortune, to have watched/worked with, three Admirals, who in my humble opinion, were brilliant at sea. They were Admirals Barnard, Katari and Chatterji. (There is praise in the Service for a fourth who I did not happen to know. His name: Admiral Sir St. John Tyrwhitt, RN). All three Admirals engaged the Indian Fleet in extensive exercises at sea, by day and by night, something that had never been done before Admiral Barnard. The manual followed was U.S. ATP 4, a beautiful work, scientifically designed and clearly written. Each Admiral took personal charge of the manoeuvres and exercises himself. With Admiral Barnard, I was only the First Lieutenant of ‘Ranjit’ in 1951. The Admiral spent a lot of time at sea aboard our ship, exercising tactical command of the Fleet. I admired and learnt from his grasp of the tactical situation by day, and - with all ships darkened - by night, and admired his know how and his instant and most
effective decisions and orders. With Admiral Katari in 1957, I was Captain of the ‘Ganga’. I received no ‘Bravo Zulu’s’ from him at all. Instead, when I was transferred, he gave me a ‘flimsy’, which read that this officer is ‘gifted’. Later, after his own retirement, when he heard I had opted to leave, he wrote me a letter in longhand, urging me to reconsider. With Admiral Chatterji, flying his flag in the ‘Mysore’ in 1962-’63, I was Captain of the ‘Talwar’. All the rest of the Fleet was busy alongside in harbour, ships having their defects, major and minor, attended to. The Admiral took me - just one ship - from Bombay to Cochin and back on 3 consecutive voyages. In each 3-day leg of the voyage, he put me thru my paces, starting slow. The exercises got more and more difficult with each successive leg, and during the 6th and last trip out and back, he ‘threw the book’ at me! I never got a single ‘Bravo Zulu’s’ from him at sea either. Instead, on each return to Bombay, he sent my Squadron Commander, Captain Kulkarni of ‘Trishul’ (who had been ashore all the time, having his ship
attended to by the Dockyard of course). Each time it was the same. Captain Kulkarni came to see me, gave me the Admiral’s compliments, and his message, that in the last trip out and back, I had done well! In 1966, I put in my papers, and requested premature retirement on grounds of supersession. Having no further family responsibilities of my own in India, I collected my small personal family, and migrated bag and baggage to the United States, without realizing that somewhere along the way, the heart got left behind. Note: In writing this article, an old and dear friend in India did some valuable research for me. I asked, but he wishes to remain anonymous. Let me add nevertheless, that he stayed on, and after many years of distinguished service, retired as a Vice Admiral. I owe him my most sincere thanks, and offer him hearty congratulations. Ps: Readers of QD, desirous of perusing the unabridged version may contact the Author
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HMS Deyonshire - Cadets’ Training Ship in the Royal Navy
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Historic Perspective of Transition Admiral RH Tahiliani (Retd) On 15th August 1947 India became independent and acquired dominion status, with the Queen of England being acknowledged as the head of State. It was only on 26th January 1950 that India declared itself as a Republic and the President of India became the head of State. The Royal Indian Navy became the Indian Navy that day. In November 1947, I had taken the Competitive Examination, and qualified in the interview board held subsequently in February 1948. Together with 14 other young people like me, I was sent to the United Kingdom for naval training. I may mention here, that such training facilities as existed in undivided India were located in Karachi. In any case Officer Cadets who were selected for p e r m a n e n t commission in the Royal Indian Navy were all sent to U.K., starting with the Royal Naval College in Dartmouth.
Royal Indian Navy had were a few old frigates and sloops, which were good enough for coastal defence. With the onset of independence, Royal Indian Navy had to be augmented considerably in order that India could undertake its own maritime defence. India’s first Prime Minister Shri Jawahar Lal Nehru has used a phrase “To be secular on land one must be supreme at Sea” or words to that effect. Jawahar Lal Nehru and the other leaders like Sardar Vallabhai Patel, Maulana Azad, Acharya Kriplani, had not forgotten the fact that India had been enslaved by conquest from the Sea. New warships take a long time to build. Therefore for a
Band of Brothers - Batch of 1951
In the British scheme of things the maritime defence of India was the responsibility of the British Royal Navy. Hence, all that the erstwhile
Standing: Sub Lts: S Mookerjee, RP Bhalla, RH Tahiliani (bearded) and JP Syal. Seated: Sub Lts: GK Nadkar and PJ Barron 41
start India acquired a secondhand world war cruiser and named it as INS Delhi. This was commissioned in 1949. India also acquired another cruiser from Britain and which was named INS Mysore in 1958. Simultaneously India placed orders on British Shipyards to build eight new frigates (two: Trishul-Talwar; three: BrahmaputraBeas-Betwa and three: Khukri-Kirpan-Kuthar). All these were commissioned sometime in the early 60’s. India’s maritime defence got a big boost with the acquisition of its first aircraft carrier named INS Vikrant. This ship had started building in the later part of the Second World War, but was not completed when the war ended. The Indian Navy acquired this unfinished carrier, had it completed at its own expense in a shipyard in Belfast, UK. INS Vikrant was commissioned on 16th Feb 1961 and served the Indian Navy as its Flagship for 40 odd years. The big change however came with the acquisition of INS Viraat which was commissioned in UK under the Indian Navy’s ensign on 12th of May 1987. The acquisition of this second carrier was totally fortuitous. Between the time that the Royal Navy made its offer to the Indian Navy and asked whether the Indian Navy would be interested in buying HMS Hermes, a mere twenty six months were to lapse when a fully refitted aircraft carrier was commissioned as INS Viraat. INS Viraat arrived in Indian waters on 21st Aug 1987. From a small coastal Navy with a few old war time frigates and sloops, the Indian Navy had been turned into a blue water Navy with two aircraft carriers. Simultaneously Mazagon Docks in Mumbai had started building frigates. The first of this Leander class frigate was Nilgiri, followed by Himgiri and Udaygiri. These new frigates were capable of carrying match role helicopters for Anti Submarine Warfare. Sometime in the late sixties the Indian Navy had acquired OSA class missile boats from USSR. These missile boats were used most effectively during the 42
December 1971 war with Pakistan when they sailed up just outside Karachi in hours of darkness and sank the Pakistan Navy ship Khyber and damaged another one. Few missiles were launched also against the oil installations in Karachi. During that same war, Vikrant which had been marginally reduced in effectiveness because of boiler problems operated in the Bay of Bengal. Its Sea Hawks and Alizes gave a good account of themselves in bombing shore installations in the then erstwhile East Pakistan in places like Chittagong and Khullna. The Navy, a small coastal Navy in 1947, had been transformed and India had a Blue Water into Navy by the sixties and seventies. There has been a quantum increase which would have been difficult for the planners to imagine in the 50’s. Today the Indian Navy can boast of a nuclear powered submarine indigenously built in India. Apart from Mazagon Docks Ltd. in Mumbai, Garden Reach Shipbuilders and Engineers in Kolkata and Goa Shipyard Ltd. in Goa are also building ships for the Indian Navy. An aircraft carrier of our own design is also being built at Cochin Shipyard Ltd. Manpower growth of the Navy Officers 1947 444 Indian Officers 1953 1096 Indian Officers 2010 7789 Indian Officers Sailors 1953 9594 2010 56940 Civilians 1980 36468 2010 45212
60 British 2 British Nil
Our country can be legitimately proud of the progress made by its Navy. May it continue to sail the oceans as harbingers of peace in the Indian Ocean.
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Changing Profile of Indian Navy Rear Admiral YN Inamdar (Retd) As a cadet in the Royal Indian Navy in 1948-49, I had the opportunity of watching the transition from the RIN to the IN at close quarters. It was a momentous change and infact a culture shock. As part of my sea training with the RN in aircraft carriers, cruisers, and frigates I could observe first hand what made the RN and the IN tick. My sea time included participating in the Korean War, while serving in HMS Belfast for almost a year.
on the largesse of the RN.
The honeymoon lasted until we asked for submarines. The RN flatly refused. In fact we, the Indian officers had to leave our classes in the Royal Engineering College whenever topics related to submarines were discussed. Obviously this could not go on. The RN literally pushed us into the arms of our Russian comrades who offered not Royal Navy College, Dartmouth only submarines but also surface ships as complete packages. Drawings designs, spare parts, stores and specialists formed the package. The Soviets also undertook to train our officers, sailors and dockyard staff. From being dependents and poor relations of the RN we played a big role in relation to the Soviets.
So both in war and in peace the two navies learned from each other. The ships we acquired from the RN included the Vikrant, Brahmaputra class and K class frigates i.e. Khukri, Kirpan, Kuthar and T class i.e. Talwar and Trishul, apart from the tankers Shakti and Deepak and seaward defence boats. All these were designed and built in the UK. The traditions, customs and practices were all handed down to us by the Royal Navy. While this had the advantage of both uniformity and continuity, the Indian Navy remained the poor in relation dependent, largely 43
The Soviet acquisition ships were under warranty for one year during which all defects arising would be made good by the Soviet specialists attached to our ships, submarines and dockyard at their cost. The Soviet specialists found every excuse to stop our ships from sailing so that no defects come to light during the warranty period. Ships and submarines had to be sent all the way to Russia for refits. The Indian Navy therefore began to explore other sources of submarine acquisition. A technical delegation of which I was a member visited Italy, Germany, Sweden and France to evaluate submarines and their equipment with a view to selecting one which not only met our staff requirements but also one which could be manufactured in India under licence.
Our delegation had unanimously selected a Swedish submarine which was technically the most advanced out of all those on offer. However due to political considerations including “ kick-back”, the German submarine was chosen and preparations were started for its manufacture in Mazagon Docks in Bombay. At this time the Nilgiri class frigates were being manufactured in Bombay. As a member of a delegation comprising CNS, DCNS and myself as Assistant Chief of Material, I once had occasion to interact directly with Admiral Gorshkov, the father figure of the Soviet Navy. I suggested to him that instead of the prevailing practice of designs, drawings, technical literature, stores and spares arriving in India independently and in an uncoordinated fashion, the date of arrival of a ship or submarine should be considered as “D” Day. Drawing designs tech literature, stores and spares should arrive in India D-minus six months and so on. There was one difficulty which had to be resolved for this new system to work. The Soviets undertook manufacture of stores and spares according to a rigid schedule whereby all demands needed to be raised sufficiently in advance of the beginning of the Soviet manufacturing cycle. This implied a fairly accurate prediction of what and how many spares and stores would be needed, eighteen months in advance. This was indeed a tall order. We were used to ordering spares and stores from the UK on an “as required” basis. Therefore the Indian Navy had to reorient its thinking and planning, being no longer tied to the apron strings of the RN. The Indian Navy needed a balanced blue-water fleet. Plans were accordingly launched both for acquisition and indigenous manufacture. The process is still on and its success depends on good coordination between defence R&D, shipyards and self sufficiency in training establishments. 44
Over sixty years of an independent India is a long enough period to review the success of the Indian Navy. On balance the Indian Navy has not done too badly. At the time of partition in 1947, the Royal Indian Navy was left with a few old frigates such as Kistna and Cauvery, some old minesweepers like Bombay, Konkan and Madras and some Yardcraft for the dockyard like Elsie and Nancy etc. A target towing tug was also included. Clearly, addition of more modern ships was imperative. For a long time after 1947 British officers on loan from the Royal Navy were needed to man crucial appointments such as the Chief of Naval Staff, Fleet Commander, Commodores-in-Charge, Bombay and Cochin and even the captain and commander of INS Shivaji and Valsura training establishments. One of the side effects of India becoming a republic on 26th January 1950 was that the Navy no longer enjoyed the status of “senior service” and was relegated to second place after the Indian Army. In the 1962 war with China, the Indian Navy mainly watched from the sidelines. Though we lost INS Khukri to a torpedo, the Indian Navy was not called to account in the 1965 war with Pakistan. However it more than made up for it all in the 1971 war with Pakistan. The OSSA class missile boats acquired from the Soviet Union were towed to Karachi and played hell into Karachi harbour with their missiles. This was a brilliantly planned and efficiently executed operation with no casualties on the Indian side. Our lone aircraft carrier also played a big role in the East. It may be said with legitimate pride that the Indian Navy has proved its worth in both peace and war.
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Royal Indian Navy to Indian Navy Late Commodore MK Banger (Retd) abstract The Indian Navy had a Royal beginning - firstly as it developed primarily from the strong foundation laid by the Royal Navy and secondly, it had the good fortune of being trained by Royal Naval officers who were then considered as the rulers of the seven seas.
Admiral Sir Stephen Carlill (22nd July 1955 to 21st April 1958) and finally Vice Admiral RD Katari (22nd April 1958 to 21st June 1962) - it has been a glorious chain of the topmost cream of both the Royal and the Indian Navies to have been selected to guide the destiny and growth of the Indian Navy.
The Indian Navy grew up from an Indian Naval Flotilla with a couple of ships from 1947 to a full-fledged three dimensional Navy (over 100 ships) today.
The Indian Navy’s fleet composition up till 1960 consisted mainly of western origin ships (ex-Royal Navy) comprising two light cruisers, three each ‘R’ and ‘G’ (Hunt) class destroyers, minesweepers and survey vessels. From a coal-fired reciprocating engine propelled flotilla to a gas turbine driven fleet marked a big technological leap. To add to that, the creation of the Fleet Air Arm in 1959 and the Submarine Arm in 1967 made the Navy three dimensional in the true sense.
early Beginnings The Indian Navy gratefully owes its existence to the Royal Navy which trained and nurtured its officers and men to a full-fledged Navy in 1958. In fact, the Indian Navy started with an entire fleet of British origin ships along with its shore training establishments set up at Lonawala, Jamnagar and Cochin to cover up the marine engineering, electrical and seamanship aspects of the Navy. It is relevant to quote the R.N. training policy philosophy based on Lord Haldane’s training philosophy. “It is only by the possession of trained and developed mind that the fullest capacity can, as a rule, be obtained. There are, of course, exceptional individuals with rare natural gifts which make up for deficiencies. But such gifts are indeed rare. We are coming more and more to recognize that the best specialist can be produced only after a long training in general learning. The grasp of principle which makes detail easy can only come when innate capacity has been evoked and moulded by high training”. (As a former Commanding Officer, INS Shivaji I fully vouch for this). Right from Rear-Admiral JTS Hall, (15th August, 1947 to 14th August 1948), Admiral Sir Edward Parry (15th August 1948 to 13th December 1951), Admiral Sir Mark Pizey (14th Octoboer 1951 to 21st July 1955), Vice 45
Further, the acquisition of a Russian nuclear submarine in 1985 on temporary lease truly tested the skills of the Indian naval personnel, much to the astonishment of the world. This clearly proved beyond doubt that Indian Navy crews can adapt themselves to any modern technology. There have been four distinct phases in the technological growth of the Indian Navy as below: * Firstly, steam propelled ships both with reciprocating engines and steam turbines as previously operated by the Royal Indian Navy. * Secondly, the introduction of new diesel propelled ships with ASRI diesel propulsion engines as fitted in the Leopard class frigates in 1960. * Thirdly, the introduction of advanced boiler and steam turbine technology as fitted in indigenously constructed Leander class frigates in 1971.
* Finally, the introduction of gas turbine powered ships (the Kashin class destroyers from Russia) in 1980. The recent launch of the hull of the nuclear powered submarine by the Hon’ble Prime Minister of India shall open a new era in the technological growth of the Indian Navy. some Observations on the rapid growth The following observations are offered on the technological growth of the Indian Navy :(a) The content of Western origin ships has decreased to a large extent over the years, giving way to Soviet origin ships. (b) The policy of indigenization right from the very start has now paid rich dividends. The indigenous ship construction programme produced landing craft, survey vessels, Leanders, submarines and the destroyers. The construction of an aircraft carrier is on the card now.
not been well planned with structured growth. The growth has been ad hoc and with the stoppage of the Leander construction programme the ancillary industry received a major setback. (g) The current indigenous development of a marine gas turbine will be a big achievement. It will prove that sufficient metallurgical in- house expertise is available to produce high temperature creepresisting blade material which is so essential for the success of gas turbine technology. Conclusion The technological growth of the Indian Navy has far outpaced the numerical growth of ships in the short period of 50 years. The credit for this rapid modernization goes to the naval planners, defence research laboratories, the shipbuilding yards, the ancillary marine industry. The Navy has graduated from slow speed reciprocating engines to high speed gas turbines - the basic guiding principle being that only new technologies can win a war as proved in the last Gulf War.
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(c) The acquisition of Soviet origin ships warranted setting up of a specialized naval dockyard in 1980 at an estimated cost of over Rs. 5000 crores at Visakhapatnam.
(e) The manning of ships has marginally reduced though the supporting staff ashore has increased due to sophistication brought in by modern ships and the ever increasing high demand for ‘quality’.
editor’s Tribute: Cmde MK Banger passed away on 10th September, 2010. He was commissioned in January 1961 in the Engineering Branch. He served in INS Shivaji in various capacities and finally as CO. He was a regular contributor to technical journals and was one of the few Indian Naval officers who wrote for the British Journal of Naval Engineering and the Economic Times. After his retirement, he joined Merchant Navy with Great Eastern Shipping and later as the Consultant to the Government of Maharashtra, Maharashtra Maritime Board and the Asian Development Bank. His last assignment was as a Consultant to the Mumbai Metropolitan Region Development Authority to introduce marine mass transportation in Mumbai.
(f)
Quarterdeck salutes the departed Naval Veteran.
(d) Also, the training establishments had to specially draw up new syllabi, training aids and stimulators to cater for such Soviet origin ships. The training pattern too had to be modified to meet the vertical specialist type of demand of the new breed of ships.
The growth of the ancillary marine industry has 46
The Pioneers Admiral Jayant Nadkarni (Retd) The Indian Navy today is one of the largest sea forces in the world. It is a well balanced and mighty force capable of projecting power far beyond the shores of India. It was, of course, not always so. Looking at the Navy today it is difficult to imagine that it is only over sixty years ago that it all began. In 1947 when India became independent and the history of the Indian Navy really began, it was a small force of a few World War II frigates and minesweepers. The Navy had been more or less managed by the Royal Navy with a preponderance of British officers in important positions. The senior most Indian officer was the rank of a Commander. Most of them had been recruited after war started with only a few months training behind them. Yet over the next few years, these few capable men, catapulted overnight to positions of power, despite their lack of experience guided the Indian Navy unerringly putting it on the right path towards consolidation, expansion and eventual greatness. The modern generation owes these pioneers an enormous debt of admiration and gratitude for their achievements in difficult times. admiral RD Katari. Admiral Ram Dass Katari, Indian Navy’s first Indian Chief of the Naval Staff had a brilliant career before joining the Indian Navy at the outbreak of war. He was the first cadet on the new merchant navy training ship “Dufferin” and the first recipient of the Viceroy’s Gold Medal. He had less than 8 years experience in the Navy at independence. Yet he was promoted to Captain in 1948 and took over 47
as the Chief of Personnel. Today no officer can expect to become the Chief until he is 58 or 59. Yet Admiral Katari became the Chief when he was just 48 and retired after a four year’s tenure by the time he was 52! During his four years as the Chief, he laid the plans and foundation for the future Navy. He was a great visionary and some of the plans that the Navy made for its future during his tenure endured over many years. His tenure will also be remembered for taking the Navy into the field of aviation. The acquisition of “Vikrant” in 1961 laid the foundation of Naval Aviation. admiral Bs soman. Admiral Bhaskar Soman brought to the Navy a sense of patriotism and self reliance. He had shown flashes of these qualities during his early years in the Indian Navy. Son of a freedom fighter, Bhaskar Soman had always bristled at the predominance and attitude of British officers in the Navy. When he became Chief he began the process of veering the Indian Navy away from its reliance on the Royal Navy. Up to that time the Indian Navy had totally relied on the Royal Navy not only for the supply of ships but also certain key personnel including its Chiefs. Against popular opinion, Soman took the first steps of looking towards the Soviet Union as its chief provider of equipment. That initial step for the purchase of Soviet ships and equipment resulted in an enduring relationship of over fifty years. A great patriot, Soman did not like the idea of forever relying on imported ships and equipment. With the full
support of an equally patriotic Defence Minister, Krishna Menon, Soman pioneered the acquisition of two shipbuilding yards, the British owned Mazagon Docks and Garden Reach Shipyards. Over fifty years these two (assisted by Goa Shipyard later) have been the backbone of the Indian Navy supplying it with state-ofthe-art ships and weapons. After a four year’s tenure Bhaskar Soman handed over the reins of the Indian Navy at the age of 52 to Admiral A.K.Chatterjee. admiral aK Chatterjee. Adhar Kumar Chatterjee was one of the most brilliant officers to serve the Indian Navy. Earlier in his career he had made a name for himself as the Captain of Delhi. He was an outstanding shiphandler and some of his exploits in that field drew fulsome praise from officers of foreign navies. Adhar Chatterjee took the Navy into the missile age. His name will always be linked with the acquisition of the famous “AK” (for Adhar Kumar) boats which made a name for themselves in the naval war of 1971. The missile boats were off loaded at Calcutta and towed to Bombay. They had arrived just in time and took part in the attack on Karachi causing havoc ashore. Admiral Chatterjee also oversaw the start of the frigate programme in Mazagon Dock. The keel of the first Leander class frigate, INS “Nilgiri” was laid in 1966 and the ship delivered in 1972. Nilgiri was the forerunner of many subsequent ships delivered by the shipyard over 50 years. Chatterjee, one of the authors of a detailed naval plan many years earlier, was fortunate enough to be able to implement a large part of his plan.
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Chatterjee also saw the expansion of the Navy in the underwater arena. It was during his tenure that the Navy acquired its first submarine from the Soviet Union. admiral sm Nanda. Nanda was largely responsible for bringing an offensive spirit to the Indian Navy. Nanda had the task of preparing the Indian Navy for the inevitable war against Pakistan and he was determined to ensure that the Navy would not lose the opportunity of making a name for itself. He devised the brilliant idea of towing the missile boats and using them in an offensive role off Karachi. The rest is of course history. With the success of his brilliant strategy Nanda became “the man who bombed Karachi”. With this action, overnight the Indian Navy became the darling of the nation. admiral sN Kohli. Admiral Surendra Nath Kohli, a meticulous organizer expanded the Indian Navy considerably. After the Navy’s performance in 1971 the Government at last sat up and began to take the Navy seriously. Kohli took full advantage of this and put into action a large acquisition plan. The SNF (SN standing for Surendra Nath) ships and the larger EKM submarines along with many other ships such as missile vessels and minesweepers began to swell the Indian Navy. At the same time Mazagon Docks began the construction of the first missile frigate, totally designed by the Naval Design Bureau.
admiral Jal Cursetji. Jal Cursetji who took over from Kohli brought to the Navy administrative skills and excellence in man management. The Navy’s expansion continued unabated during Cursetji’s time also. Jal Cursetji’s great achievement was to bring to the Navy its Maritime Reconnaissance capability. Up to that time the Indian Air Force had insisted on retaining the Maritime Recce role for itself. Cursetji’s perseverance and meticulous reasoning finally convinced the Government about the Navy’s claim and the Maritime Recce role was finally transferred to the Indian Navy. This also led to the acquisition of MR aircraft from abroad greatly increasing the naval capability in this field.
admiral RL Pereira. Finally there was Ronnie, probably the most beloved and popular of all CsNS. Ronnie brought to the Navy enough humane qualities and man management skills to last a lifetime. His spontaneity pervaded the Navy. His total candour as well as his empathy for the common man endeared him to officer and sailor alike. The Indian Navy has been fortunate to have such able people at its helm in its initial years. The growth of the Navy and its power and ability today is in no small measure to these pioneers. I hope looking down from above at their creation they are pleased with what they have achieved.
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Navy’s 60 years of Transition Cmde MB Kunte (Retd.) Triggered by Editor’s call for a contribution, I am putting something down but I would suggest to the readers to have a look at the compilation ‘Nautical Nostalgia - fathoms deep’ an old issues of QD to get a picture of how we went through the transition and dropped the “Royal” from the Navy in 1950 to become Indian. Accounts by other writers, especially by Admiral Jerry Nair, Lila Samson a.k.a I.M.Gaynor, ‘Bubbles’ Ghandhi are invaluable too. My narration begins in September 1947 when my brother went to Delhi to appear for the Navy exam conducted by the F (Federal) PSC. He told us about the tragic post-partition riot scenes (e.g. dead bodies on Delhi streets), some of which continued till January 49
1948 when he was called for interview by the SSB in Meerut. His second, post-independence, RIN batch, which included Ram Tahiliani, was flown post-haste to England to join Dartmouth. (Just a little before emplaning he was told of his change of branch to ‘S’ because of weak eyesight.) His letters from the UK, West Indies, Mediterranean, etc. were inspiring enough for me, and tempting too because of the glamour, to join the IN. In 1950, the UPSC held a special exam to select five cadets (we were sandwiched between the 1st & 2nd JSW courses) and in July 1951 we sailed from Bombay in the former WW II troop-ship SS Ranchi, to join the RN College. My distinct memory on reaching London is of being invited to tea with the High Commissioner, Krishna
Menon in India House - vividly recalled because of our struggle of getting into a blue uniform with stiff white collars. At our POP in December 1951, Admiral Mountbatten, then Fourth Sea Lord in the Admiralty, inspected us. I had made a request (through proper channels!) for him to sign my copy of a biography, LAST VICEROY by Ray Murphy. He didn’t oblige but a letter written in his own hand was delivered to me! Later when I was serving in the Mediterranean Fleet he was the C-in-C. One morning, he came to inspect divisions on the flight deck of HMS Indomitable, at anchor in the grand harbour of Malta. On conclusion, and as per his custom, before addressing the ship’s company he invited us to break ranks and form a hollow square. He then began by announcing that as of that morning he had acquired another ‘hat’ - that of C-in-C, AFMED (Allied Forces Med). Then with a grand sweep of his arms he turned towards his new Hqs located in an impressive building in Valetta. That gesture was timed (and rehearsed) to perfection because several windows were thrown open, lights switched on and curtains drawn. That was the style of a famed showman that he was known to be! As Philip Zeigler has noted, ‘his vanity, although childlike, was monstrous.’ In late 1953 I was doing my Sub’s time in HMS Peacock of the 2nd Frigate Squadron (another ship of the 2nd FS was HMS Magpie, earlier commanded by Prince Philip). The C-in-C was famous for his outward-bound schemes (on week ends he himself played polo and did scuba diving on the many Maltese beaches) and once he ordered all ships and establishments to run a round-the-island race. I was detailed by my ship and, half way down the circuit, I was surprised to be signaled to pull to the side - Lady Edwina Mountbatten was watching and seeing an Indian in the pack she wanted to have a word with ‘huffing and puffing’ me! 50
A small consolation was that I received a New Year greeting card from the C-in-C, signed by Lord Louis. Now for the transition to the IN, and my first ship, the destroyer Ranjit on which I was a just promoted twostriper, TAS officer. 21 inch Mk 9 torpedoes were carried by the ship and when one forenoon I had pulled the trigger from the bridge for a practice firing I instinctively ran to the port side of the bridge to get my first ever sight of a torpedo leaving the tube and being on its way. I had hardly any role because the Gunner (TAS) Mr Chakraverti and the UW sailors had prepared for the firing to perfection. Another episode in 1956 was how the fleet (three Rs, three Gs led by the Delhi) was anchored in line to greet the Shah-n-Shah and Queen Soraya of Iran. Our Commissioned Gunner was Mr. Muthu who had got us to rehearse the sequence of manning and cheering ship. The snag was that the Navy had just converted to Hindi words of command. The FOCIF was Rear Admiral Sir St John Tyrwhit; the Flag Captain ‘Chippy’ Samson; our C.O. Hayden Arthur Agate; and X.O Alexander Francis Collaco. Why all these names? Because all besides Mr. Muthu, were not fluent in Hindi. But MD Muthu carried the day, inviting the ship’s company to ‘teen jai ke liye tayyar’ and the full throated thrice repeated order “Iran ke Shah ‘N’ Shah aur Maharani ki Jai”. Quite a mouthful for our Tamilian stalwart, not conversant with the new tongue, so toasts to his chaste Hindi were later drunk in the Wardroom. Now, a few years later, to the time when Admiral Sir Stephen Carlyl handed over to our first Indian Chief, Ramdas Katari. When RDK retired in 1962 he was just 50! I was his last Flags and was all admiration for the way he dealt with Delhi’s bureaucracy, much older in age and senior in service. The Navy had only three Flag Officers then -DCNS, FOCIF and FOB besides Rear Admiral Daya Shanker in Defence Production. Admirals too wore shorts except on rare occasions when Bush jacket was the norm - Admiral Karmarkar
even wore it with shorts.
what is!
So I hope this will give some idea of how the service transited from one level to another and finally to its present strength.
P.S.2. The Admiral, recognizing the newly joined Midshipman as the son of an old colleague, said ‘The fool of the family has been sent to the sea, I see.’ “No Sir” was the astounding reply, “times have changed since your days”! Changed era of gen-next?
P.S.1. At the Varuna Bar I was very recently told that Lieutenants are also entitled to fly; sailors are eligible for motor car advances. If that is not progress/change,
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Those Days of Royal Indian Navy Cdr TS Trewn (Retd) Before our navy entered era of Indian Navy of independent India it was an interesting period if not a glorious one. While as a part of Royal Indian Navy we enjoyed certain experiences which still subtly linger on in our memories. While in the UK all RIN personnel enjoyed concessional travel and duty free canteen facilities Messrs Geeves the famous naval outfitters of Royal Navy used to supply us quality uniform requirements on credit just by mere asking and mere production of identity card. Indian officers picked up ceremonial swords and bills could be paid even after arriving in India. I with my two naval colleagues was invited to a Royal Cactus Society, London annual function. As important guests humorously we presented them a prominent hoarding which read “WATER IS ENEMY OF CACTI”. During the same pre-independence Royal Indian Naval service period I had the privilege of sailing to Persian Gulf onboard HMIS Cauvery from Karachi under the command of Commander Fickney flying flag of senior officer Persian Gulf. We visited Bunder Abbas, Abadan and Basra and at every port British, Canadian and Australian contingent welcomed us warmly. Same situation existed when we were stationed in Japan as part of British expeditionary force. 51
At Mumbai the British Governor frequently invited Royal Indian Navy personnel to Governor’s house parties and proudly introduced them to other personalities. Equally interesting was the fact that during those days quality of imported products like electric toasters, wrist watches, hair dryers, portable radios, cameras, binoculars perfumes and many other were scarce. The old Army and Navy store near Kala Ghora issued special membership cards to Royal Indian Naval Officers to purchase such items as their privileged customers. This was besides the NAAFI duty free canteen facility. As comic part of this narration we had invited a British engineer officer before the change over to Indian Navy serving in HMIS Shivaji, Lonavala to enjoy an old English film in local cinema hall in Lonavala town. It was the month of August and raining. As we entered the cinema hall we were surprised to see every one sitting with their raincoats on as the entire cinema hall roof was leaking. Later on arrival in Britain the naval officer wrote us back that it was his unique life time experience indeed! 2445, Phase-10, Mohali. Tel: 0172 2233445
RIN-Cambridge Univ-HMS Collingwood-the IN Cdr Noel Lobo (Retd) “Consider yourself bottled”, was the lconic rebuke from the young Lieutenant to a sailor. “Is it a matter of life and death?”, was likewise directed at another who had tried to interrupt an earnest conversation. And, if confronted with a technical query, there was always the artless deflection: “What did you read in the newspaper yesterday?” Of course I knew that the sailor had not opened its pages. Yes, I was the Lieutenant in question in his first appointment in 1957 after 7 years in England.
Cooks - greatly to their disgust - line up for inspection on the patch of rough grass by the waterside in the heat of the afternoon! Poor P.O. Steward Swamy had to implore me to postpone it twice; great was the flak he must have faced from his hard working crew, because of this crackpot Mess Secretary.
Since then I have many a time wondered what my sailors in INS Garuda thought of this eccentric officer and his puzzling ways who spoke in a markedly different manner. But one thing is for sure: they soon must have realized that I was abysmally ignorant of the electrics in Firefly and Sealand aircraft.
It was much later that I dimly realised that it was my stint as the Mess Secretary - combined with the introduction of some Chinese dishes on gala occasions - that saved my hide. Commander YN Singh vetoed an adverse report by my superior in INS Garuda who had quite rightly seen through me and realized that I hardly knew the difference between A.C. and D.C. (*He went on to become a Vice Admiral, deservedly so. Editor-He was ‘Bapu’ Mudholkar, if you wish to say so.)
My oddball ways at work - did I say work? - percolated through to the wardroom as well. Imagine actually volunteering to be the Mess Secretary. What is still more incredible was my order that no dinner be served or even kept in covered plates after 2100 hours knowing fully well that the PMC, an Instructor Commander, and his sidekick used to sit drinking every evening till well past the dinner time deadline. The latter came posthaste to ask if I knew what I was doing. The answer was a stony yes.
My peculiar ways extended to my personal life: off to the squash court to lash a black ball around all by myself at half-past four after the merest siesta. Back to my cabinthe walls of which were plastered with prints of impressionist painters-to shower and play some Bethoven! Bearer Joseph brought me a cup of tea while his colleagues went round the cabins to rouse the slumbering forms who were much wiser than I in the ways of naval life as lived on Willindon Island’s naval base in the 1950s.
How about my order to have the Stewards and even the
623, KP Tower 2, Fatima Nagar, Pune-411013
I long to accomplish a great and noble task, but it is my chief duty to accomplish humble tasks as though they were great and noble. The world is moved along, not only by the mighty shoves of its heroes, but also by the aggregate of the tiny pushes of each honest worker. Helen Keller I used to think that God’s gifts were on shelves-one above the other and the taller we grow, the more easily we could reach them. I now find that God’s gifts are on the shelves one beneath the other and that it is not a question of growing taller but of stooping lower. FB Meyer 52
The Seahawks of the White Tiger Squadron Vice Admiral V Pasricha (Retd) 300 Squadron completed its Golden Jubilee on 07 July 2010 and in true ‘Tiger Spirit’, invited all those associated with the Squadron to a wonderful gettogether at Dabolim. Inspite of long embarkations, the Squadron paid attention to each detail and made everyone’s stay comfortable and most enjoyable. The efforts of the serving Tigers, as well as FONA and CO Hansa made this a truly memorable occasion. Since some would be covering this event, I plan to give reminiscences of my days with the Seahawks. They flew for two decades and played an important role in the Bangladesh War. On 16 Dec ‘83, Cdr Bapat flew the last Seahawk sortie, to welcome three Sea Harriers coming from England. The remarks of Capt BD Law, the first CO 300, fully reflect the Seahawk’s capabilities “The greatest tribute to its flying qualities lies in the fact that, despite there being no trainer variant, a generation of Indian Naviators graduated with ease to embarked operations based only on verbal briefings”. Perfect in many ways, it was a dream to fly an aircraft, one most forgiving of pilot error. It flew from aircraft carriers of the British, Dutch and the Indian Navies and operated extensively from ashore in the German Navy. After the Germans changed over to Starfighters, India was able to acquire 28 German Seahawks at a very crucial time. It was mainly because of these that we had adequate aircraft in 1971. Also, since these German Seahawks were comparatively new, we had higher serviceability. 300 Sqn was commissioned at Brawdy on 07 July 1960. Within the year, it embarked with Lt Cdr Tahiliani and Lt Ghosh becoming the first two Naviators to land on Vikrant on 18 May 1961. After its first ORI 300 Sqn embarked Vikrant, which then sailed for France to embark 310 Sqn. This was followed by the full work-up at Malta, where for the next ten weeks HMS Hal Far 53
provided vital support. On 02 Oct ‘61, when the ORI was completed, eight pilots had done their night decklandings and night armament carried on the range. The overall performance as a Squadron was assessed as above average. In less than two years, 300 had transformed into a full-fledged fighting unit. Vikrant arrived in India on 03 Nov 1961 and was welcomed by Pandit Jawaharlal Nehru. The squadron also made its presence felt that day, with an ‘Anchor formation’ fly-past over Marine Drive and soon disembarked to Sulur. Three weeks later, when the Tigers were actually looking forward to some time with families, they were back onboard for ‘Operation Vijay’ at Goa. In 1963, after the Indo-China war, the Seahawks went to Kalaikunda and Gorakhpur and spent a month there for joint exercises with the Army and Air Force. Flying in the foothills of the Himalayas and doing range work are experiences that are still cherished by the Tigers. With regular Joint Exercises Trincomalee (JET), visits to A&N Islands and Singapore, the Squadron continued operational interaction with Commonwealth Navies. These exercises and work-ups ensured that the operational status of the squadron continued to remain high. Unfortunately, Vikrant was in dry-docks during 1965 and thus the squadron, which was on exercise at Jamnagar, moved to Santa Cruz and provided AD cover to Mumbai. Then again, before the 71 War, Vikrant was under refit. Her operational state was debated and a decision taken for Vikrant to embark both squadrons and move to the East. In the initial stages, the poor availability of the Seahawks remained a concern. Fortunately, our German Seahawks played an important role here. The squadron finally had 15 pilots and 19 Seahawks for the war. Our maintenance teams ensured that all Seahawks were kept fully serviceable and we achieved all war tasks. One
never saw our technical personnel ever resting. Also, during those eleven days, there were many when the winds were not sufficient for Seahawk flying. In effect, 300 Sqn fought a ‘seven-day war’, where on many occasions the Seahawks were flown to their limits, including with some emergencies and battle-damage, which made recovery on board extremely challenging.
300 Sqn Officers on Vikrant during the war
The association of our Prime Ministers with 300 has been another phenomenon. In fact, the Nehru family has spent many days with Vikrant and the Squadron. Pandit Nehru welcomed Vikrant and later Indira Gandhi and Rajiv Gandhi spent time at sea on both carriers. With no cell phones in those days, their entire time on board was devoted to maritime activity. Because of her crucial decision-making processes during the 1971 War, Mrs Gandhi’s association with 300 Sqn was perhaps the strongest. There are a few incidents on Seahawks that merit special mention. These include a young sailor, who had never flown a Seahawk deciding that he was good enough to fly it from Madras. He could not land the aircraft and then ditched it off the coast and survived to tell this tale. Then, we had a mid-air collision of two Seahawks, where Ashok Sinha ejected safely and Billy Dhillon was able to land his damaged Seahawk. Finally, we have the unique case of Peter Debrass’ Seahawk falling into the sea on a deck launch that went awry. His presence of mind and the excellent actions by him and CO Vikrant, then Capt Tahiliani, ensured that not only 54
was he back on board in less than two minutes, but ready for flying. In later years despite reduced Seahawk availability, the flying achieved/remained high and in fact improved with some pilots flying more than in earlier tenures. Also, night deck landing continued with many pilots qualifying. No other exercise can build as much confidence in any pilot as a dark night sortie from the carrier. Then, during exercises conducted with HMAS Melbourne in Sep ‘77, all seven Seahawks of the squadron flew, achieving twice as much as the modern Skyhawks with the Australian Navy. We also had 100% serviceability during this entire exercise. From this, it was evident that there was still ample flying available on Seahawks. However, the termination of embarked flying soon after these exercises came as a total surprise. We should actually have utilised the large quantum of flying available with the Seahawks, so that the carrier retained fighter cover at sea. Then, our pilots started flying ashore on HJT-16s (Kirans). Fortunately this interim period, limiting fighter training and embarkations, was very short. Soon enough the transition to Sea Harriers happened and carriers were back in business-Vikrant for a few years and then Viraat. I would like to mention here that V Adm Shekhar Sinha was a young Seahawk pilot then. 300 Sqn tried to have him deck-land in a Seahawk, but the opportunity just faded because of some NHQ decisions. He got ready to deck-land, had completed MADDLs and was planned to hook-on. Just the night before he was to do so, the Sqn was informed that there would be no new Seahawk DLQs. As our senior most Naviator today, his experience would have been invaluable when we again start deck-landings on Vikramaditya. In conclusion, the last fifty years have seen 300 Sqn grow tremendously, with a lot achieved. One now hopes that like all IAF Sqns and Army Regiments, the Tigers too will shortly be presented with ‘President’s Colours’.
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Relative Recoveries Onboard Carrier Cdr BS Hothi (Retd) A conventional carrier is required to turn into wind for all launches and aircraft recoveries, to make sure that the aircraft can be flown safely and to their optimum utilization. This limitation can restrict the fleet onto one particular course for a considerable time and could prove to be harmful in the presence of enemy submarines. There is no doubt that the carrier force provides valuable air element to the fleet however, the force does have this limitation during the air operations. The naval aircraft also operates with the help of catapult and arrester gear as the deck run is always limited onboard an aircraft carrier. I must narrate one incident here just to prove how important it is to use all available expertise to recover aircraft at sea especially the relative recovery. I was flying Seahawks from INS Vikrant off Madras in 1978. The time was towards the evening and I was to recover on board as the last aircraft. The flying course was towards Marina beach as we were also entering Madras port shortly thereafter. My reporting overhead was partly over the beach. I was aware of the fact that we did not have enough time to waste as such, a good approach and recovery was obviously the foremost thought in my mind. I called down wind with four greens and I thought that my approach was pretty good to surely catch a wire. Once I hit the deck, with the expectation to get arrested, I did not get any feelings of sharp deceleration; I had bolted and initiated go round. Lt Cdr Flying screamed bolter at the same time. I analyzed my circuit and approach but my mind was too busy to effect next arrest. Not only had I bolted once but I did that three more times. I was over concentrating to recover with the 55
result that I was sailing over all the wires, not to mention that I was practically flying over the beach now. On my fourth circuit, with almost no fuel to spare, I caught the last wire and was literally hanging over the deck and staring at the beach. The carrier turned as sharply as the rudder could react, to remain in the deeper waters. I thought that my aircraft will topple overboard. The Captain must have had nerves of steel to go through such a hair-raising recovery for which I was responsible. I was obviously shaken a bit. I was also worried to face a very angry looking Lieut. Commander Flying and the Commander Air. I must say that no one got after me but I knew what they all had gone through during my bolters and in very close quarters of the beach. The importance of relative recoveries and, to eliminate restriction imposed on the command, to turn into the wind for recoveries and launches of aircraft, remained foremost in my mind ever thereafter, much more so when I joined the Harrier force. During my Harrier command we were already swamped by introducing all sorts of operational exercises starting from dissimilar air combat at TACDE, night flying from the deck and many other exercises from the deck and also from ashore. The relative recovery introduction was last thing on my mind however, I knew that it had to be done sooner than later. The only problem facing me was the lack of knowledge and lack of any written material on relative recoveries. One thing we knew; RN was conducting relative recoveries already. We had a chance visit by a Royal Navy Harrier carrier
when we had the opportunity to fly few sorties with their Harriers but, more importantly, we had a chance to share our operational concerns with each other at the squadron level. RN squadron invited all the Tigers on board for lunch and squadron level chit chat. The squadron commander of RNAS 800 requested me to spend some time with him as he was concerned about high temperature operations while the rest of our boys got together in the Wardroom. I agreed to share our gained knowledge with him provided he reciprocated to give me solutions to our problems. He agreed to let me know whatever he knew and share his expertise with me. We settled down in his cabin for pre-lunch drinks and started our discussions. He obviously wanted to know how he could reduce the engine counts in each sorties in Indian climatic conditions. He told me that his airplanes were falling due for engine change at five times the rate comparing with colder climates of Europe. I gave him the procedure which we followed. He was obviously pleased that we had mastered flying Harriers in hot weather. It was my turn to ask him if he could brief me on relative recovery procedure. He was very kind to do that and made it look so simple that I was eager to introduce it to our ship during our next sailing. The RN and IN, could have got the know how from BAE for both our problems but BAE offered the solutions for hard cash which RN and IN were reluctant to pay. Between two squadron commanders, we introduced very important procedures for our Navies by having a casual pre-lunch drink and saved hard cash for our services. Although I was confident to get cracking with the trials for relative recoveries, I had a long discussion with my Senior Pilot and thereafter, with the whole squadron. Once we ironed out our procedures to be followed, I 56
briefed the Captain of our carrier and requested him to plan out the trials on our next sailing. Needless to say, the Captain was surprised at my readiness especially when I was so reluctant to do so only during my last sailing. When he heard me out completely, he was happy to let us try out the concept and put up our recommendations about it. Incidentally, the Seakings also did not carry out any relative recoveries since Alizes and Kings were recovered by turning into the wind; Alize being the tail hook aircraft. Seaking and Harrier mix however could have been doing relative recoveries but no one had demanded that except for our Captain. I must thank him for doing so otherwise, we could have delayed these trials even further or, we may not have undertaken relative recoveries at all. We sailed out within a day and went off Goa. Although, I was ready and wanted to do the first relative recovery, I still had some lingering questions. The major concern of mine was that I was not sure how I will react to the carrier movement when I made approach from the beam or from the quarters. Although, I was told by my RN counterpart that I should ignore the carrier movement all together, it appeared more difficult than his description; at least, I thought so.
My second major concern was regarding the hover at 45 degree and facing over the deck and onto the blue water. I was apprehensive that I might get distracted with the apparent motion of the water and do something inappropriate during hover. With all the doubts in my mind but, with absolute assurance from my counterpart in the Royal Navy, I was still determined to go ahead with the trials. The Captain gave his blessings and wished us happy relative recoveries. The weather was little wet as it was mid-July 1986 off the West Coast. Captain, possibly with the consultations of the Chief, decided to launch me and recover me on the reciprocal course first. His idea was to stop the ship and give me practically zero wind so that I should not have any problem to face cross wind. What he did not realise was that the stationery ship, during monsoons, would be rolling and pitching much more than if she was underway. I got launched for the first trial with minimum fuel so that I did not have to wait around too much as the primary aim was to see if we could do relative recoveries. Landing on reciprocal course was nothing much other than the fact that the ship looked different and I saw the forecastle and the island on the port side rather than on the starboard side. But still, it made me carry out a longer approach. I landed on the catapult track and cleared the area without any undue exhilaration or doubts about what we had done. This was not a relative recovery but a step closer to it after all, every one especially the command, had to be confident about the continuing trials and we had to do it safely. Within one week, we sailed again for work up. This time we had earmarked relative recovery trials as our foremost exercise. We worked out the approach angles with Commander Air and with the Direction Team. We also decided that either I or the Senior Pilot would remain in the FLYCO for last minute advice. 57
The first recovery was planned to be from Port Quarter. Accordingly, the ship created the wind from Starboard Bow and steadied up on a flying course. I reported overhead at about 45 degrees to the ship’s course and turned onto the downwind leg of the circuit. As I saw different perspective of the ship, my tendency was again to make a longer circuit. That is precisely what happened and I had a much longer approach than we normally did. This was in my view the first point to bear in mind while carrying out relative recoveries to avoid stretching the circuit and not to land up on a longer approach. Although, I delayed selecting the nozzles to hover stop still, my approach turned out to be slightly dragging and was not crisp as we normally did. The whole of the Port side of the ship was visible which made me feel that the ship was closer than it actually was. The second thing which was distracting me was the movement of personnel below the flight deck as everyone was keen to witness the new way of Harrier recoveries. Lastly, it was the ship’s movement itself which was a serious distraction and I had strong urge to go round and ask for into the wind recovery. I was down to 150’ by now and my aircraft had not drifted as I thought it would do. The CDI marker was steady on the same spot on the deck where I had first put it. The motion of the ship therefore, was not the problem however the strong feeling to correct the drift would take a few days to get used to. I arrived over the flight deck at an angle and consciously avoided to look ahead as it was very distracting to look over onto the water. Instead, looking at the island to hover was much easier and practical. After a brief hover, I landed on spot six or seven. I don’t remember which one I was given. After touch down, I did not want to let go of the brakes as the aircraft was pointing onto an unusual angle. I could see only water ahead of me and practically no deck due to the nose of the Harrier. The director
assured me that it was OK to follow his directions and go onto my parking spot. Our first cross deck recovery had been successfully completed. Within the next few days, we recovered the aircraft from all angles however, few approach angles were considered unnecessary/unsuitable due to following reasons; • FLYCO was not happy if we approached from starboard quarter or starboard bow since the FLYCO staff could not see us clearly as the aircraft approached for landing; • The deck was cluttered up with safety services, tractors and other stuff on the starboard side and; • The ski jump also hampered approach on the starboard side if we wanted to land ahead of the island. Keeping all the above points in view, it was decided that the ship still could recover us, with very minor adjustments in the intended course, from right ahead to right astern i.e. within a 180 degree arc as approached from the Port side. The whole squadron had a go at it and within two days the relative recovery method was as familiar as the astern approach. We also made the Seakings to follow suit and they promptly obliged to follow us in carrying out relative recoveries. Much needed freedom to the command was finally at their discretion. My Senior Pilot, electronic savvy as he has been, also found out that we could actually land off the CCA approaches even while recovering from any angle. All we had to do was to adjust the Radar cursor onto the new flying course and we could guide in the aircraft off the CCA. Our Direction Officer and all the CCA controllers mastered their skills too to recover us from all angles. 58
The only approach aid which was missing on finals was the Meat-ball and HAPI. Due to this limitation, we continued to carry out night flying by turning into the wind. During our subsequent embarkations, the relative recovery proved to be extremely helpful as we recovered Harriers and Seakings in rapidly deteriorating weather conditions. The aircraft recovery would have been very challenging if this method of recovering aircraft was not mastered by the squadron. We also introduced another exercise which became a great help to our handlers-we started to taxi backwards and could spot Harriers within few inches of each aircraft thus cutting down the turn around time for subsequent sorties. Back taxi is only possible on deck due to FOD concerns ashore. We also made it a standard procedure to recover/launch aircraft from anchorage and from along side. Imagine the happiness of the ship’s command when an aircraft could be launched without sailing out, without getting cumbersome machinery fired up and without even affecting the ship’s maintenance routine.
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Reminiscence of Air Traffic Controller Lt Cdr Mathew Joseph (Retd) If I remember correctly, the date was 28th April 1981 (the last flying of a Seahawk in the Indian Navy, except in December ‘83 another sortie to welcome the Sea Harriers). It was a Wednesday. I happened to be the forenoon DATCO of Dabolim Air Station. As usual after the morning briefing at 0730 at ADR, I was back at the ATC building to climb the tower which is 106 feet above the ground (where normally the non-duty staff won’t prefer to climb). I personally informed SATCO, the then Lt Cdr Jagmohan Singh (later he retired as a Commander and settled in Canada) to provide a reliever, as I was slightly uncomfortable with an allergy of sneezing (which later on developed into a chronic asthma and is still persisting). He replied, ‘’ Go on top the reliever will come to you in due course of time”. I obeyed that with strict regimentals and assumed duty on the top floor. At about 0805 hrs, two Kiran aircraft in formation taxied out, and got airborne for a dummy dive at Bogmolo beach which is on the left side of the runway. Therefore the normal left hand circuit was not allowed and right hand circuit was in force during dummy dive, which had been briefed about during the mass briefing. After a gap of ten minutes I received an RT call - Dabolim 22, i.e. Cdr BS Hothi, request taxi in a Seahawk for air-test which was allowed by me. The aircraft entered the R/W- 26 for takeoff and permission given. At 0905 the aircraft was airborne, I answered “22 airborne turn right. Climb 5000 feet O/H for test flight”. Reply from 22 was, “Rojo turning right- my fire warning light on”. Immediately I got up from my chair and looked up at the aircraft which was at 1000 feet high over the Headland (near Vasco town). I cleared the aircraft for a right hand circuit for immediate landing. I made sure that the runway was clear for an immediate landing. At the same time the then Lt KK Kutty (retired as a Commander and settled at Palakkad) arrived at my back to relieve me which was not 59
possible then because of the emergency situation. My right hand thumb on the emergency siren alerting all safety services, looking at the aircraft found huge fumes of black smoke emitting out of the aircraft. On seeing the aircraft I was about to pipe which I did not do realising that he may eject on receiving the message. I prayed to Almighty God, holding the mike in my hand, nothing should happen (my mind visualised that the ejection will not take place properly due to low height and the aircraft will crash in the thickly populated Vasco town). I allowed the aircraft to call ‘finals’ after which I observed the pilot performing a tight circuit for landing with the continuous emission of smoke. I took a deep breath and piped the aircraft to land. Aircraft touched down on the ground within a few seconds. I was relieved of my tension and piped “22- touched down safely- smoke observed- crash tender behind you”. On hearing my conversation I could see that Lt Cdr Hothi running away from the aircraft towards 333 Squadron. I am still surprised how he managed to stop the aircraft within a distance of 2500 feet and switched off the engine. Safety services came into action throwing foam under the command of the then Commander (Air) Cdr YM Bhide. At the same time I as a DATCO terminated the dummy dives of Kirans and asked to climb 6500 feet and anchor at 30 NM, north-east Dabolim and establish communication with Belgaum airport, if any diversion was required and to conserve fuel and their endurance confined to 35 minutes. The salvage team cleared the aircraft out of the runway within a span of 20 minutes and made the runway available for the Kirans to land safely by 0935 hrs. On investigations by the Board of Inquiry revealed that 64 in number bolts of the main engine had sheared off from the engine causing fumes emission through the exhaust pipe. If I had piped about smoke emission from the aircraft, the pilot immediately would have ejected and his
safety, loss of aircraft, many lives and damage to public property would have resulted. All of these were averted by thorough professionalism, presence of mind, experience and courage displayed by Lt Cdr Hothi. One more incident comes to my mind which involved Lt Cdr Hothi and Cdr Arun Prakash (later he became CNS and retired, settled down at Goa). It happened in end July or early August of 1981 in an afternoon where again I was DATCO. The duty commenced 1330 hrs and whereas I closed up 15 minutes early. I was told that two Kiran aircraft were airborne from Cochin to Dabolim after being detached at Cochin. The leader of the formation was Cdr. Arun Prakash and second aircraft was flown by Lt Cdr Hothi. The ETA was 1350 hrs. Aircraft were maintaining flight level of 17500 feet. At 1330 hrs weather report revealed a moderate shower expected to pass over the station within 10 minutes, reducing visibility to 1000 meters with wind gusting at 20- 25 kts. The same was conveyed to Commander (Air) Cdr YM Bhide as well as the aircraft. The formation was flying in VMC and requested for descend clearance at 1340 hrs. At the same time the shower was over the station and the ATC was only equipped with a tiny Russian CRT Homer. Monitoring the conversation Commander (Air) informed DATCO on intercom- not to allow aircraft to descend and maintain height, which in turn was passed on to the aircraft. The formation reported O/H at 17500 feet and their endurance was reduced to 25 minutes. In the meantime the leader Cdr. Arun Prakash on RT contacted Commander (Air) “Sir, is the weather that bad O/H?” Commander (Air) did
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not reply. Perhaps the anxiety of the pilots must have increased, so were hesitating for a descend clearance. I was well aware as sitting on the top of the tower at 106 feet above the ground level, the shower will pass over the station within few minutes and the visibility at the western side over the sea had already increased. Commander (Air) still did not allow the aircraft to descend and DATCO was in a dilemma on controlling the aircraft. After a gap of few minutes the leader requested DATCO to give him Homing and Control descend through cloud (QGH) which I readily accepted, ignoring Commander (Air)’s intercom instructions. During the QGH I asked the number two to detach from the leader and leader to steer 2750 which was the out bound track of the safety lane and asked him to descend to 12000 feet which was his turning altitude to the inbound heading 0800. I was pretty sure when the aircraft reaches height of 8000- 7000 feet the pilot would sight the runway as the shower was clearing the runway at that moment. After a gap of 15 seconds number two was also asked to follow the same track and both aircraft sighted the runway and landed safely at 1402 hrs. The above situation was dealt with by DATCO with the help of a tiny Russian CRT Homer and non- availability of navigational aids at that time. At the fag end of my life and with great professional pride, I recount these incidents and those brave officers. May the God Almighty give them good health and long life.
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Of Friendship it is good to Sing... Mrs Manju Gupta (nee Manju Rajan) The dictionary defines “Camaraderie” as “Goodwill and lighthearted rapport between or among friends; comradeship.” Personally, I feel this definition does not do justice to the camaraderie that exists in the Navy, at least as far as my experience goes! I think one could easily coin a slogan and say, “If you want to experience camaraderie, Come join the friendly Indian Navy!” I was born in INS Shivaji as my father then Lt VS Arunachalam was serving there. My mother, Kamala, was from a rural background and was quite petrified when my father introduced her to the Navy. She could only converse in Tamil and was in awe of the new surroundings and was apprehensive about adjustments… but she did not have to wait very long. People around her accepted her and she grew from being a reticent and diffident young lady to a confident and bold person. She soon mastered Hindi and English with the help of my father and friends in the navy and pleasantly surprised people at home when she visited them. Her talent as a violinist and singer was brought to the fore thanks to NOWA (as NWWA was then known as) and she was in great demand! This is what camaraderie did for her! I grew up in this environment of bonhomie and hence have thrived in this very congenial atmosphere. Inspite of the numerous transfers I still managed to do well in school, because the naval atmosphere always helped me to settle down quickly. It also taught me to adapt to changes and make new friends. So it was obvious that when it came to marriage, I was bent upon marrying a Naval Officer much to the chagrin of my parents! Life, I felt, was not just about lucre but the meaning of life sublimates with good friends and camaraderie which is abundant in the navy. My parents were on the lookout for good matches but before they could intervene, I met my future husband, Lt Rajan in INS Valsura and in true 63
Hindi film style told my parents that if at all I marry, it would have to be this young naval officer. My father was appalled with my histrionics as he chose to label it! Soon he saw reason and succumbed and I was on cloud nine! I got married in 1971 and we had a lovely marriage which lasted for 18 years when fate dealt a cruel blow and Commodore KMS Rajan passed away. Even at that time it was the people around me, my friends, who boosted my morale and kept my spirits up. I had reached a culde-sac, as far as my life was concerned but new avenues opened as help came from all quarters and the channels of communication went a long way in shaping my attitude. My association with the Navy never ceased and even today I consider that my only home! Even though it is more than two decades since I was actively involved in the Navy, my camaraderie with people like Rear Admiral Ramsay, Rear Admiral V Shanker, Vice Admiral Cheema and their spouses and a host of others continues and has helped me to cope with all the ups and downs in life. It is difficult to describe in words how all these wonderful people have impacted my life. I remarried in 1995 and was apprehensive as to how my present husband, Rajiv Gupta would be accepted. I was pleasantly surprised to see how warmly he was welcomed and how happy my Naval friends were for me! This definitely takes friendship to a higher level. I remember, a few years ago, Vice Admiral J D’Silva was heading the Eastern Naval Command; my school children were going on an excursion and I wanted them to visit a Naval Ship and a Submarine and so I wrote to him. Even though we were not very well acquainted, he did fondly remember my late husband, and promptly wrote back to me and said that all arrangements for the kids’ visit would be made. This was also an instance when my faith in the camaraderie in the Navy was reaffirmed and I had tears of gratitude in my eyes.
I now live in Secunderabad and am heading a school which fortunately is situated in the Cantonment area and so it is a real pleasure to keep in touch with the Services, especially the Navy, as many naval wives are a part of my teaching staff and they bring so much of
good cheer with them. All in all, my experience has been great and if I was given a choice, I would like to be reborn as a naval brat!
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Camaraderie Rear Admiral SK Das (Retd) Camaraderie is associated more with ‘comrades in arms’, relating to fellow soldiers. True, camaraderie is not restricted to the Armed Forces alone it exists amongst any group of associates functioning under a set of rules, more importantly, under difficulties. Camaraderie springs from having common ‘enemies’, not necessarily military enemies. School and college kids have the dreaded enemies like Principal, teacher, exams, extra classes and so on; criminals have the police and law enforcing agencies; the Opposition has the perceived ‘ineffective, corrupt, take it all type’ of the Government in power; cadets on training ships have the bellowing course officer and the training Chief GI, and so on. Essentially, for comrades to be thick as thieves, an element of common hardship is a must ingredient. Naturally therefore, camaraderie in the Armed Forces is more noticeable because besides having a common enemy during war, there is at all times, even or more so in peace, the permanent enemy - the enemy of the focussed, well meaning but ruthless authority above that is charged with the sacred responsibility of keeping the fighting machine mentally and physically honed and sharpened. The powder has to be kept dry at any cost. It is with a bit of humour, bit of light heartedness, that a gang tries to ease the pain of hardships. Though practical jokes are aimed at colleagues that will evoke the best reactions, there is little to prove that such targets become ‘distant’. In fact, the laughter and mirth over a drink 64
thereafter, seals the camaraderie further. One’s service or job career may cover a few decades, however it is the light hearted incidents one remembers and cherishes more. As young Midshipmen, the ‘FIFI’ was the symbol of ultimate achievement, sublime feeling. This curvaceous clay model, skimpily attired, was the coveted and safeguarded possession of whichever Gun Room she adorned. Swimming across channels, climbing up the cable, through the hawse pipe, squeezing access through port holes or by masquerading as casual labour, you name it, all avenues were tried in an attempt to ‘kidnap’ Fifi to your own ship. You got caught the irate defenders got the ship’s barber to shave an airstrip across your head! I am not aware if Fifi still rules or she has been laid to rest - in the hearts of so many of us from yester years. The Coursemates bonding has always been strong, perhaps stronger on retirement. The regular reunions of retired courses at the NDA or IMA bear testimony to this. It may also be because we retired foggies have little else to do. A particular Divisional Officer (name unimportant), when we were doing the B & D course at Venduruthy, way back in 1960-61, seemed the appropriate candidate for a practical joke. Agarbatti stick of appropriate length was
tied to the wick of a chain of cracker bombs, and placed under his bed at ‘lights out’. After the calculated minutes passed, the cracker got lit and there was a staccato of machine gun fire from below his bed, smoke all around. “What the b… hell,” he bellowed and looked around at the bed rooms of the Sub Lts on course, but could only hear snores of deep slumber, eyes just split open, mouths gagged to not burst out laughing. For our Liberty ashore, it was alternate days for Port and Starboard watches. Our Pocket allowances were a meagre Rs 30/- per month. Didn’t matter too much, often the liberty was excused for some misbehaviour. Once, three of us went ashore for a movie at EROS. After the movie, we noticed a new sweetmeat shop, ‘Mishtaan’ next to the movie hall. Tempting! Went ahead and had just two pieces each, not realising that the outrageous pricing was way-way beyond our means. We scraped through all our worldly possessions to pay for it and walked back to Lion Gate. Back in the Gun Room, we just couldn’t accept that only we had to suffer this. So, within earshot of a colleague (preferred to be a loner at liberty) we discussed with great fervour of what a discovery it was, that we couldn’t believe that we could have had 6 to 8 pieces each, and still paid less than Rs 5/- per head. “Mishtaan below EROS is now our favourite liberty haunt, waiting to rush there on our next Liberty” we echoed with cheer. The next day was this guy’s liberty ashore. The rest you can imagine, though I do recall he returned on board with his trousers intact. We were at Agrani for some field and weapons training. With us was a tall, strapping Sardar, straight from the land of the five rivers. In Agrani there was a squash court, with open wire mesh roof. “Wow! What a pleasure playing squash, beneath the blue sky” we told this giant. “Come see,” we said and three of us including him went in. He looked up at the sky with outstretched hands, “Fantastic” when he heard the door shut on him and bolted from outside. Rage, anger, pleading all of no avail! He growled and growled, but who had the guts to open the door on this outraged tiger? Almost an hour later, I quietly 65
unbolted the door and bolted away to just nowhere. Giants are normally very kind hearted they cool off faster than getting enraged. Thank God for small mercies! There was also a very small but meticulous Sardar course mate. He prided in having the shiniest boots, perfectly tied turban, but above all, his moustache, long and black, cheesed in a neat loop on each side with ample ‘fixo’ was admirable. One night as he lay asleep on the quarterdeck, with only a few stars through clouds as witness, a small pair of scissors knocked the loop from only one side. Next morning it so happened that just about nobody happened to be going the same way or crossing as he. Cruel, but not so intended! He still knows that each of us would stand by him in the face of the enemy. As Sub Lts, or even younger, one was perpetually hungry. Food packets from home or from visiting relatives were things of joy. Yes, it was shared, but not necessarily with everyone, really not enough to go all around. A colleague, whilst we were at Valsura for Electrical training, received a nice looking parcel, the aroma a tell tale. He went quietly and locked it in his M.E.S. cupboard, and denied having received anything, “just some books and clothing!” While all of us were out from the dormitory, at games, few of us crept back and physically shifted his cupboard down the line placing another cupboard in its place (they all look alike). On return from games, it was fun watching him trying to unlock the wrong cupboard. Some of us tried to help him with the lock, quietly slipping his key to someone else’s to open his real locker down the line, taking out the packet and offering sweets to everyone, including him. He was unsure whether to own up that they were his sweets or somebody else’s. These and many more! In later years, while bending the elbow at some bar, it is these and not some highly professional incidents that evoke the feeling of nostalgia, the feeling of camaraderie. “We have been through thick and thin, TOGETHER”. We are the best!
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Close Encounters Cmde JP Carneiro (Retd) missing the Train It was way back in 1958 when I was posted as Commanding Officer of SPC 3112, as a Sub Lt, based at Vizag. I was selected to represent the Eastern Naval Command in Hockey at the Naval Championship being held in Mumbai. On completion of the championship we were to leave for Vizag and enter the train at Mumbai VT at 1900 hrs. A friend and I decided to go to Chembur (suburb of Mumbai) to meet an old friend as we had time on our hands. We were put up at the Vasant Sagar Mess on ‘A’ road. On return from Chembur, which we did by scooter, we had problems. First we ran out of petrol and had to push the scooter a good 1 Km. Then near Dadar we got a flat tyre. I knew I would never make it in time to the train, so I rang up Lt Ravi Tickoo who was our Officer-in-Charge (on retirement he became a shipping magnate and owner of Globtek). He was very calm and told me “Johnny don’t worry I’ll take your baggage and hold back the train for up to 15 minutes”. I jumped into a cab and rushed to the VT station. To my surprise on arrival at the platform I was met by the Station Superintendent and his staff and escorted to my compartment. Of course Lt Ravi Tickoo was relieved to see me and the train departed. Later Ravi Tickoo told me that he had told the Station Superintendent that I was carrying some secret documents of national importance which had to be delivered at Deolali (an Army cantonment en route) most urgently and so the Station Supdt had agreed to delay the train by 15 minutes!! Gharial at sea I was in command of INS Gharial in 1969 by coincidence again based in Vizag. We did frequent sailings to the Andaman and Nicobar Islands and on this trip in question we were carrying supplies from the main land. Also on board were some chickens escorted by a few Army Jawans. Nearing the islands we were hit by a 66
cyclone of great ferocity. The ship was tossed around like a cork and my Coxswain and I were among the few on board not sea sick. He was very skeptical and looked worried. The ship was now rolling and pitching and with every “buffeting” the ship would shudder. On one such shudder he couldn’t help uttering “Saab aaj jahaz doob jayage”. Anyway we somehow managed to weather the storm and when the sea grew calm he tells me “Saab aaj chicken khayega”. I accepted the offer and in a short time he turned up with a well roasted chicken. I asked him where he had got the chicken and he said it was one of the chickens belonging to the Army escort and he was able to pinch two birds. Later I heard that these were prize birds being taken to the Islands for breeding. I reported this to late Capt Dhareshwar, NOIC and he was very understating and said that he would handle the Army. Defence services adviser Yet another incident was when I was Defence Services Adviser in Sri Lanka in 1978 and had come to India on an assignment. I was returning to Colombo via Trivandrum. The Sub Area Commander at TrivandrumCol. Hoon who was with me in the academy as a cadet gave me an Army jonga to go from the Railway station (I had just arrived from Bangalore by train) to the airport. Halfway to the airport I found a crowd of people who were stopping all vehicles and man handling occupants. As I was dressed in suit and tie and the driver of the jonga was in uniform they left us and attacked the vehicle behind. Traffic had come to a standstill. The mob was getting violent and unpredictable and beating up people at random. Time was running out and so I decided to take my luggage and find my way to the airport by some other means. I got out from the side of the vehicle with my baggage quietly and entered the first compound and knocked at the door of the house and told them of my predicament. They let me use their
phone. I rang the Sub Area Commander and asked him to inform the airport. I left the house of these good Samaritans by the back door, walked some distance on the back road and soon found an auto which took me to the airport. Passengers were already emplaning. The staff however rushed me through and I got on the flight. Later I learnt that there was enmity between two political parties and one party had “chopped off” the head of the opposing party member causing this mob violence.
In Retrospect Today we live with our memories and God in His wisdom gave us minds to capture and recall so much that gladden our hearts and remind us of them good old days. We are never alone for we have memories to keep us company in our rocking chair days.
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1965 War-A Very Close Encounter Vice Admiral RKS Ghandhi (Retd) In the war of 1965 the Navy was caught with its pants down. As was our usual custom the Fleet left Bombay prior to monsoons to operate in the calmer waters of the East Coast, so when things hotted up we had to rush back to Bombay, and MYSORE just managed to leave Calcutta before being caught by the BORE tides. The Fleet ships operational at the time were MYSORE, 16 FS and 14 FS. At that time the 14 FS were pure Anti Submarine ships and the 16 FS were our gun ships. So our war orders were that in the event of a gun action, operation MURGA would be ordered, when F14 was to get his Squadron (three ships) out of the way and station these on the disengaged quarter of MYSORE. On one sortie when we were operating South of Gujarat Coast with the usual ships on the screen giving anti submarine cover to MYSORE very early in the morning much before dawn, there was a cry from BEAS (on the screen) that “ENEMY bearing XYZ degrees ABC miles”. At once battle stations and MURGA were ordered, whereupon F14 positioned his Squadron on the disengaged Port Quarter of MYSORE. Having done this, I (F14) then went out of the bridge to the wings and sat on the replenishment stool in the open 67
to watch the FUN. Dawn was now just breaking and I ordered tea, hardly had I done this, when we heard gun shots “PHUT PHUT”. The first couple of bullets fell short of MYSORE then another “PHUT PHUT” got even closer to MYSORE. I remember turning around to my No. 1 who was near me and saying “BABUR (the Pakistan Cruiser) is shooting well today” A few seconds later came the order from MYSORE “CEASE FIRE” “CEASE FIRE”. It turned out that BEAS on the screen got his Ops Room PPI in a twist-it had slipped by over 180 degrees, and was reporting MYSORE as the enemy and firing at her. The Captain of BEAS at the time was a Long “G” officer and he never lived that one down. The principal players in this sortie were:Flag Rear Admiral BA Samson. MYSORE Captain DR Mehta. BRAHMAPUTRA (F16) Captain Kirpal Singh. BEAS Commander G Dasgupta. KHUKRI - (F14) Captain RKS Ghandhi. KUTHAR Commander BD Law. KIRPAN Commander DS Paintal.
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Close Encounters - hand to hand Cdr RM Verma (Retd) Naval three dimensional warfare and encounters, as we all know, take place at a respectable distance! Earlier, guns, torpedoes, Depth Charges, hedge hogs and now additionally missiles, rockets etc. achieve their targets by just the pressing of a button after due scanning and appreciation of different electronic sensors in the comfort of an air conditioned Operations Room. However, for naval personnel the excitement of close encounters is a possibility during operations of amphibian, anti-piracy, anti smuggling/poaching and anti terrorism nature. During my service in the Navy and Merchant Navy I too had my share of risky encounters, ashore, afloat and of different sorts. Motivational force was either as required for saving a fellow human being, just discharging a difficult task or acting in self defence. In 1963, besides being a Divisional Officer at ‘Angre’, I was also appointed as the Secretary of ‘Vasant Sagar’ Mess located on the Marine Drive and Manager of newly constructed Sailor’s Home. Life was busy, interesting and eventful. Usually after supper in the Mess, we came out for a stroll on the sea front. It was unusually nippy for a Mumbai December night. Sea breeze was strong and surprisingly there were only a few people on the Marine Drive opposite Natraj Hotel. Time was around 9.00 p.m. and it was a moonless night. A naval colleague and I crossed the Marine Drive on foot and decided to board a double Decker ‘C’ route bus for a pleasant sea front ride to Chowpaty and later to indulge in our favourite ‘Kulfi Phaluda’ and ‘Banarsi Pan’. My mate and I stood in the bus queue with a few passengers for barely a minute. Suddenly an old man came running towards us, shouting for help on being chased by some ruffians. Simultaneously the bus arrived 68
and within a flash, sensing trouble, all the passengers and my mate boarded the bus. The conductor with unusual alacrity rang the go ahead bell and the bus sped away towards Chowpaty. My focus shifted instantly and entirely on the old man in distress whom I immediately sheltered behind my back. The thought of bus ride on Marine Drive to be followed by ‘Kulfi’ and ‘Pan’, evaporated very fast. The bus was at a distance of about 200 meters. My vicinity was totally deserted on the right and left. The Marine Drive had about 3 feet high hedge in the middle and overhead neon lights. The old man mumbled that he was a horse cart driver (four wheeled ‘Victoria’ with two horses) and these thugs were trying to rob him of his day’s earnings. The cart was stationary on the opposite side. The gangster’s big knife was being flashed menacingly in the middle of the road. I girded my loins and was ready for the encounter. How I wished that I had carried my seaman knife or even the Swiss one. Notwithstanding, I felt strong with my bare hands and of course the celestial power backing up the right cause. The gangster rushed towards me flashing his fairly long knife. I was in a defensive position, totally prepared for an offensive thrust. The Victoria (Tonga walla) driver bolted from behind my back and rushed to his cart parked on the opposite side. In a jiffy he and his ‘rath’ flew past with two white galloping horses signaling the start of ‘Mahabharta’. Now I was the only target for the robber. He narrowed down his focus on my left wrist, carrying a Rolex watch and my protruding left leg side pocket carrying a purse. His main aim being the robbery, the knife was hoisted above in his right hand. With his left hand and full body
force, he pounced on my bulging pocket. He did not realise that I was a left hander who was thoroughly seasoned with boat pulling, single games of tennis and left arm bowling. In a flash he thrust his free hand in my pocket. Like a wrench my left hand grasped his stealing hand. My free right hand grabbed his wrist carrying the dagger. It was time for one-two-six and big push! In the ensuing grapple the rascal fell flat on the ground with his dagger flying towards the hedge. This was too much of an insult for the other members of the gang who were, so far, lying low on the other side of the hedge. Barking foul war cries they all regrouped and formed a horse shoe screen and started advancing towards me with daggers drawn and a clear cut goal to kill me in revenge. I felt like a lone ‘Kabaddi’ player but fully charged! A quick reappraisal was done. My aim of protecting the asylum seeker had been achieved. In addition I was unarmed having still acted bravely in self defence. A glance to the left caught the same deserting bus heading towards Chowpaty but appreciably slowed down. I sensed, this was my only chance. The gang was closing in rapidly and I mustered all my dodging skills with nautical zig-zag superimposed! With one final deceptive move, I steered clear of the fast mounting danger and sprinted towards the bus. The scamps soon realized that, they were unmatched to my fighting skills and gave up as a bad job. Next day on the breakfast table, I curiously glanced through the Times of India. The story on the front page read ‘Man Stabbed on the Marine Drive, robbed of his watch and purse’. The names and ages of six nabbed criminals appeared in the news item. The victim was safe in the hospital. All the criminals belonged to a particular community of Central Mumbai. At Charleston USA: In 1980, a similar episode happened outside the port of Charleston on the east coast of USA I was captain of a merchant navy bulk carrier. While returning to my ship after an evening walk, I was confronted by a black American who demanded my 69
purse. Once bitten is twice shy. After the Marine Drive incident, I always made it a point to carry a button actuated knife in my pocket and wear no watch on my wrist. I put my hand in my trouser pocket and feigned bringing out the purse. But in a flash I actuated my button pressed knife. The guy was shaken by my surprise move and fled away! Nearly 50 years have rolled on. The civil society is still passive on matters which do not directly concern them. There are some stray incidents of lynching and mob retaliation. People should not take law in their own hands irrespective of our inefficient police and judiciary. Age of chivalry must dawn again and a fellow human being or for that matter an animal in distress must be helped at any cost.
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Unknown soldier Cmde RS Malia (Retd) Trumpets, blast of bugles sound, wreaths of flowers Very often to honour you. One looks at you recognizes you A Soldier, who laid his life For the nation. We don’t know your origin But pride and determined brave approach Reflected in your eyes when you were alive. You gave your life thus keeping our tomorrow safe Your brave deeds inspire your old comrades and Nation bows to you Wish I could talk to you in person But stones don’t talk Still, your face answers every question Live on you stone magnet Thus give us courage And recharge our loyalty to Nation You represent a great sentinel Live on our son! 37, Sunita Cuff Parade, Colaba, Mumbai-400025
Humour in Hospital Surg Cmde Ranjit Das (Retd) Over the years in the Navy - I must have come across a huge number of patients. I still remember some of them vividly because of some unusual presentation. I venture to depict some of them. Instant idea that saved the situation: This, a Cdr., an officer from INS Garuda was in the ICU for management of withdrawal symptom. After a few days - heavy sedatives were withdrawn and I planned to transfer him to de-addiction centre at Air Force Hospital, Bangalore. On the morning of his transfer by a Naval Aircraft - there was extreme chaos in the ICU. I rushed to the ICU - to gather that patient refuses to go to Bangalore and sitting on the bed in his hospital rig. All of my requests went in vain. Pilots were getting restless and I had to do something. Within a few minutes with the help of my Medical Assistant - I managed an empty bottle of XXX Rum and filled up with Coca Cola and wrapped the bottle with a newspaper. I was alone with the patient and promised him the bottle if he listened to me. He grabbed the wrapped bottle, as soon as he saw the label. I had not seen such a satisfied man in an ICU in my life. He promised to use it only at Bangalore. The aircraft left an hour late and in the evening I got a call from the psychiatrist at Bangalore about his uneventful admission in the ward. an extremely upset admiral reluctant to get admitted: INHS Kalyani - was inside the base. Hospital had just acquired a modern ICU and equipped with some 70
cardiac instruments donated by NOWA. It was a hot and humid afternoon. Admiral of the Fleet enters my tiny consultation room with his Flag. The Fleet had just come back from an exercise and the Fleet Commander was not feeling bright. After a brief but very quick assessment, I asked for an ECG. With little persuasion he agreed to undress for the ECG. Going through the tracings - I had no choice but to put him in ICU. While the Admiral was dressing up on the bed to get down I went to him - knowing fully well - the task was not easy to disclose to Fleet Commander to stay in the hospital. I took all courage and timidly apologized to my inability to let him go home. Initially he was furious and literally wanted to get out of the bed and go home. After a second thought he called the Flag and expressed his intention to listen to my advice. He wanted to climb down and walk to the ICU. I told him this time firmly, ‘Sir, once the diagnosis is confirmed you will be taken to ICU on stretcher only!’ After a stormy week his clinical status settled down and in due course he was sent on sick leave. Years later - we met at Bombay when I was Senior Adviser at INHS Asvini. He still remembered that hot and humid day in Vizag and had a big laugh. Transcendental meditation and Practice in ward: Transcendental meditation and practice of pranayam were popular at Naval Park, Vizag at that time. One Flag Officer - was kept in the Officers’ Ward for irregular heart beats - which was detected during
Annual Medical. He was a very quiet and calm person devoting time to meditation even in the ward. I used to visit the Officers’ Ward first before going to other wards. Very often I found him doing his yogasan on the bed when I had to wait with the sister - till he called me to examine him. It was a worthy scene in the Officers’ Ward, the patient practicing meditation and the poor doctor is waiting till he called you by the left hand and right hand thumb still closing his right nostril. He would ask me to feel the pulse - while still doing breathing exercise. Sometimes I used to encourage him by telling - ‘Sir, pulse is regular (though it was often not). There used to be a satisfying smile over his face. That probably relieved his tension. However, with little medication available in those days - he became stabilized and he went home. This incidence happened much before the present Ramdev Cult - which is established now as a complementary management of many heart problems. a sincere patient: This young Cdr from dockyard in his late thirties was on sick leave after his discharge from hospital. He decided to stay in his Naval Park House during the Sick Leave. As usual I advised him on medicines, diets and regular long walk. This officer was extremely regular in his daily walk as I could see him very often from my 60, Naval Park house balcony. One evening it was raining heavily with very high winds - and I found - Cdr on his fast walk completely drenched with his umbrella flaps blowing upwards. I tried to draw his attention asking him to go home but he missed. He continued his ritual and I knew the 71
consequences. He landed next day at my consultation room with running nose and uncontrolled sneezing. But, a good patient as he was and followed the doctor’s order - line by line he recovered well and later started his 2nd innings in the Merchant Navy - which involved climbing six to seven decks several times a day. Frustration of the medical Division: A senior sailor’s wife was brought to INHS Asvini at midnight with history of consuming liquid Tik-20. This is used to kill bed bugs - and hence easily available in grocery shops. Earlier, the fatalities were high. After a very hectic week she recovered well and the Medical Div. was relieved. I decided to discharge her and told the sister to prepare the discharge paper. As is the custom I told her in Hindi, “Bahenji - you will go home today. But do not try to repeat this in future. You have already noticed the plight of the doctors during these days. You survived probably you consumed half a bottle”. I did not realize that I made a mistake. She gave a funny concealed smile and replied in Hindi, ‘Doctor Saab - I will not disturb the doctors in future - like this - putting everybody in plight. I know the full dose now”. The whole Medical Div. behind me was stunned to hear this. I looked at her face and broke the silence by turning to the sister and told sister, “Cancel her discharge. Refer her to the psychiatric ward today”. The Medical Division proceeded to the next patient! Ashirbad, BD297, Bidan Nagar-1 Salt Lake city, Kolkata - 700064
Encounters With A Sea Dog And Dogs In The Navy Captain NV Sarathy (Retd) Sea Dog is a commonly used mariner’s term to describe an old and very experienced sailor. In the last 37 years in the Navy I have come across many sailors who really fitted this term like a glove. They were well and truly at home whilst the ship was at sea and were like a fish out of water once she returned to anchorage or tied up alongside. There were very few things which surprised them. One such sailor was the ship’s Master Chief Bosun’s mate with 33 odd years of service on board my old ship Magar in 1974 which did ‘Buffalo Runs’ between Vizag and the A&N Islands. He did not bat an eyelid when told to get the tank space ready to carry 250 odd buffalos. With dogged determination, he got it ready in no time. He made it look as if ‘animal husbandry’ was as simple as ‘ship’s husbandry’. Further, he was from the then Quarter Master branch and was truly thrilled to see an entry about birth and death in the ship’s log (of buffalo’s calf of course) for the first time in his naval life. Dog as a Stowaway, is a rarity anywhere and more so in Indian Navy! However, I have had a first hand experience at Vizag of such a stowaway. As a young TAS Officer of a Kamorta Class ship we sailed for ASW rocket firing trials. Three hours after leaving harbour, the trials commenced and the aft launchers were fired first. The laid down safety measures were taken and the port aft launcher fired two rockets. The firing was quite noisy and was heard all over the ship. On completion, the concerned launcher crew came on the deck to check and there was a sudden commotion on the quarter deck. The crew appeared to be chasing something which wasn’t apparent from the bridge. I went down to investigate and to my amusement realized that it was a terrified black coloured mongrel that they were after. They managed to collar it before it jumped over the side. On return to harbour couple of hours later it was sent ashore. How it came on board, and how it managed to remain without being seen by anyone till the rockets 72
were fired remained a mystery. I could only surmise that the runt must have crossed the brow during the middle watch and unnoticed by the duty QM went to sleep under the torpedo tube mount on the upper deck and was violently woken up by the rocket firing noise. It must have been his lucky day since he missed becoming a ‘hot dog’ by cat’s whiskers and in the bargain had a day at sea. May be he was nicknamed ‘sea dog’ by his canine friends in ND (V). Dog as a passenger is also quite uncommon in our Navy. Well, as a Captain of a Cochin based Inshore Mine Sweeper I had to play host to the then C-in-C, South’s labrador retriever during the ship’s passage from Goa to Cochin. Since I was not a dog owner, I was very apprehensive on the labrador’s sea keeping qualities, its temperament etc. I need not have worried since the labrador came with the Admiral’s Flag Lieutenant. For a ship with only two officers including me, the Flag Lt’s presence was a boon. He stood a couple of watches and it did include a Dog Watch. I remember telling the Flag Lt in jest that I didn’t mind him and the labrador sharing the Dog Watch. The labrador however remained absolutely quiet as a mouse during the 36 hours passage and did not stir out from his place on the open bridge. Except for drinking water he didn’t eat even a morsel. By the time we commenced entering Cochin Harbour, he was well and truly back to his normal labrador self. On tying up along side he was the first one to leap ashore on terra firma with an enthusiastic farewell woof. Dog in an Office, is not an every day affair, but it’s not uncommon either. One such incident occurred when I was posted as FASWO in Eastern Fleet on completion of my Staff College at Wellington. It was ‘Close encounter’ with a pomeranian, alleged to be a very friendly breed. A day after I joined the Fleet Office I was
to call on the FOCEF in Dress No.2’s. Along with me were three others, all fresh from DSSC. The first to go was the FNO and after spending about 10 minutes with the boss he came out and warned us to watch out for the pomeranian inside. FGO and FCO finished their call and said nothing about the dog. It was my turn next. The FOCEF was sitting on his ornate table and asked me to sit down and we got talking. I suddenly felt a gentle nip on my ankle and when I looked down I saw a bundle of fur staring at me with a bemused look. The eye contact seemed enough for it to put its paws on my leg and start sniffing me. This made me squirm in my chair. The Fleet Commander noticed my uneasiness and told me not to worry and said that the pomeranian was his, very friendly and meant no harm. I wasn’t very sure whether the pomeranian was listening to him because it only got bolder and looked ready to jump on to my No.2’s clad lap. Looking at the alarmed look on my face, the FOCEF
bent down and told the pomeranian to get lost and it did! I had a feeling that it sniggered at me before scooting off from below the table and thereafter remained out of my sight. I met the FNO outside; he took one look at my face and gave me the ‘I told you so look’. I didn’t encounter the FOCEF’s Dog thereafter during my FASWO tenure in the Fleet Office. I am not a dog owner even though they are known as the man’s best friend. It may be because they don’t talk behind your back, a sign of a good friend and they remain with you through thick and thin. Inspite of above close encounters, I have not been tempted to own one. As a mariner I have been quite happy to have an aquarium instead. The fish are also our good friends, the most undemanding variety.
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Humour In Uniform Cdr VK Mohan (Retd) BRaVaDO During Cadets training at Joint Services Wing Dehra Dun, one of our batch mates had a knack of getting punished for mischief frequently, Hence his number for doing extra drills invariably appeared in the list displayed on the notice board. After a few weeks, he started taking punishments for granted by reporting for extra drills without looking at the notice board. With the passage of time, as luck would have it, his name did not appear in the list of offenders since he had completed his punishments. Never the less he reported for punishment in time as usual, consequently, the JCO in-charge, not finding his name in the list, ordered him to fall out and march off. There upon the cadet requested the JCO to let him do the extra drill and adjust that against future punishment.
NOT gUILTY While on board INS Tir, one of the Cadets used to break the Dinghy’s mast every now and then, while bringing it alongside after sailing. One afternoon he was lined up before the Training Officer who said, “I have been repeatedly advising you about the correct approach while bringing the boat alongside but you don’t seem to understand. I think there is either something wrong with you or with me.” The Cadet smartly but respectfully replied,” There is nothing wrong with me sir.” Portable fittings During Naval Stores class at INS Hamla, the Instructor asked one of the trainees to give an example of portable fittings. The trainee promptly replied “Dentures used by naval personnel, Sir!”
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Hearing A.I.D.S Lt Cdr GA Mathew The capability of officers to have one too many drinks is well known (a diminishing breed these days). But seldom ever a drinker with the worst reputation would have been served his drinks so well. So this officer before he retired for the night ordered for ‘Garam Paani’ with Hands Call to the duty Steward. As they say in the Armed forces orders of superior officers should not be questioned. But sometimes the enthusiasm and zeal to execute the orders overrides sane reasoning. The duty Steward readily nodded his head, though in Wardroom circles this Steward was famous for mixing up orders and his ‘LIFO syndrome’ (Last In First Out). So imagine to horror and surprise of the officer when the Steward woke the officer up with Hands Call with a glass of ‘rum paani!!’ Another day another time another officer and another Steward and history repeats itself. The officer decided to give a break to the duty Cook and what better way to break the monotony of the ship’s food with Maggie
(probably the greatest invention after the food processor or was it before). The two minutes preparation that goes into making a Maggie truly defines the chef’s skill and gives Maggie a personal touch. The officer gave directions to Steward on garnishing required and mentioned to add ‘muttor’ (peas). The Steward nodded with a twinkle in his eye as if he had read the officer’s innermost thoughts and proceeded to the galley. The readiness report on the Maggie was made by the Steward in five minutes (the mandatory two minutes is always exceeded and the issue has been taken up with Nestle time and again). The beaming Steward with immense pride of a pro-chef presented the officer with ‘Mutton Maggie’! To this day nobody in the ship was able to figure out how the Steward managed mutton on a Tuesday (a Veg. day) but the recipe if forwarded for Maggie contest will surely beat other recipes hands down.
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In Lighter Vein Vice Admiral Harinder Singh (Retd) A man called home to his wife and said, “Honey I have been asked to go fishing up in Canada with my boss and several of his friends. We’ll be gone for a week. This is a good opportunity for me to get that promotion I’ve been wanting, so could you please pack enough clothes for a week and set out my rod and fishing box, we’re leaving from the office and I will swing by the house to pick my things up”. “Oh! Please pack my new blue silk pajamas”.
otherwise looking good. The wife welcomed him home and asked if he caught many fish? He said, “Yes! Lots of salmon, some bluegill, and a few swordfish! But why didn’t you pack my new blue silk pajamas like I asked you to do?” You’ll love the answer... The wife replied, “I did. They’re in your fishing box....!”
The wife thinks this sounds a bit fishy but being the good wife she is, did exactly what her husband asked. The following weekend he came home a little tired but 74
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Remembering FIFI Vice Admiral PS Das (Retd) In the good old days, midshipmen spent a year at sea and not six months as is the practice today. Of this, the first six months were spent on the cruiser, three to four in small ships and then reassembly in the cruiser followed by the Seamanship Board. Thus it was that on the first day of January 1959, 30 newly promoted midshipmen of the 14th NDA Course climbed aboard the Mysore lying at CB1 (Cruiser Buoy 1-is it still there?) in Bombay harbour, having taken passage in the old reliable, MV Elsie, from Challenor Steps in the Naval Dockyard. We were soon shown our place, literally, one deck below, in Chest Flats no larger than 12 feet by 12 feet where we stowed all our worldly belongings in one single locker each. Around the corner was the Gun Room which could seat a dozen at a time while just outside the door of the Chest Flats sat the ship’s Keyboard Sentry, with all important keys hanging in a locked cupboard! In these luxurious lodgings, truly so given the conditions in the Cadet Training Ship from which we had come, we began to learn to become officers and gentlemen. Our Training Officer said that we would do this ‘observing and learning’ this methodology had been good enough for him (he scored brilliantly while a midshipman with the Royal Navy) and it should be good enough for us. Mysore sailed the next day and our training-by observing and learning-had begun. We were gone from home port a good three months for what was called Springex, for Spring Exercises. Sometime in June, we were shifted in batches of three to the small ships and sailed for Summerex or Summer Exercises. Mysore did a six week spell of refit and repair. The next batch of midshipmen, of the 15th NDA Course, was, therefore, embarked in the cruiser Delhi. Sometime in early September, we returned to Mysore. Thus it was that, in mid September 1959, both cruisers lay moored head and stern to the buoys 75
in Cochin, one behind the other, midshipmen of 14th and 15th Courses aboard. Raids by midshipmen to ships of the Fleet, to take away mementos, later traded for good scotch, were part of the training process. Pride of place in Mysore’s Gun Room was occupied by its reigning deity-FIFI. About a foot and a half tall and a foot across, it was a beauty in white polished stone, sitting in the traditional Lotus asana, smiling serenely, its modesty protected by a strategically placed piece of red ribbon. It had been presented some years ago to a much more senior batch of midshipmen by their counterparts in the Thai Navy and had adorned our Gun Room ever since. Because its prized nature was readily understood, it was kept in a glass enclosed box, under lock and key. Every day, it provided sustenance to hungry eyes and many were the stories, embellished with every telling, told to those who came to the Gun Room as guests. The Fleet Pulling Regatta, always a hotly contested affair, was raced on Saturday. We were to spend the weekend in Cochin and sail for Bombay on Monday. After the hectic routine of the Regatta, there was a general air of lassitude that prevailed in all ships. The Admiral and Flag Captain had retired in good time and the gangway staff in Mysore were only half awake, if not half asleep. At around 0200 hrs a motor cutter drifted with the ebb tide to our starboard aft gangway, lying unattended. Three balaclava clad persons, later identified as midshipmen of the 15th Course from Delhi, armed with hockey sticks raced up the accommodation ladder and then down to the deck below. Before the Keyboard Sentry could even open his mouth they had burst into the Gun Room where some dozen odd 14th Course denizens lay snoring in different states of undress. Their rude
awakening was not timely enough. Even as hockey sticks were waved menacingly, the glass case was shattered and FIFI removed from it. In a moment she had been flung down the porthole and caught expertly by someone in the Cutter below which had secured there just for this purpose. The statue was followed by one of the ‘terrorists’ who wiggled himself through the porthole and jumped into the channel; he was also picked up by the boat which sped away. The remaining two invaders were manhandled and pinned to the deck. Smilingly broadly, they showed no remorse, triumphant that the mission had been achieved. Soon, help came in the form of the Officer of the Watch and others, summoned to the scene of the crime by the Keyboard Sentry. The MAA and Chief GI were awakened and the duo marched off to spend the rest of the night in the solitary of the cells. Sleep had deserted us as we sat cursing the 15th Course marauders and bemoaning our loss. Matters went up a notch higher in the morning as the Commander berated us for our ineptitude. The two ‘prisoners’ were brought on to the QD and the ship’s barber sent for. One by one he divested them of their locks. Some dabs of black paint were put on their foreheads, almost like marks of Zorro. This did not dampen their spirits any. They were then put in Mysore’s motor whaler and sent to Delhi where they were received with cheers that could be heard across the channel; a welcome befitting returning Roman conquerors. Silence reigned in Mysore’s Gun Room,
even in the Wardroom. We could almost sense the sniggers in other ships of the Fleet. FIFI never returned to Mysore. Some years down the line, she seems to have disappeared altogether, both physically and from memory. We also left Mysore in December to put on our single gold stripes and having been a midshipman was only nostalgia. But the incident, whenever recalled, and it always is whenever some of us 14th Course get together, typifies what life as a midshipman was and the fun that went with it apart from ‘observing and learning’. One wonders if the snotties of today have either the time or the inclination for these seemingly silly things! PS: Names of the ‘dramatis personae’ have been held back lest they add spice to their otherwise salubrious retired life! The barber who did duty on that day in September 1959, Riaz Mohammed, continued to remain in Mysore. He was there when I came in 1962 as Flag Lieutenant. He was still there in 1967 when I was SCO of the ship and even in 1973 when I lodged there as FCO. He was later taken away to Rajput and tended my scalp when I commanded that ship in 1984. He was still there in 1990 when I flew my flag on that lovely ship. I was present at his funeral later that year. RIP Riaz Mohammed.
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Believe it or not! NDA had a Hunt Club called Khadakvasla & Poona Hounds. The Master of the Hunt was the Commandant Gen Ranbir Bakshi, MC and I a Huntsman, along with Major Entee - both attired in Red coats and armed with Horns. Fox hunting originated in the 16th century - banned in Scotland in 2002 and two years later in England & Wales. Its criticism has been couched in terms of social class. Oscar Wilde in his play ‘Woman of no importance’ referred to English Country Gentlemen galloping after a fox as “the unspeakable in full pursuit of the uneatable”. Contributed by Commodore Kunte, ‘F’Squadron Cdr 1965-67
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The Spirit Of Delhi Cmde Rajeev Sawhney (Retd) When I assumed command of INS Delhi in Dec 2001, I was overawed to be taking over a ship that had acquired an enviable reputation in the short period since her commissioning, in the footsteps of her illustrious predecessor. Stepping on board brought back many nostalgic memories of the first Delhi, a Leander Class Cruiser and the Indian Navy’s first major warship and flagship for many years post-independence. We had many stories from our Deputy Commandant at the Academy, Admiral (then Cmde) Ronnie Periera, who had come to the Academy right after commanding that fine ship. She was a legend of whose exploits we heard over our first few years in the Navy, including her role in the famous WW II Battle of the River Plate.
My first encounter with the Delhi in her new ‘avatar’ was at sea off Vizag in Nov 1997 whilst in command of Vindhyagiri. She was on the East Coast under the command of an old friend and colleague, Anup Singh, after a triumphant debut at the Langkawi Defence Exhibition, where she had dazzled the world navies, soon after commissioning. We had been nominated to rendezvous Delhi at sea and welcome the pride of the navy to the Eastern Command. Although one had seen her whilst she had been building at the Mazgaon Docks, nothing had prepared me for the breathtaking sight of the majestic but sleek Delhi at sea, fitted out with all her powerful weaponry, a match for anything in her class. Seeing her menacing silhouette scything through the waves at high speed, approaching for replenishment was indeed awesome.
After passing out from the NDA in Jun 1972, we joined INS Tir as cadets, the year the First Training Squadron was formed with INS Delhi as the senior Ship. My first experience of the old INS Delhi was not until early 1973 by which time I was a Midshipman on board the Kistna. Her prominent single stack became a familiar sight for all of us during the long days at sea, where the day invariably began with Jackstay, when we all received our welcome ‘Daily Bread’, hot from INS Delhi’s bakery, the serial aptly named ‘Exercise Breadman’! At home in Cochin harbour too, she was a familiar sight at the trots. The highlight of our Junior Midshipmen’s time (we were the last course to do a full year as Mids) was our visit to East Africa, where Delhi led the Training Squadron to Mombassa, Zanzibar and Dar-e-Salaam. The grand old ship made a great impact at every port, especially at Dar-e-Salaam where large crowds gathered at the narrow harbour entrance close to the town to welcome us. Anchored in the inner harbour she dominated the city of Dar-e-Salaam. Little did I imagine that almost thirty years on I would have the honour of commanding her successor.
Three years as Director Naval Operations had earlier seen me closely associated with Delhi, the Navy’s ‘Flag Bearer’, both at home for every distinguished visitor and during overseas deployments. Every trip saw her return covered with approbation, a fitting symbol of India’s prowess at warship design and construction having come of age. Her deployment East in 2000, was memorable for the Eastern Fleet’s encounter with Super Typhoon “Saomai” which kept us in the ‘War Room’ at Naval Headquarters on our toes. When they finally entered Shanghai, the Chinese were awestruck at how well the Indian Flotilla, incidentally composed of only Indian built ships, had weathered the storm. Mysore and Mumbai also commissioned during this period, but Delhi retained her prime status in the Fleet, fitting for the lead ship of the class. I was understandably delighted when told that I was to command the Delhi, more so when I learnt that other than being fully operationally integrated with the Fleet she was currently not only the best ship but also the “Cock of the Fleet”. Living up to these standards would be a major challenge.
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I assumed command in December 2001 with Delhi having just entered an SR after a long operational period. With the initiation of Parakram, the next couple of months saw us work furiously to quickly get back to sea and resume our rightful place in the van of the Fleet. The annual Pulling Regatta came up in January 2002 with Delhi’s tremendous record of not only being the current holder but also of having been a strong contender at every regatta ever since commissioning. This was obviously a legacy of the old Delhi who had made a name for herself not only in the IN but also during the annual Jetex regularly held at Trincomalee in the 50s & 60s. The 2002 event saw the ‘Spirit’ of the ‘Legend’ emerge once again and the heats saw all the seven teams qualify. The final day soon became a seesaw battle between Viraat and Delhi leaving all others far behind and prior to the last race Viraat was narrowly in the lead. Delhi, not only needed to win the last ‘Best Whaler’ race but have a three-position lead over Viraat to go ahead. This was one of the tensest moments that I have experienced and notwithstanding my cool exterior my heart was thumping. As it turned out, our best whaler did us proud by not only winning the race but beating Viraat to a distant third resulting in both teams being tied overall. It was then Delhi’s greater number of wins that decided the issue and we came up winners retaining the ‘Cock’, truly a triumphant moment. In five years of commission the ship had now won the coveted trophy thrice, a record that amply proved that she had inherited her predecessor’s ‘fighting spirit’. Our first major outing was as the flagship leading the Fleet for an operational deployment in March 2001. The Fleet Commander was amazed to see the spirit of the ship’s crew which worked day and night at sea to get the ship ready as a battle worthy unit as we had sailed within a couple of days post undocking. We got ready in good time keeping with Delhi’s motto ‘Ek Do Teen Char, Delhi Hamesha Taiyyar’. The crew was ready for action, well aware that should the need arise, Delhi would be at the forefront of any Fleet action. Their indomitable spirit humbled me with the realisation that I was responsible for 78
such a fine body of men. The ‘Spirit of Delhi’ had been reinforced by the experience and now we knew that we were really ready to meet any challenge. ‘Operation Enduring Freedom’ being underway saw the North Arabian Sea and the Gulf crawling with coalition warships. The Western Fleet presence during this deployment was an appropriate display of our interest in the region. The awe inspiring sight of Viraat accompanied by Delhi, Mysore, Shakti and Vindhyagiri steaming up the Straits of Hormuz into the Gulf would have sent a clear signal. Parakram was one of the major challenges that we experienced during this commission. Maintaining the ship in a high degree of sustained readiness required considerable effort both to get the systems combat ready as also to bring the crew up to the highest state of workup. The prolonged deployment also saw the Fleet bond together as well-oiled parts of a whole, ready to fulfil their mission whenever called upon to do so. This manifested in a brilliant performance by the Fleet during the ORI later that year. Our nomination as the OTC for the fourth Indo - US joint exercise Malabar, being resumed after a gap of five years was indeed an honour as the Fleet Commander himself had led all the previous Malabars. The Indian Flotilla comprised Delhi, Gomati, Aditya and Shishumar whereas the US side had USS Chancellorsville, a ‘Ticonderoga,’ with USS Foster, a ‘Spruance’ in company. The exercises which saw us cover the entire gamut of maritime operations were an excellent experience for all the units that participated. The culminating ‘Encounterex’ serials saw us form ‘mixed’ units with each group leaving no stone unturned in trying to outwit the other, the IN units performed brilliantly and kept the flag of the Navy flying high. The regular fuelling serials with Aditya, which had recently joined the Western Fleet, became memorable in that somehow the two ships always seemed to have problems ‘mating’. Thus every time Delhi and Aditya were planned
to replenish, their penchant for landing up in embarrassing situations would come to the fore. One such was during a passage to Kochi at the height of the monsoon. Whilst engaged in night replenishment Aditya had a problem recovering her gear whilst disengaging. Both ships found themselves firmly stuck together in foul weather, struggling to find a way to disengage. Trying to focus on maintaining station in heavy showers and strong winds with rainwater trickling down under one’s collar, while the tankers crew attempted to wrestle the gear back on board, was a hairraising experience. When we finally disengaged the two ships had been connected for almost four hours and Delhi sprinted back to her station with a discernible sigh of relief among all on board!! The fifteen months I spent on board seemed to pass in a flash and before I realised it was time to relinquish
command. As I addressed the ships company, congratulating them on a magnificent performance during the commission, I was reminded that this brought to an end my final days at sea. It was with a sense of pride that I left the mighty Delhi, I was certain that together with the wonderful crew I had been given the privilege to command, we had maintained the tradition of this immortal legend which would live on forever in our memories. The entire commission brought out the tenaciousness and fighting spirit of the ship’s crew. Whether it was at sea preparing her for battle or in harbour, every endeavour saw them overcome all odds and shine. At each step I was reminded of her heritage and convinced of the belief that the naval custom of renaming a ship also saw the tradition and spirit of one being passed on to the successor.
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Foreign Jaunts Cmde RPS Ravi (Retd) Navy is a true international service; it is because most often than not it operates beyond 12 nautical miles of the coast and hence in international waters called the high seas. Our counterparts from the Army and the Air Force rarely leave the country whereas we do it on an everyday basis; in almost every sailing we leave the territorial limits of the country. I was conscious of it in my very first sailing as a cadet on the cruiser Delhi. At sea, when I looked around, it filled me with a strange thrill that the waters around me connected me as much to foreign lands as to India. Still, there is nothing like actually going abroad; one of the fringe benefits of joining the Navy. I remember the then Captain Nayyar, CO of Delhi, addressing the ship’s company before entering the port of Aden; my first foreign port. He said each one of us were the ambassadors of our great nation ashore and were expected to conduct ourselves likewise. I thought to 79
myself: ‘What great luck to be called “Your Excellency” at the age of twenty-one’. Some of us accompanied the CO for luncheon at the Governor’s residence and felt like true ambassadors indeed. Our next cruise was to the port of Sabang in Indonesia. It was about 20 kms or so from the city of Balawan. This was where we imagined the fun to be. But, the problem that confronted us was how to reach there. With our meagre resources we could not have hired a cab and we were not familiar with the bus routes. As we came out of the port we spotted a ‘tempo’ driven by a Sardar. We thumbed a ride. As we sat with him in the front seats he got into a conversation with us about the ship. We showed off to him how the ship was fitted with the very latest in warfare and comfort. He was particularly keen to know about the conditions in the Engine Room. We told him that our Engine Room had the latest in air-conditioned
luxury and had controls and sensors to match a liner. After three quarter of an hour’s journey he dropped us at Belawan with the parting shot, “Great to know about your modern ship, Sirs; you did not recognize me, I am LME A Singh from your ship. This ‘tempo’ belongs to my brother here in Belawan. How about coming to the Engine Room sometimes and doing a watch with me?” For the next few months we avoided A Singh on board as if he were a leper. On Ganga, I remember our CO’s address before entering the Ethiopian (now Eritrean) port of Massawa. After reminding us about our ambassadorial duties he embarked on another subject. He said foreign visits were also occasions to build up databanks. He said whilst we were not expected to actively indulge in any intelligence gathering, but, many a times, information could come to us in most unexpected manner. To illustrate the point he told us about the time when Indians were making overtures towards the Germans to procure submarines from them and wanted more information about them. He said he had gone to have a haircut at a saloon in Bonn and there, whilst waiting for his turn, he was leafing through the magazines. Lo and behold he found all the information about the submarines in an article in a local magazine. That evening, after we entered Massawa, we must have caused a small flutter in international relations, for, the entire Ganga wardroom landed up at the local saloon for a haircut. On Himgiri we had gone on a foreign visit to the Black Sea Soviet (now Ukranian) port of Odessa. In foreign ports, sailors generally go out in uniform whereas the officers in civvies. But, so great was the fascination of the Soviet belles 80
with uniform that we found that the sailors managed to make friends with the prettiest of them. As if that was not enough, to add insult to injury, on the second day of our stay when a reception was held on board, one of the ladies enquired of us as to why there was no officer in the reception. It was difficult to get to the bottom of this because of language barrier and it took us sometime to unravel the mystery. Apparently, a day earlier one of the Petty Officers in uniform ashore, when asked as to why was there a distinction between some of us going out for ‘liberty’ (shore leave) in uniform and others in civvies, had informed them that only they, the officers, with an anchor or two on their sleeves, were the only ones “permitted” to go out in uniform. During our trip to Athens we were ambling in the Constitution Square when a kind man came to us and asked if we were Indian. He said that he admired Indians and would like us to have drinks in the company of his fair-sex friends. The drinks were nice and the girls were nicer still. We talked about our great nations, our history and heritage, Taj Mahal, Delhi etc (amongst other things, that is) and really enjoyed ourselves. We were under-trainee Acting Sub Lieutenants on board. We were convinced that we were smarter, wittier, more interesting company; else, why would the girls be attracted to us as compared to our more senior colleagues from Himgiri? In our megalomaniac trance we did not know that the man who had invited us had quietly vanished and so had our seniors. Later, we were asked to pay an exorbitant bill for the drinks, and we had to part with our entire foreign allowance and more. We were the suckers who had
fallen for the obvious ploy. When we returned on board we were ‘ceremoniously’ received with all the seniors lining the gangway and going through the motions of a mock side-pipe. Such hoaxes and swindles during foreign jaunts are worth remembering. During one such trip we landed up at Colombo. In order to shop there we had to first convert our Indian Rupee into local currency. Just as it happened in Athens, a kind hearted gentleman came and asked us to put our money in individual envelopes that he had brought, write the names and amounts on the sealed envelopes and then he’d go and get the requisite local currency. He took the envelopes from us only to make a list and then handed these back to us. We held on to these whilst he went on his errand. As time passed and he did not return we reassured ourselves by feeling the e n v e l o p e s containing our money. However, when he did not return even after one hour of wait we opened the envelopes and found that instead of our hard-earned money these contained newspaper strips. In the evening we narrated this incident, over drinks, to other officers in the Wardroom and they made fun of us for being duped. The next day the lot to whom we had told the story also lost their money in like manner. 81
But, of all the incidents during foreign trips, this one takes the cake. Whilst walking in one of the ports, knowing that the locals would not know Punjabi, one officer would accost the lovely damsels with the naughty Punjabi line: “D... ke thane jaana?” (Are you willing or should I take you to Thane, that is, Police Station?). The damsels, not understanding the question or its import would just smile and walk away and all of us would burst in cackles. However, when he asked this of the most beautiful of the girls, she confronted him with, “Thane jaana”. He did not know where to look. That evening we had a reception on board and she happened to be the daughter of the Indian (and Punjabi) First Secretary. Our flamboyant Punjabi officer did the Mister India trick (many years before the movie was released) and tried to become invisible during the party. Foreign trips or port calls or overseas deployments are great ones to showcase Indian technology, culture, greatness etc. These are occasions to make bridges of friendship across the oceans. However, what one remembers most about them are such snippets. I am sure these, if compiled, would make a great book of anecdotes. I am willing to compile one should you send your stories to me!.
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Cacophony Below the Sea Vice Admiral RN Ganesh (Retd) As always, the submarine left harbour in the small hours, while the city slept. A huge, ominous shadow in the dark, she moved silently but for the faint hiss of the water against her sides. At five thousand tons, she was the largest warship in the Indian Navy after the carriers. The young Captain on the bridge had done this dozens of times, but taking this formidable vessel out through the narrow channel was still exciting, with a potential surprise lurking at every bend. Slowly the submarine made its way out of the harbour and set course for the diving area. Today they were leaving on an extended surveillance patrol of the Bay islands under simulated war conditions, as part of the essential and never-ending process of maintaining presence in one’s own waters. Before that, however, there was a game to be played. Units of the Fleet were returning from deployment in the south, and Headquarters had decided that the submarine would intercept them in a staged encounter and carry out a mock attack before detaching to proceed on her main mission. The ships would be closer in to the shore and the submarine further out, listening out for them against the backdrop of shallowwater noises. The interception area was some miles to seaward of an estuary, and recent rains would have made the seawater density variable, causing trimming problems. Not ideal waters for a large nuke, thought the Captain, but therein lay the challenge. In addition, his crew would enjoy the thrill of the hunt. “Bridge - twenty minutes to diving area!” came the report from the charthouse. “Right - inform the Commander, please”. The order was still being relayed when the Captain reached the control room, just as the Commander ordered “diving stations.” The Engineer Officer was already there. 82
“We’ll catch a quick trim, then we need to crack on some speed; our initial position is about twenty miles south of here.” The first dive after leaving harbour was always a ‘trim’ dive - a slow, deliberate dive done in stages to make any adjustments necessary to the Engineer Officer’s calculated trim. “Diving stations correct, sir,” reported the Commander. The Captain nodded at the Engineer Officer. They had worked together as a close-knit team for a year now, and there was no need for unnecessary words. “Flood end groups” ordered the Engineer Officer. The diving panel operator switched the end group ballast tank main vents to “open”. There was a muffled roar as hundreds of tons of seawater flooded the end groups of tanks. The submarine sank perceptibly beneath their feet; she now rode on the buoyancy of the centre group tanks alone. While the Commander ordered “Inspect compartments” and received the reports from them, the Captain studied the trim and depth gauges and the inclinometer, looking for the first pointers to any major problems in the trim. There were none. “Submarine inspected and correct - ready to go down.” reported the Commander. “Permission to flood the centre group, sir” asked the Engineer Officer This time the roar of the water flooding the tanks was louder since the tanks were around the hull right outside the control room. “Trim her at 40 meters for four knots - we’ll be doing a lot of listening.” The Engineer Officer nodded. The trimming operation was over soon, and as planned, they increased speed to fifteen knots. It felt good to be able to order higher speeds and not worry about the battery, thought the Captain. “We may expect contact with the ‘enemy’ between an hour and two hours from
now,” reported the NO. The Captain left the control room leaving instructions to carry out a sonar search of the area and call him when anything was heard.
Captain, though he knew that all sensors had been reported checked and correct. The Electrical Officer confirmed this.
They reached their designated position twenty minutes early. An hour passed, and then there was a knock at his cabin door. It was the Sonar Officer. “There’s a small problem, sir”, he said; Pilot says they should be within twenty miles of us to the south, but the sonar is unable to hear anything.”
“Can you say whether the noise is external or a system fault?” “I would say external” interposed the Commander. We made two ninety-degree turns after initially hearing the noise, but the true bearing of sector didn’t change.” The Captain nodded in agreement.
“Unable to hear?” repeated the Captain. “The entire southern sector - that’s where NO says they’ll probably come from - is blanked with noise. We can’t hear anything through it.” This was bad news. If the sonar malfunctioned, it could take hours to locate and rectify the fault. Even the main mission could be in jeopardy if dockyard help became necessary. “Get the Commander and the Electrical Officer to the charthouse. We need to discuss this. Who’s on the sonar?” “Master Chief Attar, sir” was the answer. The Captain was reassured. Attar was the best sonar Chief in the submarine arm, as far as he was concerned. He went across to the ‘sound room’, which was just abaft the control room. The Sonar Chief wished him ‘Jai Hind”, and silently handed him the headphones. The Captain had spent many an hour in the sound room getting his ears tuned to the sounds of ships’ propellers - called ‘hydrophone effect’ or ‘HE’ for short. On this occasion all he heard was the noise - it was a continuous crackling, with an occasional popping sound as made by a fire of dry, resinous wood. The noise blanked the entire southern sector - it would be impossible to hear anything through that racket, even if the ships passed close by. They held a council in the charthouse. “No problems during the pre-patrol checks yesterday?” asked the 83
Time was ticking away. The submarine would never live it down if the fleet ships sailed past undetected. Many years earlier, the Fleet Commander, a bluff, laconic man with a sardonic sense of humour, had been the Captain’s Divisional Officer in Kharakvasla. He would have a thing or two to say about the marvellous capabilities of nuclear submarines when they next met, thought the Captain wryly. He went back to the sound room. The Chief Sonar operator handed him the headphones and said with conviction: “It’s bio-noise, sir.” The Captain agreed. Landsmen, he mused, thought of the ocean depths as dark and silent. In fact, there was a cacophony of noise down there that could drive submarine sonarmen to distraction - whales with their long, soulful moans, dolphins with their clicking and whistling, and a host of other noisy creatures, not to mention the ambient noise of the sea itself. They had a whole taped reel of these sounds but he had never heard this kind of noise before - certainly never anything near this loudness. “Can’t we go around” asked the Sonar Officer. “No - we can’t leave the area. Maybe the noise will stop after some time.” “Sir....” The Sonar Chief hesitated. “We can try one high power transmission in that sector. It may have some effect.”
“Good idea!” The Captain got up, slapped the Sonar Chief on the shoulder, and left for the control room, visibly excited.
there! This is the Commander. The sonar team has detected ‘enemy’ ships in sector south. A big shabash to them. Action stations - torpedo attack!”
Although the submarine had a powerful active sonar, a transmission could compromise its stealth and was only used after carefully weighing the balance of tactical advantage. However, on this occasion there was nothing to lose. And if it worked it was well worth the tactical ‘risk’.
“Game on!” said the navigator, as he bent over the attack plot.
Soon the order came from the control room. “Sound Room, Control - standby single pulse, high power, centre bearing 200.” “Sound room roger, stand by single pulse, high power, centre bearing 200.” The Captain went back to the sound room, the Electrical Officer close on his heels. ‘Let’s hear it, Master Sa’ab”. One of the sonarmen switched on the loudspeaker for them. The noise was as loud as before. “Sound room ready for single pulse, high power, centre bearing 200” reported the Sonar Chief. “Transmit” came the order. The second operator flipped up the guard cover and pressed the red button. They could hear the pulse as it left the ship. More than a minute passed. And suddenly it was as if somebody had turned off a switch. One moment there was that overpowering crackling noise, and the next total silence. The Captain shook the Sonar Chief’s hand and said “Well done, Master Sa’ab!”, and went back to the control room. Hardly had he sat in his Captain’s chair that the report came in, the deliberately expressionless voice of the Sonar Chief: “Control room - group HE on bearing 175, classified warships.” The atmosphere in the control room was electrified. The Commander took the mike in hand: “D’ye hear 84
We never pumped our fists in those days. Post Script: This story is based on a real experience in INS Chakra in 1988. The noise was generated by the denizens of large shrimp beds in the general area of Kakinada. From later reading I learned that the culprit was the snapping shrimp, which thrives in tropical waters near the coast. A one and a half-inch crustacean almost foiled a 5000-ton nuclear submarine!
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ship or Quarter Number Cmde RK Dass (Retd) The SDB series built in the late 1970s at GRSE, Calcutta were christened with Numbers T 51 onwards instead of the usual names given to the Indian naval ships. In 1980, I was serving on board T 51 which was based at Bombay. I was staying in Navy Nagar and one particular evening feeling little unwell, went to Ashwini. I went to the duty LMA to get myself registered and get the chit made to be seen by the DMO. I gave my name and official number to the LMA and on enquiry from him which ship, I replied “T 51”. In response the duty LMA promptly asked “Sir, I want the ship’s name and not the quarter number”.
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INS Nipat - Baptism by PMFs Vice Admiral Harinder Singh (Retd) I was doing my time in NDA when I was appointed in command of Nipat of the ‘Operation Trishul’ fame, in Dec 1973 and she had not sailed any in the previous year. After the then sacrosanct COQC, I took over command on 3 Mar 1974 and during this gap of three months the XO, Lt (later Commodore) Arun Madan was officiating as the CO. I was slated to be tested by fire immediately, as the ship was sailing for the first PMF by the Squadron, post 1971 Ops, on the following day, thankfully, as the standby ship. As there was no time I could not have sailed or worked up the ship. My requests to K25, Cmde RP Bhalla for taking over command before completion of COQC and a sea outing were dismissed outright. I was told that I was just a standby ship and it was only a formality. Engines of 205 boats had an extremely limited engine life between first overhaul of just 600 hrs, no overhaul facilities had been set up in India and most of the engine hours had been exhausted during the 1971 war. My engine hour allowance for the year was a generous 100 hrs including time for entering and leaving harbour, so we did our best to maximize by motoring on one engine whenever possible and we often drifted at sea. On taking over and after the customary calls we settled down to planning the sortie and carrying out harbour and sea drills. At the end of the hectic day, I believed that we were generally ready and we should be able to put a decent foot forward. As scheduled we sailed out quite uneventfully but when in the PMF area, we had a problem with the MK 31 panel for the P15 missile, ruling out the possibility of its firing. We informed K25 and started looking at options and we thought of switching Panels but the same had never been attempted earlier. We sought 85
approval from K25 but none came as ‘we were just a stand by ship’. INS Vijeta with Lt Cdr (later IG, Coast Guard) NS (Minna) Achreja as CO and Lt (later Vice Adm) Pradip Kaushiva as XO were, directed to launch its missile. The missile launched beautifully but ditched about a couple of cables ahead of that ship and became the first SSM misfire in IN. The missile engine had not started. I immediately sounded action stations and without waiting for approval (it never came), we set about changing the launch panel. Sure enough we got orders to prepare to launch our missile and indicate when we will be ready, we requested for 45 min. The OTC (FOCWEF) was not aware of our problems. We successfully, launched the missile which hit its target, on my and my ship’s very first, post refit sailing, without any prior work up. I am sure we were blessed. Epilogue. Many years later, in 1988, I was in command of Rajput and we put out to sea for the first ever under water launch of a missile by Chakra and my very own ex-Nipat was the target. Chakra (Capt (later Vice Adm) RN Ganesh) scored a direct hit but indestructible ‘Nipat’ would not go down, despite all the hits from the heavy caliber guns that were subsequently rained on her. Rajput was then directed to sink ex-Nipat and I had the (mis)fortune of sinking my first command with volleys from 30mm guns. It was satisfying to complete the task and yet it left a lump in my throat. May all those who sail in Nipat have good fortune and success always and every time.
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Paratha & Poori Diplomacy Vice Admiral AK Singh (Retd) In the first half of 1971, ships of the Western Fleet, entered Cochin, after a fortnight at sea. As a young SubLieutenant, I was the Navigating Officer of the frigate INS Kirpan, and remember how we rushed off to the SNC Mess, to attend a dinner function. The evening was a great success, with tales being exchanged, good natured jokes being shared and toasts being raised by sailors back from the sea. Around midnight, we were asked to get back to our ships and “sail with dispatch” for Colombo, as our Prime Minister had responded to a request for help from Sri Lanka, to prevent arms being smuggled in to help insurgency by the Sinhala nationalist JVT (Janatha Vimukthi Peramuna). All the units cast off before sunrise, and anchored off Colombo harbour, the next day. Our hosts were very happy to meet us, and old friendships were quickly renewed over a few drinks, with the Sri Lankans, clearly showing their fondness for “Rum & Coke”! At Colombo INS Kirpan embarked a couple of Sri Lankan Navy Petty Officers, (to help in our interrogation of any suspicious local fishing boats) and sailed to patrol our given sector on the southern and south eastern part of the island. Tensions were high as unconfirmed reports had come in of foreign submarines possibly landing arms into the island. We began stopping near small Sri Lankan fishing boats, and 86
the Sri Lankan sailors would question them, and we would let them off, after a quick visual check. This mundane activity did not impress a young naval officer (from the Middle East), who was borne for sea training. I remember, he was my Assistant OOW, and told me “Sir, I don’t understand this system of inspecting fishing boats. In my country, we would have simply opened fire, shot everyone and sunk the boats. This way, you can ensure that no weapons will ever come in!” I am not sure how far he rose in his Navy later, but we had to keep an eye on him for the next fortnight that we were on patrol! In 1989, as the first Captain SM of the newly formed 11th Submarine Squadron comprising four Kilo class submarines, I was just beginning to get to grips with my new operational job, when I was ordered to go to Sri Lanka. On 23 April 1989, an IAF AN32 aircraft dropped me at the Trincomalee military airport. I took over my new duty, which carried the rather pompous title of INCOM (T) or “Indian Navy Commander Trincomalee”. As an Indian Navy Captain, I found myself in unfamiliar territory and on an unfamiliar mission. I was part of the IPKF, which comprised the Indian Army, Indian Navy and IAF. The situation was rather grim, with
the IPKF fighting the LTTE, and also under attack by the JVP or the Janatha Vimukthi Peramuna. Indeed, as Trincomalee port was under constant threat from the LTTE and JVP activists, with bomb blasts and IEDs taking almost a daily toll of Indians and Sri Lankans alike. Practically the entire IN detachment, including myself, went around our 24x7 chores of water front and coastal patrolling, liaising, meetings etc with loaded weapons in our hands. The overall IN presence in Trincomalee comprised a few dozen hardworking officers and sailors who, along with their Army and Air Force counterparts, did their best to keep the Indian flag flying high, in very troubled waters. Even though over 90 percent of the Sri Lankan Navy personnel had been trained in India, and were very well disposed towards us, the tension in the air was palpable, with almost everyone moving around with loaded firearms. Our detachment was located next to the Sri Lankan naval base, and when I called on the Sri Lankan Commander East, Commodore W Fernando, I discovered a friendly officer, who had done all his training in India. I invited him for “Rum and Dinner”, which was a great success and became a weekly event, with the Commodore sending me a crate of coca cola just before his arrival! Commodre Fernando took great interest in Parathas and Pooris. Very soon, the fame of our cooks reached the Sri Lankan Naval Headquarters, Colombo and the Sri Lankan Navy Chief sent a team of his Navy cooks to learn how to make various Indian dishes, specially parathas and pooris!” The ice was slowly breaking after the “Paratha and Poori” diplomacy, but then a particularly nasty IED killed a few Army troops nearby, and tensions went up again. Nobody was sure if this incident was the handiwork of the LTTE or the JVP, or any other unknown group. At this juncture, with things getting from bad to worse, I suggested to the COMEAST, that we could play a cricket match on the coming Sunday. He readily agreed, and arranged for the gear and a post match lunch. 87
With just three days to go for the match, I had a very difficult time trying to pick up 11 players who could play a reasonable game of cricket, Finally, a team of 11 (with no substitutes available) was selected, and a small training session at the nets, resulted in a couple of injuries. It was then decided not to practice anymore, to avoid any more injuries, and also to ensure that sufficient men were also available for boat patrols and sentry duties. After all, the aim was to play cricket to reduce tensions, and it was important that 11 fit players took the field on Sunday. The Sri Lankan Navy, with a local pool of a few hundred men, took the match seriously, with daily net practice. As I watched the Sri Lankans practice in real earnest, I wondered if I had made a huge mistake! After discussions the match timings were fixed from 9.30 AM to 12.30 PM, followed by a lunch to be hosted by the Sri Lankan Navy. Elementary calculations of “over rate vs time available” revealed a 20 over (each side) game and thus, unknowingly, “unrecorded history” was made, many years before the world thought of T-20! Security for the cricket match was very tight, given a series of bomb blasts the day before and an IED going off about a km from our tents. After a sleepless night of vigil, our team went to play a good game. I remember as a captain of our cricket team, I was driven to the ground with a loaded service pistol, which I handed over to one of my subordinates, just before going out to toss. We played our hearts out, but lost narrowly to a far superior team. Our gracious hosts served a fabulous lunch (which included Parathas and Pooris, along with some fantastic local cuisine), and good relations were firmly in place after that. Both sides could now confidently focus on the daily terrorist threat. After my return to India, I learnt that Commodore W Fernando, the Sri Lankan, COMEAST, was promoted to Rear Admiral and had taken over as the Sri Lankan Navy Chief. Sadly, he was later assassinated by a motorcycle-
borne suicide bomber, whilst driving to his office in Colombo. Lord Wellington after his victory over Napoleon in 1815 reportedly said, “The battle of Waterloo was won on the playing fields of Eton”. Another historian records that many years later, while passing an Eton cricket game, Wellington remarked, “There grows the stuff that won Waterloo”. Obviously, Wellington was referring to qualities of ‘leadership and espirit de corps’, which cricket inculcated in the future military leaders of that era. Cricket is no longer a gentlemen’s game. Money spinning modern cricket has spawned a new breed of entrepreneurs, in cricket crazy India. Also, it would be ridiculous to compare the famous battle of Waterloo (1815), with the rather insignificant and unrecorded Trincomalee T-20 cricket match of 1989, but it is worth recording that, in those difficult times, a few unknown
Indians had done their duty in Sri Lanka, In December 2004, as the Director General, Indian Coast Guard, I was invited by the Sri Lankan Navy Chief to Colombo to participate in the first ever exercises involving ships, aircraft and helicopters of Indian Coast Guard and ships of the Sri Lankan Navy. The visit was a great success, and I remember embarking on our Flagship the top Defence Officials of Sri Lanka and then our High Commissioner, Mrs Nirupuma Rao for a day at sea. Later, whilst returning to Colombo, I hosted a lunch on board the Flagship. Having visited Sri Lanka before, I had ensured that the ship was not taken by surprise, when the Sri Lankan VIPs declined the beer but opted for a glass of “Rum & Coke”. Indian Rum, they declared, “was the best in the world”!
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The Double Bottoms Officer Vice Admiral Vijay Shankar (Retd) With age, most human bloomers are remedied after a substantial amount of ‘huffing and puffing,’ often leaving one wondering at the end of it all, whether it was worth it. That was not the case with command of INS Viraat. There was unwritten logic that sometimes emerged from the musty chronicles in the archives and sometimes penned by the ‘Providential Helmsman’ that always saved the day. So it was no surprise that like clockwork, after 28 ± 1 days (international dateline, what?!) there must be a fire or a flood incident or any one of the many hair-raising episodes that serves to chill the spine. Why? Because HQ1’s much thumbed Incident Register statistically said so! The remedy lay in tightening the screws of the ‘Fire Busters,’ a select team that I had created to sally forth and boldly put out fires that no man had extinguished before! And the hazard prevention teams, from day 23 onwards-QED. 88
Also, the best times for planning the cast-offs or to launch any auspicious event was out of ‘Rahu Kalam’ (remember the Rahu Kalam Sherry?) the winds would be favourable, the tidal stream would gently nudge the inner bough into pilotage waters, the tugs would be on time, the after-back-spring would be tended with consummate ease; the exertion never failed to elicit a resounding Bravo Zulu! So, the first and second Messiahs were an unwritten logic and Providence-a secret that all Captains knew well. So what happened during replenishment at sea, on 27th April, 1996? The approach to the Tanker was perfect; hoses were connected up in timings that would have made some destroyers blush and pumping commenced post haste. The long vigil on the starboard wing was coming to an end as the Navigator’s Yeoman recorded
a 1800 tonnes FFO and 400 tonnes AVCAT (Aviation Category fuel) received. The two ‘Stop Pumping’ boards were being readied when an urgent call came in. I had noted a similar tonal urgency in 1973 during my first command of INS Panaji, when the Regulating Engineer Officer reported, “Saar, engine room mein Flora Fountain chal rahi hai!” Déjà vu? Cracking with emotion, a distended voice reported that there had been considerable spillage of AVCAT in the hangar. My first two orders burst out in rapid succession: “Smother the AVCAT and Stop Pumping.” The emergency parties were quick off the mark and we disengaged with equal alacrity. The Cdr (E) having raced up eight decks reported, amidst frenetic yogic gasps, that there had been a major SNAFU, in AVCAT tank management which had resulted in two breather pipes over flowing for a minute and a half. Some of us will recall that it was the skill and avidity with which fuel had to be juggled into the 89 tanks through manual operation of a mind-boggling set of valves, that controlled balanced and regulated the intake of fuels coming in at about 7 tonnes a minute. A bit like playing a reed flute with 11 vents! There it was, about 7 tonnes of AVCAT slopping in the 312’X56’ hangar which through some splendid action supervised by the XO, Cdr (E) and the NBCDI, was neutralized and washed into the scuppers. No damage done except a nerve-racking period of high anxiety-this was the natural lot of the Captain, for even on taking over the Viraat, the traditional baton was accompanied by an economy-sized bottle of Alka-Seltzer! Now began the enquiry that culminated in the Double Bottoms Officer, Lt N, being arraigned before me. The Cdr(E) had already spewed his wrath and heaven knows what unimaginable hell fires had been inflicted on him-like say, a watch spent on top of the boiler within a hands’ reach from the Pilot valves-ambient temperature 75°C. The DBO on board an Aircraft Carrier is, for the most part, a jolly enough officer, but in overalls he becomes 89
an odd mole-like creature; more at home in darkness, amidst closeting fuel tanks weaving his way through a labyrinth of pipes, ducts, valves and pumps. The aromas he exuded were from the Jurassic Age-Viraat still used fossil fuels! His responsibilities were onerous, from operations and maintenance of all double bottom and wing tanks together with their associated systems for FFO, diesel, AVCAT, sullage, fire main, ballast and fresh water to the RAS officer on valve controls. In short, he was a harried man. Lt N, it came to pass, was charged, and all the damning evidence lay bare before him. The Senior Engineer imputed unpardonable incompetence. Lt N with a voice that could only have come from atop a funeral bier, pleaded guilty. Hearing it for the umpteenth time Cdr (E)’s face became more and more animated. If one could hear fulminating silence then I think he was telling me to drown him in the bilges and run hot skewers through him, just to make sure. Command is a peculiar thing, how often we played at judge, jury and executioner, need hardly be recounted; but the need was to insure against an incident of this nature-one that had had calamitous portents. I looked long and hard into Lt N’s eyes. His eyes were fixed somewhere in the middle distance. I was reminded of that climactic scene from Dickens’ Tale of Two CitiesSydney Carton having switched roles with Charles Darnay taking the final steps towards the guillotine-I could swear that Lt. N’s look was the same and yet, the man had endangered the ship. Sentencing time-we already had two messiahs, nay two saviours; perhaps it was time for the third, certainly the ship deserved it. “Yes, Lt N, punished you will be-I condemn you to complete the commission as the ship’s Double Bottoms Officer.” We never again had a problem of fuel spills, Viraat’s Third Messiah ensured it.
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Indian Navy-Maritime Reconnaissance/Anti Submarine Warfare Admiral RH Tahiliani (Retd) Most maritime nations in the world entrust all tasks of war-fare over the oceans, including shore based anti submarine operations, to their Navies. The United Kingdom is one of the few exceptions. Coastal command of the RAF does these tasks. While Britannia no longer rules the waves as it did some 60 years ago, large maritime nations like India had to look ahead to the future roles of its respective services. The Navy felt that it was imperative that shore based MR & ASW roles be taken from the Indian Air Force and assigned to the Indian Navy. In the Chiefs of Staff Committee meeting which was held sometime in 1966 under the Chairmanship of late Gen. J N Chaudhary, he had opined, that while there was merit in the Navy’s case, the decision could be postponed till a new aircraft for this role was inducted. In early 1972 the Directorate of Naval Air Staff (I was DNAS) produced a paper justifying the Navy’s position. After the 1971 war, Prime Minister, Mrs. Indira Gandhi, had given the USSR, Prime Minister, Mr. Kosygin, a shopping list where one of the demands India made on the USSR was the Berieve 12 amphibian ASW aircraft. The Navy felt that the Air Force would be happy and the role to perform MR/ASW tasks would be taken over by the Navy. In August of 1972 the then VCNS, Vice Admiral J Cursetji led a delegation to Moscow to negotiate for some of the new acquisitions. I, along with three more from aviation branch was included in the team because of our interest in Berieve 12, amphibian ASW aircraft. While VCNS and the others in his team were busy with the Russian counter- parts for ship acquisitions. I was asked to negotiate with the USSR team which was there specifically for the Berieve 12. I asked the officer who was leading the USSR team when we were going to be 90
shown the aircraft. He replied that we would be shown the aircraft after the contract is signed. I asked him how he was sure that the contract would be signed without us seeing the aircraft. I added that when I buy a car I like to first drive it. He said he buys a car after looking at the catalogue. I said I am different. I have to drive the car before buying it. To cut a long story short, I suggested to the VCNS that I and my three other members in the aviation team, should go back to India early, to show our unhappiness. VCNS agreed. At the last minute he said that I should stay back and the others could go back. The Russians would produce a protocol of my deliberations with them for signature. Since I was the only one who knew what had transpired between us, it was important that I be around. As soon as three members of my team had boarded the return flight, the Russians agreed to show us the Aircraft. We were flown to Sevastopol near the Black Sea to see the aircraft. A hurriedly painted Berieve 12 was parked at the end of the runway. I, along with the non-aviation members had a close look. We asked a lot of questions about its capability in the ASW role. The participation of a TAS specialist was a great help. We were convinced that we would be buying a pup in Berieve 12. We made a comprehensive report about this aircraft and rejected the Russian offer that they will give us the Berieve 12. There was some hesitation in Naval Headquarter whether we were doing the right thing. However we were emboldened by the fact that PC Lall who was the then Chief of Air Staff had similarly rejected an offer by the Russians of an aircraft which had originally been asked for in Indira Gandhi’s list. The Russians having found that we have not accepted their offer, they came forward to offer us the IL 38. This time only an Air Force team went to evaluate the aircraft.
Their report dealt only with the flying part. They had no competence to evaluate the aircraft in its operational role. We insisted that the aircraft should be owned and operated by the Navy. The Government then appointed a two member team led by the Cabinet Secretary, Mr. Pandey and the Defence Secretary, Mr. Govind Narain to hear the arguments of both sides. I recall that I used to go and brief, the Chief of Naval Staff, Admiral S.N. Kohli, about why the Navy alone should own and operate this aircraft? We were on firm ground because the report we made about the inadequacy of Berieve 12 in the ASW role for this aircraft were fully highlighted. The Air Force had only commented on the flying characteristics of the IL-38. We had examined the role for not only maritime reconnaissance but also for ASW role. The then ACNS (P&P) Rear Admiral Vivian Barboza, took one of these copies of the report and showed them to the Committee headed by Mr. Pandey. This convinced the Government, that the lL-38 should be owned and operated by the Indian Navy. In January 1975 I had moved to do my NDC course. The then Defence Secretary who was part of the team that examined the Navy and the Air Force claims gave me the good news that Government had decided that the Navy was the right service to own and operate the IL-38. After NDC I went in Command of Vikrant, Gen TP Raina, the then Chairman Chiefs of Staff Committee spent a day on board. He told me that the Air Chief, Air Chief Marshal Moolgaokar had offered the MR Super Constellation Squadron to the Navy since the Navy was going to own and operate IL-38. I said that we should accept the offer without any hesitation. Gen. Raina asked how our pilots will manage with multi-engine aircraft when in the Navy they would have been flying only single-engine aeroplanes. My rejoinder was that single engine fighter pilots from the Air Force have no difficulty, after a conversion, on permanent absorption with Air India flying multi-engine aircraft. The Indian Navy happily accepted the challenge and the Super Constellations were transferred to the Navy. We put an 91
outstanding officer, Commander Ravi Dhir in command of the Super Constellation squadron. The Air Force had agreed that their Air crew and maintenance crew would be with the Navy for six months and longer if required. Our pilots had not had adequate experience in instrument flying. The Navy asked that the Air Force personnel continue after the first six months. At the end of this first six month period however, the Air Force suddenly withdrew all their personnel from Goa. The Air Force hoped that our endeavour would collapse. Nothing of this sort happened. Our air crew and the first and second line maintenance crews coped with the problem. Happily for us, third and fourth line maintenance were being done by Air India and instead of CDA (Air Force) sending a cheque to Air India for this service, CDA (Navy) started paying this amount. In addition to Commander Ravi Dhir, the Navy had taken the precaution of sending pilots like Bhide and Arun Prakash (who later became Chief of Naval Staff) to fly Super Connies and that ensured that the process was a thundering success. Some years later in early 1981, I happened to be flying to Bombay (I was DCNS then). In the same IAC aircraft was Air Chief Marshal PC Lal who was flying to Goa for a Board meeting of the RBI. He asked me if he could be shown IL-38 aircraft. I promptly rang up Subir Paul who was FOGA and asked him to meet PC Lal, seek his convenience and show him everything about the IL-38. PC Lal was most impressed and in his thank you letter to Subir Paul said words to the effect that he was happy that the Navy had got this role; it should have got it earlier. A copy of this letter was circulated by us to MOD and the Air HQs. The issue was settled for all time to come. The Navy today operates the TU-142 which is bigger than anything which is flown by the Indian Air Force in an operational role as distinct from transport aircraft which are basically for logistics.
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‘G’ Force in Indian Navy’s River Sutra Captain Srikant B Kesnur On 30 Dec this year INS Ganga, the ship that I spent about twenty memorable months many moons ago, as the EW Officer, turned 25. Considering that the life of warships is usually around three decades, the silver is undoubtedly an occasion for celebration because it is only a rare ship that reaches the golden jubilee mark. Thus, the Ganga along with its siblings Godavari and Gomati has been a prominent part of Indian naval landscape for many navymen, particularly of my generation. The G force, as I prefer to call them, have been the in-between children not as sleek and glamorous as the SNFs and not as swift and maneuverable as the Corvettes and therefore perhaps have not had their share of limelight. In any case with powerful newbies like Delhi, Talwar, Brahmaputra and now the Shivalik class it is but natural that the G force gets a little eclipsed. That should not, however, detract us from the wonderful role played by them over the two and half decades and their sterling contribution when the Indian Navy was itself in throes of change. While I would leave it to another generation of worthies to write about the earlier incarnation of the Gs the Hunt class destroyers that served the navy from the fifties until the seventies, the present avatars also need to be chronicled for they were unique trendsetters in many ways. I joined Ganga in November 1992 and left in July 1994 and thus had a ringside view of many events that unfolded then. But the history of the G force goes back a decade before when the Godavari was inducted amidst huge celebration because these were not merely indigenously built but also the first indigenously designed warships. To place the event in perspective let us remember that the first indigenously designed car, the Indica, only came in 1997 (along with the Delhi class). The looks may not have been picture perfect but with a marriage of Western, Soviet and Indian systems and capable of carrying two Seaking helicopters we could 92
now justifiably parade them on the world stage as proof of our capabilities. Thus, it was that Godavari went all the way across the Atlantic to America and few years later Ganga traversed east to Japan. The Lakshman rekha that we had set ourselves, even if unconsciously, had been crossed. The mid eighties were exciting times with the Viraat, last two SNFs and the G class being inducted. Operationally there was the ongoing Op Pawan in Sri Lanka and the Op Cactus where Godavari was instrumental in not only preventing a coup in Maldives but also capturing the ringleaders after a chase at sea. The world took notice and how - the TIME magazine ran a cover story called Super India but significantly with the Godavari class on the cover - perhaps in recognition of our new found strength. But indigenous design was not their only unique feature. The biggest contribution of the G class was that they brought the shift from the Bridge to Ops Room and were the forerunners to today’s network centric warfare. The sensors be they the APSOH sonar - our baby - or the INS 3 EW system were state of the art, the AIO system, the IPN 10, integrated inputs like never seen before and everything else in the Ops Room - the displays, ergonomics, even the AC was top class. Add to this the inputs of the two flying frigates - the Seakings with their own powerful sensors and one suddenly felt like being part of Star Trek or some advanced space shuttle. One of the most abiding memories of those times is the famous picture - splashed across desk and wall calendars and every naval publicity material capturing the spirit of the times. It featured then Capt SPS (Chotu) Dalal peering over the IPN display of Ganga from the CO’s chair in the Ops Room even as the NO, SCO, GO and ASWO are huddled over the four panels. No drama, no theatrics, none of the missile or gunnery shoots in action, simply men at work in a high tech environment. It is therefore no wonder that by mid-nineties Fleet
Commanders - most of them ex SNF Captains - began to choose the Gs as Flagships despite inherent constraints in size and relative lack of visible firepower. Today’s navy that operates in a high tech environment as a natural state of being would do well to say a silent thanks to the Gs for this transition. Apart from AIO, the G class also gave a fillip to disciplines that demanded subtlety and sophistication in maritime warfare. It can be safely said that ASW took a huge leap forward with the APSOH and the Towed Array and the Gs became the coveted platforms for all hotshot ASWOs. Similarly, EW underwent a generational shift with the systems fitted on the Gs, it made possible several things that we had only until then fantasized about. Such was the impact of these systems or sensors that many of them were later retrofitted on other ships even the older Leanders or some of them further indigenized or miniaturized. Thus, all subsequent ships have followed this basic template in the AIO and sensor setup. The excitement of the late eighties did not last though and the nineties brought in a trough as we went through some testing periods of resource squeeze and cash crunch and perhaps a reorientation to brown water mindset. I subscribe to Adm Madhvendra Singh’s view of this being a lost decade and when I joined Ganga in late 1992, the Western Fleet consisted of just 2 SNFs, 3 Gs and 2 Khukris. Allowing for normal op availability many Fleet exercises saw just 2 or 3 combatants. The Gs, the show ponies of the previous decade suddenly became the work horses and maintained the Op tempo in those testing times. It would not be an exaggeration to say that they were our first and last line of defence maintaining ceaseless vigil on the high seas during a turbulent period of Indo-Pak relations and the country has much to thank them for. In their long and eventful commission the G force has been in the thick of ‘action’ several times. If Godavari was the lead in Op Cactus, Ganga was instrumental in the withdrawal of Indian Peace Keeping forces from Somalia in a hostile environment and Gomati was involved in the 93
capture of pirated MV Alondra Rainbow - one of the rare successful piracy chases in recent history. They have also remarkably re-invented themselves as platforms for new equipment be it the Barak SAMs or the new generation Sonars. In the ongoing Gulf of Aden counterpiracy campaign the Gs have been active and registered their presence in no uncertain terms. Thus, they continue to be in the thick of things even as there is a gentle acknowledgment that they are perhaps in the autumn of their existence. To close on a personal note, serving on the Ganga was unique. One felt a sort of immediate spiritual connect, a bond with India’s holiest river. As the MC for many ship events, I made sure that all events began with the famous RK ode to the river and the nation - Hoton Pein Sacchai Rehti Hain ….It was during this tenure that I got engaged and married - Ganga was my wife’s first experience of the navy. The wardroom was full of laughter and joie de vivre and even today many of us stay in touch and reminisce about those days. My sojourn in Ganga also saw cataclysmic moments in the life of Mumbai and the country. The Babri demolition, the riots that followed and the bomb blasts irrevocably altered the character of the city and had its own impact on the navy. Viewed through the prism of history the picture of what those events meant still remains inchoate and perhaps deserves a separate article. But the memories of Ganga bring forth a smile and warm remembrance and as I write this in early Aug 2010 in distant Nairobi, I am doing so with a spring in my step because the Ganges is coming to my doorstep in a few days. I feel the excitement of meeting an old flame and hum to myself ….. Hum Us Desh Ke Vaasi Hain Jis Desh Mein Ganga Behti Hain. Thus, the G force has left an indelible impact in the Indian Navy’s river sutra. In a few years from now when they bid adieu I am sure there will be many a wet eye particularly among a whole generation of navy men who lived, laughed and learnt on these big hearted vessels.
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Walking With Kings Admiral VS Shekhawat (Retd) King Paul of the Hellenes (Greece) and Queen Fredrika (daughter of K a i s e r Wilhelm II of Germany, mother of the future Queen Sofia of Spain) were visiting the National Defence Academy with a large entourage in February, 1963. Many important personages come to the Academy and ensuring visits go off smoothly entails meticulous planning and execution. I was detailed to assist the Chief Liaison Officer. I intended to play my part to the full and see that the delegation left with a good impression. For some reason I had started studying Russian and had become familiar with the alphabet. Its relevance will be apparent later. The naval officers who trained us as cadets and midshipmen in the early 1950s had served several years in the UK under experienced and tough captains, veterans of the Battle of the Atlantic. That and the liberal social culture ashore in Britain had shaped their outlook professionally and personally. They subscribed to the ethos of “work hard, play hard”, were stern taskmasters at work and the soul of liberality in the wardroom, on “runs ashore” and on the playing fields. They were also familiar with British royalty who frequently visited ships and establishments on ceremonial and social occasions befitting a seafaring nation dependent on sea power. Princes were expected to serve in the military, preferably the navy. Prince Philip (of Greek ancestry) was a Lieutenant when recommended as consort to Princess Elizabeth by his uncle Admiral Mountbatten. Prince Charles, the heir apparent to the British throne, had an undistinguished naval career, “hated it”, being seasick, and left as a Commander. 94
One of our instructors while exhorting us midshipmen to great deeds at sea and thinking to boost our self-image said, as near as I can recall that naval officers were the equal of royalty and were expected to have all the graces of etiquette and behaviour without being overawed by position and power. Being of impressionable age and eager to learn my chosen profession, I took him at his word. As the Greek delegation moved through the Academy I diligently performed my duties. At some stage a short walk was required and to be more useful I positioned myself next to a be-medalled, resplendently attired General walking solemnly behind the King. He glanced at my Lieutenant’s stripes and did not deem me worthy of further notice. He remained impassive when I tried to point out something of interest. I seized my moment when he pulled out a pack of cigarettes; he did not offer me one (I don’t smoke but he could not know that). I could recognize the Greek letters on the pack. I said to him conversationally, “the Greek alphabet is very much like the Russian alphabet”. He did not immediately respond, carefully lit his cigarette, took a puff or two and said, as if pitying my ignorance “you mean the Russian alphabet is like the Greek alphabet”! The General was right of course. I had read Greek, Roman and Hindu mythology as a Sub Lieutenant but as yet knew little about world cultures and peoples. It would be some time before I would register that Greece was an ancient “mother” civilization (like our own, the Chinese and the Egyptian) and obviously the Greek alphabet preceded the Cyrillic. I also later understood that though not the equal of royalty or even erstwhile royalty (their inherited wealth and privilege allows them some pretensions!) a good naval officer need never stand in awe of power, position or authority in conscientiously doing his or her duty.
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Woman of the Millenium Dr Anuradha Kunte I wonder how QD readers will view this piece which concerns my close association with the ‘Woman of the millennium’. History will make its own judgment but I want to put down a few personal experiences which show Indira Gandhi in a different light more humane, generous and perspicacious. We had a bond, because of a French connection. I studied French in a school in Paris when my father, in 1950 was the Military Attache to France. I did my MA in Bombay and French thereafter in college, Sorbonne, finally fetching up in the JNU. At CHOGM time, the Reception to the Queen - that’s the setting in the British High Commission. Pukka sahibs, rolling in good scotch, soft laughter drifting through muslin and pearls, tinkle of glasses. As I am talking to Commodore and Mrs Sanjana, resplendent Mrs Gandhi flashes me a sparkling smile. Near me she leans across and whispers in my ear, ‘You’re looking lovely’ and goes past the VIP way. I feel so happy, so unbelieving so completely seduced my knees are wobbly and weak. At the Calcutta Congress session, I feel in my element. A vast, disparate gathering of 20,000 humans and Mrs Gandhi in the centre of all this bubbling activity! When I take the Algerians to her she talks, they hear her and are charmed. At the end, just as I’m going out with them she slips to my side, pats my arms and says looking lovingly into my eyes - “Et vous, comment allez-vous?”. At the President’s Reception in the Moghul Garden of Rashtrapati Bhavan she looks at my saree and stumps me with, ‘Oh, you are wearing naval colours’, knowing that Mukund is in the Navy! When I was getting back to my car outside 1, Safdarjang Road, I notice an attendant waiting for me with a crate. When I enquire he replies, ‘Madame has sent some 95
cherries for your children.’ Her brutal assassination was a shock for me and I had penned some thoughts through verse, dated 28.12.1984: Mrs Gandhi Came into my life And lifted me From what I was, but never wanted to be Restless I felt Maladjusted, unhappy, insecure, deprived. I knew not What I sought, nor what I was capable of Should I have married Another, and moved in another world? I wondered Intrinsically dephased from my environment. And then Mrs Gandhi came And her warm smile Illuminated the darkened way But Now she has gone Seventeen bullets Ripped her soul apart Nevertheless She has left me a legacy I shall not forget Tough Determined, purposeful action along with The Art Of governing this vast Empire This brings an inner conviction That she and I can be The same.
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Hero Worship of Yesteryears Mrs Minni Sharma If history has seen its share of heroes, it has seen a much bigger share of hero-worshiping. And even today, heroworship is one of the few common terms left amongst youngsters and elders. I too had a hero who I worshipped, he was none other than our 1st Prime Minister, Pt Jawaharlal Nehru. I might have inherited worshipping him as part of family heritage. Because, the adulation descended from my grandfather, to my mother and then to me! Today as I write this memoir, I recollect some nostalgic moments of the period before the China war-the time when I was just 8 years old! We came to know that Chacha Nehru was going to deliver a speech at the grounds of Madhya Marg, right in front of our house in Chandigarh. A stage with 10 cemented steps was being built for him, which incidentally were used by Mrs. Indira Ghandhi for her public meetings years later. Really, those were the days when there was no tight security even for the Prime Minister and the population was scanty as compared to today so there was no doubt getting a good look at your leaders. Well, I remember how I took the onus of personally monitoring the construction by going to the venue daily. Although when D-day finally arrived, the thrill in my sisters and I was insurmountable. We were told that he would address the crowd sometime during late afternoon. So we had our lunch in a jiffy, and got all set to go. But in my excitement I forgot to put on my shoes I ran barefoot behind my sisters. I guess it was the fear of being left behind. The voice of Pt Nehru still echoes in my head. I may not be able to quote him but I do remember being in rapt attention. I had the fill of seeing my hero from such close proximity and breathing the air laden with such spirit of patriotism. Once his speech ended, he picked a bunch of flowers, clenched his teeth and with full force, threw them at the enraptured crowd standing below. I must have been the luckiest girl there as a rose fell right where 96
I was standing. Pt Nehru must have seen me leaping ahead to catch the rose because he gave me the most memorable smile of my life. I still remember the way his eyes twinkled when he did so. I treasured that rose for a very long time and used it to enjoy the envy of my sisters. What also cannot be forgotten is the time Pt Nehru died, just a few years later. The picture of my family members huddled around the radio crying inconsolably as the commentary of his last journey was being delivered, is still vivid in my memory. How my tears flowed uncontrollably even though I didn’t know what death meant! All I knew was that I would never see my hero again. My hero worship for Pt Nehru was to be followed by that of Mrs Indira Gandhi. For her speeches, it was the same venue, the same running and standing by the same roadside barricades to see her car passing by. Her smiling and waving out of her black ambassador car window is still fresh in my memory. I remember my sisters and I standing in a line; each one arguing “she looked at me” “No, she looked at me”. Her renowned ‘Jai Hind’ after every 15th August speech used to ignite the spark of patriotism and love for the country in all of us. And just like father, she too used to throw flowers at the crowd. But coming to today, I sometimes wonder at the contrast of hero-worshipping of our times and that of youngsters of today. Who are the role models of this generation - the Khans, the Kapoors or the Bachchans? And why? Is it because times have changed or is it that role models such as in our times have become a scarcity? Or is it that the young minds of today are more intrigued by the bellypelvic dancing of heroes and heroines than the life turning words of the wise. It’s not that we didn’t have our favourites in film actors in those times. Who can forget the likes of Balraj Sahni, Dilip Kumar, Manoj Kumar or for that matter Raj Kapoor but they could never take the place of
Nehruji, Lal Bahudar Shastri and Dr Radha Krishnan. Is it the lure for money, glamour, high flying lifestyle or the dearth of true patriots and charismatic leaders that has led to this contrast in hero worshipping? I have been
pondering over these questions but am still at crossroads for the answer.
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Some Memories Of The 1971 War Cmde Ravi Sharma (Retd) Prior to commencement of operations, the Indian Navy followed an exemplary electronic emission policy with a view to conceal and even deceive the enemy with regard to the whereabouts of Vikrant. The carrier and its escorts maintained complete electronic silence at sea. In harbour, shore wireless stations handled all the out traffic for the Eastern Fleet. Once the Fleet had put to sea, there was increased dummy traffic ashore and from ships not part of the fleet to give the impression that Vikrant was still in harbour. Finally, the Fleet moved to Port Cornwallis in North Andaman Islands to lie in wait for the word ‘Go’ for launching air strikes at the then East Pakistan. There was no naval communication station in the port but there were plenty of messages to be sent particularly in regard to logistic needs of the Fleet. I, as the Fleet Communications Officer, volunteered to go ashore to the local police wireless station to request them to transmit our messages. R Adm SH Sarma, the Fleet Commander, said he would come along. When we landed at the jetty, we found that the wireless station was at the other end of the island many miles away. We were in a real fix when a jeep happened to come by. We requested the jeep driver to take us to the station but the driver declined. At which, the Admiral drew himself up to his full height and bellowed, “By the powers vested in me by the President, I commandeer this vehicle for an operational task.” The driver was completely flustered and promptly took us to the station where we cleared all our messages! When we learnt of the reported move of the US Seventh Fleet led by USS Enterprise into the Bay of Bengal, there was a lot of discussion on board Vikrant, the flagship, on 97
what we should do if we encountered American ships. While ideas were in free flow, we received a message from Cdr L Ramdas, CO Beas, asking the same question. The Admiral’s reply was immediate, “Exchange identities and wish them the time of day!” Decision taken, discussions over! As we all know, the Seventh Fleet did not come anywhere near us. There was one other incident which created a lot of chaos and rescheduling of operations at that time but evoked much humour subsequently. After the first few hectic days of air strikes, there was a lull in the activities during which it was decided to replenish ships before further strikes and the launching of amphibious operations. Accordingly, the fleet tanker, Deepak, if my memory is correct, was anchored in the area and the fleet ships were taking turns fuelling and patrolling. The landing ships including Magar and a number of merchantmen were making their way to the amphibious launching positions. Just then we received a Flash message from Magar,”Submarine sighted. Confirm enemy or friendly”! As Magar in her wisdom had encoded the signal, it was received and seen by us after about an hour. As none of our submarines was anywhere near there, we wondered if Magar, with a top speed of 8 knots and no ASW equipment, was still afloat to even receive our reply! Meanwhile, our ships too intercepted the message and cleared the area. By the time Magar confirmed that she had only seen some fishing stakes, the amphibious force and merchantmen were all over the place. It took more than a day to get everyone in position once again!
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The Navy & the Nation Vice Admiral KV Bharathan (Retd) On any given day It was Saturday evening, Capt Ravi, 42 years, Commanding Officer of Indian Naval Warship INS Delhi had invited his ships officers and families for a get together at home. The first sip of whiskey on his lips and the telephone rang. It was the duty officer with orders from command to set sail ASAP- As Soon As Possible. Well, the wives stayed put and the husbands left. In about an hour the ship was off the Coast on a mission of helping a stricken tanker with a fire on board. Men of the Indian Navy were busy assembling fire fighting/rescue equipment. Meanwhile the Seaking helicopter took off from base and headed towards mother INS Delhi. Cdr Philipose a qualified flight instructor with bags of experience of flying from sea marveled at the flow of adrenalin. He was telling his young pilot that no matter how many times one has landed this large helicopter on a tight deck, every landing was a new experience, needing skill and watchfulness. With the helicopter safely on board the ship was all set for her mission. Briefing began for all the crew with each man assigned to a task along with likely emergencies that he may encounter. Indian Navy to the rescue Arun Karmakar was Chief Technical Assistant in the Naval Dockyard. It was close to midnight. He and his team were on board a submarine for the past 36 hours to repair its diesel engine’s cylinder. The submarine had to sail on a time critical mission. The CTA told his civilian team “kaam complete karne ke baad hi ham ghar jayenge” Rear Admiral Prasad, Chief of Staff was on line with the Chief Secretary of Gujarat, a Western Naval Command ship had apprehended some smugglers and their boats in coordination with the Coast Guard. 98
Handing over these persons to the local authority had to be organized. Garden Reach Shipyard in Kolkotta was launching the second Landing ship at 1030 hrs the next morning. The RRM and his wife were to do the honours. It was a big occasion for the Navy and the Nation. On the Eastern sea board in the Bay of Bengal, combined units of the Western and Eastern Fleet were carrying out a major tri-service exercise. Aircraft of the Navy/Air Force and amphibious troops of the Army were simulating battle conditions. Petty Officer Sangram Singh out at sea on overseas deployment received a message from his home saying that he had become a proud father. His ship, the sail training ship Tarangini was on a cadets training voyage to Middle East and Africa. There were cadets from other navies embarked also. The Chief of the Naval Staff was hosting the Chief of the Chinese Navy on an official visit to India. What is our Navy. What does it do for the Nation. Why is it called the Silent Service ???? Last things first- Imagine just off the coast, naval operations become invisible out of sight with no immediate impact on life ashore. Our operations are neither seen nor heard. That is why the Navy is truly a silent service. Traditionally and culturally the Indian psyche remains land locked despite our Nation being a reckonable coastal state. Even today majority of our country men remain agnostic and sometimes even indifferent to matters maritime.
India in actuality is heavily dependent on the seas for its very existence across the spectrum of sovereignty, security, commerce ranging from the critical to the ordinary oil, gas, steel, cement, finished goods of a long list. If the port of Mumbai or Chennai was closed for more than 15 days the Indian economy would be in turmoil. It’s as simple and as direct as that. It is the Indian Navy supported by our Coast Guard that has to ensure that our sea lanes and ports are always kept open. We are perhaps the one country that has an ocean named after it- “Sindhu Maha Sagar” of yore is now the Indian Ocean with the Bay of Bengal in the Eastern seaboard and the Arabian Sea on the Western sea board. A brief look at our history would reveal that India’s influence in the early centuries was through the medium of the seas and its domination by the European powers and ultimately Britain was from the sea. Even today, the prophetic statement of Admiral Alfred Thayer Mahan of USA that “Whoever dominates the Indian Ocean will dominate the world” is highly relevant and very factual. This Ocean is one of the busiest in the world daily traversed by tankers, cargo ships keeping the world ticking. The powerful Navies of the world are permanent, proactive tenants of the Indian Ocean. They trade, negotiate, woo, coerce, control and coordinate with every littoral on their own terms. Enigmatic is the fact that while the Indian ocean littorals may not know each other well or may not even be interested in each other due to legacies of historic / cultural / commercial / hegemonic differences. European powers, China and Russia seem to be very much in the minds and thoughts of these nations alongside lasting geopolitical changes that have reshaped sovereignty and governance in most Indian Ocean Littorals. 99
It is critically in this regard that the Indian Navy both as an effective component of India’s foreign policy and a potent economic/commercial contributor would make a crucial difference to our Nation’s calculus of Global influence in the comity of sea faring nations with stability, growth, credibility in a typically Indian democratic environ that is secular in belief and ethos. The Indian Navy is indeed the image of India in portrait, presence, essence and existence. It represents, presents India in all its colours and secular spirits. Its people are true ambassadors of our country in letter and spirit In six decades, the Indian Navy has transformed itself from a brown water flotilla to a reckonable blue water Fleet that has readiness to reach with long sturdy sea legs. Over the years it has developed a unique three dimensional capability to silently perform with professional flair and competence. The legacy of its consistent leadership of vision, value, steadfast in planning and execution, enabled it to reach where it is today. A Navy with global recognition, regional respect that displays enthusiastic readiness to be both proactive and reactive whenever called for. In 1965, 1971 and Kargil operations we not only stood our ground but carried the battle to the enemy when needed. Operation “Sukoon” to bring stranded Indians/foreigners out of Lebanon, the dedicated postTsunami assistance/aid to Indonesia, Sri Lanka, Maldives while looking after its own affected areas. Escorting the US Navy in the Malacca straits, its stellar role of aid to civil power during earthquake, floods and the very recent display of force in dealing with pirates are prime examples of optimal use of sea power with sense and sensibility.
Adventure activities like the conquest of Everest, reaching the North Pole have also made our Navy a service which is not all work but also considerable play. Over the decades our policy of engaging other navies in joint exercises, affording training opportunities to many navies like Bangaldesh, Sri Lanka, Myanmar, South Africa, Oman etc, hydrographic support to some Indian Ocean littorals, constabulary assistance to a few African countries and the recently held Indian Ocean Naval Symposium have been highly salutary foreign policy initiatives, that have greatly added to India’s international stature. Over the years, the Indian Navy has been constantly endeavouring to indigenize most of the material and equipment that go into making a warship. There has been a sustained thrust, in the core areas of national
strategic interests such as warship steel, major engineering equipment, weapon and communication equipment. New initiatives for joint development with leading world manufacturers have also been initiated in order to progressively achieve self reliance in these core areas. Indigenisation is a useful tool to plough back the capital into our own nation not only to invigorate the industry but also for development of the society at large. It is always essential and nice to gather our thoughts in gratitude to our Nation, our men and women, service/civilian serving and retired, our heroes, our families who have all made and make our Navy a place to Belong, Believe and Be.
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The R Adm VM Katdare I knew Cdr K Kutty (Retd) I first met R Adm Katdare in 1965 when he was serving in the capacity of Staff Engineer Officer to the Flag Officer, Bombay - the predecessor to FOC-in-C, West - in the rank of Commander. I was recently promoted to Sub Lieutenant (SDME) and transferred to INS Hathi as her Engineer Officer. We were in the middle of a war against Pakistan then, though Navy didn’t play any worthwhile role in that brief conflict. Hathi was an Oceangoing Tug, employed to tow target in the open sea for naval ships to practice firing. Though she was based at Cochin, she had to be brought to Naval Dockyard, Bombay for refit. The ships of other commands visiting Bombay became the responsibility of FOB. All technical overseeing of the refit came under the purview of Staff Engineer Officer.
The refit of Hathi was entrusted to a private ship repairing company Alcock Ashdown & Co then situated near Mazagon Docks. Because of this arrangement and my lack of experience in the operation and maintenance of reciprocating engine which was fitted in this ship, I practically lived onboard and got involved fully in the refit. I then met Commander Katdare who was in the habit of taking rounds of ships belonging to FOB under refit at the end of his working day. As we were in the early stage of refit, he didn’t ask questions but just took a walk around. On the first day, I introduced myself when he came onboard. When he saw me every time he came onboard, he asked me, “Kutty, your family is not here? Don’t you go ashore for relaxation?” I had not brought my wife to Bombay yet, but I told him about
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my fear of the reciprocating engine and the need for learning during this refit. Also I was recently promoted, given the job of Engineer Officer and as such the responsibility hung heavily on my shoulders. He seemed impressed with my answer. Patting my back he said, “good” and moved on. The refit was over and trials commenced. The boiler generated saturated steam at 200 psi and this steam led through copper pipes to the main engines. At such a low pressure, condensation was common and frequent, warranting proper drainage especially while preparing the engines prior to sailing. On that day of trials, steam was raised and I told Chief Mech. to get the steam opened to the main engine after proper drainage to commence the warm through process. I went for my lunch and at half way I heard a loud explosion and rushed to the Engine Room. I saw steam shooting out of manoeuvring valve body filling the machinery space. The gunmetal valve body had developed a full length crack. The steam was shut, isolated, the boiler shut down and the trial abandoned. We got the valve repaired straightaway by brazing the crack. After testing, the valve was put back and we carried out trials the next day. I was duty bound to send a signal to FOB about this mishap. Pat came the reply from FOB asking me to send a detailed report about this incident and asked NCML to carry out a metallurgical examination to determine whether the valve can be put to use again. I was worried about a Board of Inquiry on an Ag Sub Lieutenant and feared loss of seniority! In my report I explained the existence of an old hair line crack which accelerated a through and through crack. Because of the need to go ahead with trials, the valve was repaired on priority basis and worked satisfactorily.
Subsequently I was summoned by the SEO. Commander Katdare who went through my report and asked, “Kutty, this was a good report. Now tell me what actually happened?” I answered, “Sir, it was pure and simple water hammer due to negligence.” He further asked, “After a refit, first time the main engine was being prepared. Warm through was an important process. Whom did you entrust this job?” “My Chief Mech.” I replied, “Sir, I am not at all happy with Ch. Mech. Not because of this incident. Overall he is not much use to me. I will look for a replacement.” He then advised me, “You will not get a good Ch. Mech. or Ch. ERA - all of them will be grabbed by other ships. They get all the priority. Hathi will be given Chiefs of this caliber whom no one wants. This was the occupational hazard of serving this ship. You better be more careful and try to do his job too.” That was a sound advice which I followed throughout my tenure in that ship. Later I traded my Ch. Mech. for an ERA IV class and sailed without a Ch. Mech. I never got a chance to serve under Admiral Katdare again. He seldom got upset or panicked but always acted with maturity. He always carried with him a book with handwritten pages worn out and soiled with the passage of time. It contained all the defects or breakdown he had come across during his sea time and the remedial actions taken. In the early stages of my commissioned service, he showed me compassion and understanding when I faced a problem due to negligence of someone. I came to know that Admiral Katdare passed away in 2007. I would like to imagine the Admiral wearing his immaculate white uniform and taking his unobtrusive rounds in naval surroundings!
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Naval Institute of Dental Sciences, Mumbai Surg Cmde JK Gupta (Retd) The idea of establishing a Dental Institute of Navy at Mumbai came to my mind in 1995-96 when the one hundred crore modernization project of INHS ASVINI came through after prolonged efforts. I was then Dental Adviser (Navy) and Officer-in- Charge, Naval Dental Centre Mumbai. This setup existed for a long time but the name did not convey her role as the premier central dental setup of Navy. One got the impression of this being any dental centre of Navy. This was also the dental establishment of Navy which had a dental laboratory fabricating dentures for all stations of Navy. Since lot of advancements had taken place in various specialties of dentistry, it was felt that existing facilities needed to be upgraded and expanded further and the time for the same was most appropriate. A case was therefore projected for Government sanction to redesignate NDC, Mumbai as Naval Institute of Dental Sciences (NIDS), Mumbai and upgrade the post of Officer-in-Charge, NDC to Director NIDS. It took more than one year to get the Govt. sanction. In the mean time as planning of modernisation of Asvini was going on, we were asked by the Project Director Asvini to send a line diagram of the proposed new dental set up based on our then authorisation with reasonable provision for further expansion. We did not know at that time as to how much more will be added to our existing establishment. Late Surg Cdr Dinesh Bhoil did a great job by making the line diagrams of our requirements for which we got very little time. To achieve our aim the first and the foremost step was to get an independent identity for our forthcoming new dental set up for which adequate independent space was required to be identified in the vicinity of the main new Hospital. After prolonged discussions and presentations the canteen and post office area of Asvini was identified and allotted for the new Dental Institute. After my retirement the project was later vigorously followed up by
Surg Cmde (Later Maj Gen) M L Gupta who also had the privilege to get NIDS inaugurated on 23 Feb. 1999 by Vice Admiral Madhvendra Singh (later CNS), the then Flag Officer Commanding-in-Chief, Western Naval Command. Whereas the sound foundation of dental service of Navy was laid down by stalwarts like Surg Capt MR Vig, Surg Cdr K L Malhotra and Surg Cdr (later Brig) DN Wadhera the later advancements to NIDS were carried out by Surg Cmde (later Lt Gen) SB Sehajpal, Surg Cmde (later Maj Gen) S Karkun who added Porta AC huts in the year 2008 for the admin and training requirements of the Institute. The Institute offers state of art dental treatment in all specialties and super specialties of dentistry which are not available in other Naval Stations. OPG with cephelostat x-ray unit and RVG cameras are provided for instant diagnosis. Ceramic lab for making shades to match crowns on teeth and bridges, dental implants, advanced management of maxillofacial injuries, gum treatment with bone grafts and guided tissue regeneration, advanced technology for braces and root canal treatment are provided. Besides this dental research projects in various stations of Navy are coordinated at NIDS. In addition the training of all dental personnel of Navy as dental assistants, dental hygienists and dental technicians is carried out at NIDS. These are recognized by Dental Council of India for working in the Civil too. NIDS has emerged as a research and referral dental establishment of Navy and has given a new dimension to the small dental service of Navy. The future is bright for the dental service but there is never a final destination in treatment facility in any branch or specialty of medical science.
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Families At Poti Commodore SM Sundaram (Retd)
On a cold winter evening in January, 1981, the commissioning crew of INS Rana under the command of Captain Bimalendu Guha assembled at INS TRATA and left for Santacruz airport for proceeding to Poti, a Georgian town in then USSR. Families of the officers with children were permitted to accompany them. The family of the Captain did not accompany as his son was in school and his schooling could not be disrupted. The HsOD were Cdr SS Khanna (XO), Cdr VVM Rao (LO) Cdr Rajiv Paralikar (EO), self (Supply Officer). The other officers of the commissioning crew were Lt Cdr Vijay Shankar, Lt Arun Nayar, Lt Cdr KS Pathania, Lt JS Gandhi, Lt Cdr SC Maini, Lt Kochhar, Lt Cdr AD Singh , Lt BSR Murthy Lt GS Yadav, Lt Rajinder Singh, Lt SPS Duggal, Lt SK Khanna, Lt DN Praharaj, Lt GS Sambyal - all Executive Officers. The engineering officers were Lt Cdr R Suthan, Lt Mahapatra, Lt Belliappa and Lt V Sarwate. The electrical officers were Lt Cdr PG Muthanna, Lt DB Singh, Lt KK Chandra, Lt SVS Chary and Lt V
Raghav. We were flown by a special Air India aircraft as the officers and men with families were nearly 200. The start was not without hiccup. The name of the daughter of Lt Cdr Pathania (Pats) was not entered in his Passport. So at Santa Cruz, the immigration authorities did not allow his daughter to board the flight. So he, his wife and daughter were left behind when we boarded the plane at Santacruz. Some of the officers and families joined us at Delhi. So we had to land at Delhi to pick them up. We were sad that Pats and his family could not accompany us. But luck would have it otherwise. The Air India staff at Mumbai was very nice. After we took off from Bombay, they convinced the immigration authorities to permit Pats and family to fly to USSR. Not only that, they put also Pats and his family in another scheduled Air India flight which left for Delhi immediately after our departure and arranged for them to join us at Delhi.
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They joined us at Delhi. So all was well that ended well. Next morning, we landed at the Shermatova airport in Moscow. From there we were taken by bus to another airport to fly to Sukumi. We were met at Sukumi by the staff of Poti Naval base and taken by bus.
took delight in pinching the midriff of the ladies if they wore sarees! There was a small departmental store inside the base as well where occasionally good quality of tinned peas and fresh tomatoes were sold. The ladies would make a bee line to this shop when news spread of the arrival of the stock of these items.
Multi-storied flats built by their sailors (Shramdan) within the Base were allotted to us. Even single officers were given rooms with attached bath and toilet. These flats were well furnished with complete furniture, bed linen, cutlery and crockery, gas stove, cooking utensils etc. There was central heating and piped gas supply for the cooking along with a refrigerator in each flat.
We had taken one huge grinder, from India to make Vadas for the Ships Company but making Dosas for the entire Ships Company was time consuming and had to be restricted to rare occasions.
Poti is a very small sleepy town in Georgia. Officers who were accompanied by their families, had sent their bulk luggage by sea well in advance. The advance luggage was in position at Poti when the families arrived. Learning from the experience of the first commission crew, we had made arrangements for shipping well in advance enough dry rations to last during our stay in USSR. Fresh rations were a problem. Like our ASC, the Russians also have Government supply. Their Government supply was no better than ours. The first day when the ladies received the supply of fresh rations, there was hell to pay. The ladies rejected the supply. In Poti, there was a “renuk” (Vegetables and fruits market). In “renuk” fresh vegetables grown by private farmers in the nearby villages were sold. Similarly, fish, meat and chicken were also available. The quality of the products was very good, but the price was nearly three times that of the Government store. The ladies did not mind, as twice a week, a mini bus was provided for shopping fresh rations. In a couple of weeks the ladies had picked up enough Russian to bargain and converse with the vegetable vendors. The ladies preferred to wear salwar kameez for trips to “renuk” as the gypsies in the market place
There was a small town, Batumi, south of Poti, where there was a dolphin training school. The pool in which dolphins were trained was a very large one. It was divided into two parts - one for the under trainee dolphins and another was for trained dolphins. In fact, one of the trained dolphins would take the Trainers daughter out to sea for swimming practice and bring back the little girl safely. There was a dolphin show every week. The dolphins were so well trained that they would come and collect fish from the hands of the Trainers on the sliding board. The Trainer would stand on top of the diving board and the dolphins would jump to a height of 6 feet and collect the fish. The usual jumping through the rings and jumping high out of the pool etc. were the other tricks performed by them. In another spectacular show, the dolphin would do high speed swimming with its Trainer holding on to her fins. On completion of the training period, the Ship was commissioned on 19 February, 1982. Our families were present at the Commissioning Ceremony. We had nice party after the commissioning. All good things had to come to an end. After commissioning we all moved into the ship and the families left for India via Moscow. In all the families had a very comfortable stay and good time in Poti!
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A Non-Swimming Sailor Cmde Ravi Sharma It can now be told I am a sailor who does not know how to swim! People don’t believe me when I tell them this. How could anyone get through NDA and join the Navy without knowing how to swim. Well, here is the story, all too true! I never did enjoy learning to swim but as it was mandatory for passing out from the NDA, I just had to do it. By the sixth term, I could throw my arms and legs around attempting to do the breaststroke for a couple of meters. When I got to that stage, the PT Instructor told me that I must learn to dive as that was part of the test. So I plucked up courage, held my breath and plunged into the pool. The moment my head touched the water, my head started throbbing with the most intense pain ever. I scrambled out of the pool and hurried back to my cabin. I slept through the day and night before the pain eased. The next week, I returned to the pool to continue my lessons. I dived and once again, as soon as my head touched water, the same shooting pain returned. Another restless 24 hours before the pain subsided. Now I was really scared. Time was running out and I was afraid of entering the water. Anyway, after a few days, I forced myself to go back to the pool. I told the PTI on duty that I had to pass my test. He had a list of our course with him and asked for my number and name. He checked the list and told me that my name was among the swimmers who had passed the test! I could not believe my ears and asked him to recheck and saw the list for myself. Lo and behold, the list showed that I had
indeed passed the test! I thanked the PTI and made a fast exit from there never to return! Fortunately, all my ships held firm and I was never required to swim! There was one occasion which was a close shave, though. As cadets on Tir, we were at anchor in the Andamans and were being given lessons on handling the Captain’s fast motorboat by then Lt HML Saxena, commonly known as Bhaisahib on account of his younger brother, Madan, also being in the Navy. I was the sternsheetman when Bhaisahib took the boat alongside a whaler secured to the port lower boom. This resulted in the whaler being dragged towards the ship so that when he cast off, the whaler boat rope, unseen by me, came across my body and gently toppled me into the sea. My colleagues saw this and with some of them knowing I did not know how to swim, started shouting but Bhaisahib being well forward did not realize what had happened and continued to accelerate. By the time he became aware of the incident and turned back, I could not be seen. So far as I was concerned, it all happened so fast I had no time to think! I felt myself going down gently for sometime and then felt myself coming up. The moment my head was out of the water, I saw the whaler and grabbed at the gunwale. I hoisted myself onto the boat and sat down shaking the water off my hair and body. Meanwhile, there was panic on the FMB as my friends thought
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I had gone under! Only when they came very near the whaler, they saw me and let out a big roar. They came alongside and pulled me on board. They hugged me and thanked God I hadn’t drowned. As the thought had never occurred to me, I couldn’t understand what all the fuss was about!
I am often asked by civilians if I ever felt scared on a ship not knowing how to swim. Frankly, the thought never occurred to me as I never thought my ship ever would go down.
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Adieu Dunagiri Rear Admiral SK Das (Retd) Commissioned on 5th May 1977, INS Dunagiri, (F 36), the fourth indigenous Anti Submarine Leander Frigate built at MDL was finally paid off at Mumbai Naval Dockyard at sunset on 20th October 2010 after 33 glorious years of service in the Indian Navy. Rear Admiral RK Pattanaik, YSM, Flag Officer Commanding, Western Fleet did the honours in the presence of many previous Commanding Officers, notably amongst them, Vice Admiral ‘Tony’ Jain, who had been the commissioning CO Admiral Pattanaik had himself had the privilege of commanding the Dunagiri as its 16th CO in the late 90s. In all, 26 officers have commanded the Dunagiri, the last of them being the then Commander Sushil Das (son of the ship’s seventh Commanding Officer) till 16th August 2010. All ships, big or small, are equally great and unique in their own way. A ship command of one ship is as all encompassing as command of any other ship. There are however, “lucky” ships. Dunagiri has been a lucky ship. Lucky not just because of the array of the most admirable and modest Commanding Officers she has had; that of course, but also because she has had the ability to always ride the waves, the storms, difficulties, hurdles and seeming setbacks with ease and grace. Believe the old Talwar and the old Delhi were also lucky ships. My mind naturally went back to the mid eighties to my 19 months tenure on board, as Flagship to two very
demanding Communicator Fleet Commanders - Admirals Ramdas and Govil. But then, if they were demanding, I had the comfort of riding on the shoulders of a very energetic and professional wardroom and an extremely responsive ship’s company. Together, we were able to deliver. In all fairness, I must admit that they were demanding, yes, but not unreasonable. Indeed, if there was a problem, it was theirs to have had to put up with their Flag Captain. Credit must go to the successive Commanding Officers and their crews for having handled - or should I say fondled the pretty Dunagiri with such warmth and caring, that on being decommissioned after 33 years of service, she still looked the sweet sixteen. Emotive nostalgia filled the air as the decommissioning ceremony proceeded. Alas, at 1812 hrs as the golden sun slid down the Western horizon, Dunagiri’s Paying Off Pennant was hauled down as the congregation saluted ‘adieu’ with moist eyes. An event so gracefully conducted by the Western Naval Command and the Western Fleet and executed by Commander Sanjay Kumar, the officiating Commanding Officer at the time of decommissioning. Adieu Dunagiri, we await your resurgence in a new hull, hopefully sooner than later.
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It Became A Question of The Navy’s Izzat Late V Adm SM Gadihoke (Retd) Please refer to Admiral J G Nadkarni (Retd) article “For want of a Nail” on page 67 of Quarterdeck 2010 regarding the grounding of Hunt Class destroyer INS Godavari on a reef in the Maldives islands. I wish to complete the story as at the time I was holding the appointment of Director of Naval Operations (DNO). When the news about the Godavari grounding came in March 1976, I was devastated to say the least. Emotion apart, it was time to act. I was fortunate enough to have a dedicated professional Captain U C Tripathi (1st course NDA) as my Joint Director. The salvage operation was code named “GODSAL” and appropriate operational instructions issued to all concerned. The next few days saw us dispatching all possible items of logistic and material support to be available at the site including Clearance Divers, the biggest available nylon hawse, the Navy Tug INS Gaj and an Ocean Going Tug from Mangalore, details of which are given in great detail in the Admiral’s article. Meanwhile our Naval Advisor Capt K C Gairola based at Colombo was directed to proceed to Male, the capital of Maldives for liaison duties and seek local assistance if any when required and to keep the host government fully informed. Capt Tripathi and I decided to sleep in the War Room on alternate days to respond to any new development. We were hoping that with the Clearance Divers chipping the coral around the ship combined with lighting the ship would perhaps work on a high tide, but unfortunately this made no difference. By this time two weeks had already elapsed. However our only hope then rested on the fact that one of the most professional Capt. commanding INS Delhi, then Capt J G Nadkarni was expected on the scene in a couple of
days and was accordingly appointed the senior officer in charge of the entire salvage operation. Notwithstanding the above it is always imperative to have a contingency plan to cater to a worst case scenario. Accordingly I sought an audience with the CNS, Admiral Cursetjee. After briefing him, I submitted that in the event we were unable to salvage the ship, we should blow her up with explosives using our Clearance Divers to remove all visible evidence of her grounding for all times to come as to leave her aground on a foreign shore would be a matter of national disgrace and a crying shame for naval honour and professionalism. I am happy to say that after a few minutes he gave me the “go ahead” and directed me to get the Raksha Mantri approval for this ultimate option. I came back to my office and prepared a note marked “Most Immediate” stating that this had the approval of the CNS and would be the last option to execute in case all concurrent efforts failed to salvage Godavari. The government of Maldives would be taken into confidence beforehand, assuring them that we would take all due precautions to ensure that the least damage was caused to the environment. My gut feeling was that if we followed the routine bureaucratic route, the file was most likely to run aground half-way. I therefore decided to carry the file myself and walked past intermediate bureaucratic speed breakers and virtually walked into the Defence Secretary’s office and after due apology managed to satisfy him about the case and also managed to get his recommendation endorsed on the file. Thereafter I went to the office of Shri S K Mitra, the OSD to Choudhry Bansi Lal, the RM and explained the case to his entire satisfaction and requested him to convey to the RM, a man of few words that “Yeh Navy ki Izzar ka
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sawal hai”. I asked Shri Mitra if I could accompany him but he said it was not necessary and that he would get the needful done. He came out of the office of the RM with the file carrying the approval of the RM duly endorsed. All this took me no more that an hour. The first person to be informed naturally was the CNS who thumped my shoulder and said, “well done!” Fortunately a signal was received from INS Delhi the same afternoon that Godavari had been extricated
from the Coral Reef. Understandably there was an air of relief and thanksgiving. At the same time I realized that Godavari during the process of being pulled out of the Coral Reef would have suffered considerable damage and perhaps will never go to sea again as a warship but that “Naval Izzat” had been salvaged was a matter of naval celebration. Naturally now there was no need to carry out the contingency plan.
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Holiday in Paris Late V Adm SM Gadihoke (Retd) Late Cdr VF Rebello and I joined the Navy together and met for the first time in Cochin in mid October 1949 to undergo the Naval Orientation course prior to our departure for the UK to undergo four year’s training with the Royal Navy. Whereas our surnames started with G and R; for some inexplicable reason we were allotted the same cabin in various shore establishments. Naturally we became very close to each other and Vernon Rebello started calling me “Partner”. Besides other great human qualities Vernon was gifted with a great sense of subtle humor. We used to meet in London during our breaks. By 1951 we had been promoted Midshipmen and decided to go to Paris for a holiday. At the time in accordance with the old currency regime in both countries, the British Pound was worth Rs 13.30 only and the British 6 pence coin fetched you less than 30 Indian Paisa with which you could buy a “samosa” or “two bananas”!! For reasons of austerity the British Government at the time had restricted the holiday allowance per person to 25 pounds only regardless of the length of your holiday. However pre paid tickets by rail, including the return journey as also the coupons for fixed menu meals on
railways could be purchased in London prior to one’s departure. A well-wisher advised us that as we still had to contend with at least another two years with “shepherd’s pie”, “steak and kidney pudding” served with mashed potatoes and boiled cabbage served in Royal Navy Messes we should avoid the temptation of going in for French “gourmet meal”. Instead we should raid university college canteens for subsidized food and travel by Paris underground railway and at all costs avoid visiting any “night spot”. We managed to find fairly clean and reasonably priced digs to stay in. Everything was on track and we managed to see most of Paris including the world famous painting “Mona Lisa”. Two days prior to our scheduled departure, Vernon pleaded with me that at our age it would be a shame if we did not see French “Cabaret” before we left Paris. Most reluctantly I agreed and we entered one of the night clubs. After paying the entrance fee, as we entered the club, two self appointed hostesses put their arms around us and escorted us to a table for four. A waiter who was watching us like a vulture soon arrived to take our orders for liquid refreshments. Vernon and I decided to share a bottle of beer to last the whole evening, the ladies insisted on only champagne, but
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were actually found to be drinking some green colored liquid. The waiter soon appeared with the bill and on seeing it, Vernon placed the money on the table and whispered in my ear and said, “Partner, let us scoot” and that we did within seconds ignoring the fervent pleas of our hostesses. Vernon was once silent and on reaching the “digs” we virtually crashed into our beds. As we had to spend one more day of our holiday in Paris before our scheduled departure for reasons of pre-paid tickets for specific dates, and given our financial state, we could afford to buy only one more meal before we arrived back in London. Accordingly after much reconnaissance, we sat down at a virtual French “dhaba” for lunch. The waiter brought a basket of French bread and we ordered two omelets. When the omelets arrived, the waiter observed that half the bread in the basket had already disappeared. He was kind enough to go inside and recharge the bread basket. When the bill arrived, two baskets full of French bread had already disappeared into our stomachs. The waiter went inside to attend to other customers, we placed the bill amount on the table (no tip) and virtually ran to disappear beyond the line of sight of the waiter. Thereafter we tried to flog my German camera to raise resources but given the historic hostility between the Germans and the French especially after World War II, we were given such dirty looks by the French shopkeepers that we gave up all further attempts. The only satisfaction was that with a basket each of French bread in our stomachs, we could survive till we reached
the UK. On arrival at Victoria station in the UK by rail sometime in the afternoon the next day, we took a cab and proceeded to our hotel. As I disembarked with the luggage I asked Vernon if he had the money to pay the taxi fare. Looking at the taxi meter he said “yes” and that after that only a six pence coin would be left. I requested Vernon not to pay the tip. On entering the hotel I managed to meet the land lady and explained that we were truly and utterly broke. She was a kind soul and highly impressed with our past behaviour, gave me an advance of about 10 Pounds with a request to pay back the loan as and when “able”. I was mighty pleased to say the least. Soon Vernon opened the hotel door and had a sheepish look on his face. When I asked him what had happened, he said, “Partner I gave the taxi driver the six penny coin as a tip and instead of accepting it, he placed it back in my palm with the parting remark, “Have a good time on me, Sir.” Finding me a little annoyed he said, “Partner, you must develop a positive attitude. You know that it is for the first time that someone had addressed Midshipman V.F. Rebello as “Sir” even though it happened to be a taxi driver!” Well, that was Cdr Vernon Francis Rebello who is no more. God bless his soul.
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Awesome Awning Cdr NA Mullerworth (Retd) Ever seen an actual stone frigate? One was built in Bombay for Sea Cadets training over half a century ago! Ever heard of a cruiser quarterdeck awning, and a ceremonial one at that, spread in the national capital? I was as much surprised then as you may be now, to learn that that was the task assigned to me barely a couple of months after arriving in NHQ in the mid 1950s. The Naval Officers’ Wives Association had set up a committee to organise a Navy Ball to raise welfare funds for the Navy. In order to make a striking spectacle of the show the committee decided to borrow the ceremonial quarterdeck awning of the then flagship INS Delhi (ex-HMS Achilles) to decorate the dance hall of the Delhi Gymkhana which was to be the venue of the Ball. The ceremonial awning had broad red and white bands alternately, running athwartships all along its entire length and when fully lit up at night is truly a magnificent sight to behold by any standard! One morning my Director summoned me and told me to report to the Director of Naval Construction. The latter was an RN officer and being a member of the club he must have been on sufficiently good terms with it’s managing committee to get their approval for what he proposed to decorate the dance hall with. When I went to see him he told me what had to be done. I would have a working party of sailors and all the materials necessary to do the job were already at the site. Not being from the Executive branch of the Navy you can easily guess how nervous I must have been at
the time. What if some ham-handed member of my working party damaged the club or some unforseen accident occured? What about club fittings like ceiling fans and electric lights? Would they come in the way? I had never been to the club and had absolutely no idea of what to expect. No steel wire ropes allowed - I would have to spread the awning and support it’s considreable weight using only Manila ropes. When I got to the club I found the working party already there and as promised all the materials, including the ladders the club provided, at the site. On first inspection I heaved a sigh of relief to find that there were no ceiling fans and electric lights hanging from the top of the dance hall. Just below the ceiling the entire dance hall was ringed with skylights. We quickly decided that we would have to have a stout Manila rope running along the whole length of the centre of the hall to support the awning. To spread the awning we would have to run another Manila rope along the upper portion of the surrounding walls and secure the rope with cords tied to the skylights. I mention these details to show why it took us the best part of two days to complete the job. I was quite gratified to get a letter from the committee thanking us for the effort we had put in. There was an amusing sequel. After the Ball I had to visit the site to check if there had been any damage to the premises of the club. Not everyone apparently had been impressed with our efforts. A dear old lady came up to me and said,”You know, you took so many days to put up the awning, but today they took less than two hours to take everything down!”.
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A Submariner Army General Major General Subroto Kundu (Retd) under his belt had without blinking an eyelid successfully converted into a stomping General Officer.
After successfully getting through the 11th Submarine Course way back in 1973, the theoretical phase at least, I found myself joining INS Vagir, a Foxtrot class submarine at Las Palmas, for the practical phase of submarine training which included crawling through bilges and battery compartments. Showing off the submarine badge to one and all in the years ahead brought immense pleasure and plenty of “Oohs and Aahs” from lady friends in particular. And then one fine day as a Surgeon Commodore I was informed by the Office of DGAFMS that I had achieved Flag Rank. Since no vacancy was available as a Surgeon Rear Admiral, the DGMS Army called up to inform me that I had become a General Officer and was to proceed to take over Command Hospital, Central Command, Lucknow. The appointment was a superb one and the change over from whites to olive greens is aptly described in my article titled, “An old seadog becomes a Land Lubber”. An old seafarer with almost fourteen years of sea time
While as Commandant, CH (CC) Lucknow was a terrific command, however, for reasons unknown to me, the Army felt they had the right choice to take over as MG (Medical), at the Northern Army Command in J & K. This command is known as the most Ops command of the Army. And so, I found myself, a submariner from the very depths of the oceans, climbing the highest mountains around the Nubra Valley leading to the Siachen Glacier. The dolphins remained a part of all my OG uniforms daily wear, formal wear and field rigs. This badge was not just a curiosity for the Army officers and soldiers, in fact most thought that it was some form of decoration. With many exciting submarine stories under my belt, I perforce had to repeat myself many a time during tranquil periods in counter insurgency ops in the Jammu area and Kashmir valley and during my visits to Leh and Ladakh regions. Even on the highest peaks visiting my RMOs on the LC fence and glacier the COs of the various regiments would welcome me having already got to know that a crazy two star travels everywhere by road for ten hours a day attempting to meet RMOs and Dental Officers, of whom I had twice the number that the Navy had. The Marine Commandos at Wuller Lake just could not believe themselves when I landed up in a heavy snow storm for a cup of well deserved coffee laced with rum at three in the afternoon. A General actually visiting
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them and not just any old General but a By-God Submariner General! It was by then known in the Northern Army Command that their MG (Medical) only preferred to drive all over the great Himalayan and Zanskar ranges to areas one only reads about in the newspapers. In fact it is believed from intelligence sources that I had actually been targeted twice by militants. The only reason I believe, that I am still around is that the militants just could not get the registration number of the vehicle I was driving, in areas such as Sopore and Sopian. The other reason for my survival was that on all my inspection tours I would travel alone, which was probably well known. During these two incidents in particular I was accompanied by the ADMS of the Corps. Hence anyone lying in ambush was on the lookout for only one individual in the backseat, not two and thus my SUV slipped through followed by another SUV a little later with a single individual in the rear seat which sad to say met its fate in a grenade attack. Such close encounters were a regular feature especially amongst soldiers who were on road opening patrols and men of the Rashtriya Rifles. I firmly believe, that my training as a submariner with an eye for technical details brought many a medical CO to tears as I got after continuous training, fire fighting, ambulance vehicle parades, the tackling of emergencies, NBC exercises and demonstrations of basic first-aid after high teas and barakhanas. However, all these tears finally benefitted the frontline field medical units by the time I finally left.
Unfortunately, everyone had misunderstood or could not fathom the likes of a submariner General who they thought would not know anything about field conditions in the border areas and CI ops areas and thus the tremendous jolts. It was well worth the tremendous efforts put in by the RMOs, Dental Officers and field medical units resulting in superb medicare being provided to not only the Army but also to the BSF, ITBP, CRPF, J & K Police and all civilians of the state. Before I conclude, I must submit that paradise on earth does exist in J & K, Himachal Pradesh and Uttarakhand. The pristine jaw dropping beauty of these hilly states and the simplicity of their peoples is something to cherish in our very materialistic existence. The Pir Panjal, Ladakh and Zanskar ranges have in their folds peoples and places that could be considered God’s own. The services and the Submarine branch actually prepare one to rapidly adapt to frequent changing circumstances. I know, for I benefitted.
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Gunnery School - My Alma Mater Cdr R Ganapathi (Retd) Teenoteen Dahine chal, Dahene muddddd! Dahine Se Sajjjjj! Dho line Bunnnn! A cacophony that was often heard on the corridors of Gunnery School Parade Ground -- a noise that I would never forget in my lifetime! Because, that’s where I spent nearly a year doing Parade training during the 1st Long (G) Course that was conducted in India (during 1958/60), and hence considered a prestigious Course. NHQ had appointed a crack training team comprising LCdr. M R Schunker, the Course Officer at the top. Ably assisting him was the Course Gunner, Commissioned Gunner Kelman and Chief GI Martin. The team had assembled in the School well in advance and planned the entire Course, not leaving out even the smallest of details. The syllabus was a comprehensive one Parade Training, Rifle and Sword drill, Company drill, plenty of class room instructions supported by practical drill on School models, mock-ups and actual armament training in the Naval Coastal Battery. Add to this, attachments to naval ships for Gunnery training on Destroyer, Frigate, Cruiser and Carrier and special Courses with Army Infantry and Artillery Schools and Air Force Training College for Weapons training. The
Course concluded with a Bharat Darshan comprising visits to various Ammunition and Ordnance Factories and even to Proof and firing range in Balasore, Orissa. Though the Course took the life out of the five of us, the trainees it was the most enjoyable period and there were so many interesting incidents. As a matter of interest, the officers were Lts Ravi Sawhney, RK Choudhury, N Khullar, V Rebello and myself. During Cutlass drill, an Officer, X (name withheld) was ordered to give detail to our class for the Command, “Nikaal Kirch”, that is, instructions for drawing the cutlass from the sheath that will be hanging from the belt worn by the trainee. This has to be done in two movements. On this Command, the trainee is to smartly grasp the hilt of the cutlass with his right palm, holding the sheath gently with his left hand as the first movement and then counting a pause of 3 marching paces as 1,2,3 in the mind, smartly pull the cutlass out of the sheath and hold it in the Carry position as the second movement. The Carry position is holding the cutlass upright and keeping the right fore arm parallel to the ground. The officer brought the squad to attention and started to demonstrate how this order was to be carried out. So, he began giving the order, “Nikaal…” but could not complete the order as he forgot the executive part “Kirch” completely. Those were days when Hindi
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commands were just introduced into the Indian Navy and X happened to be from Madras! So he went on using his Gunnery voice and shouting “Nikaal…..Nikaal…..Nikaal…..”. The trainees’ faces went into all manner of convulsions - they were suppressing their laughter lest they should get some punishment! Finally with some smart presence of mind X said, “Nikaal, Nikaal!” instead of the correct words and proceeded further with the drill. The occasion was actually a part of our examination and not only he failed and had to reappear, but he was given a few rounds on the Parade ground as well! When we finished our attachment to Infantry school, Mhow the Commandant invited us for a dinner party at short notice. One Officer had not brought his lounge suit. There was great panic, as he could not give any excuse. First, we went to town and no tailor would stitch a suit at such a short notice. Then we tried a few dry-cleaners for hiring but no one would come forward! Our next search was for an Army Officer amongst our friends who could be of same height and girth as the hapless officer. Lt Vernon Rebello came with a brilliant find, namely, Maj Sethi who had played some bridge with us in the Mess. We ran to his house the same night and he obliged! I still remember, it was a light brown suit with checks and in the party that evening Maj Sethi was very generous in his remark, “This suit suits you even better” and the person he addressed was none other than poor me! Unlike other Schools, Gunnery School was special since it was its responsibility to organize and carry out Captain’s Divisions and Ceremonial Parades. And with what professional perfection and brilliance they were conducted whether in Gunnery School Parade Ground or in the Command Parade Ground! With the Naval Band in attendance it was an experience to witness or to take part in the whole proceedings until the Marchpast before the saluting dais! Any write-up on the School would be incomplete, without a mention of the GI’s (Gunnery Instructors). As
Trainees, when you happen to go as part of a platoon for Divisions, there will be 6 to 8 GI’s roaming around the Ground and looking for mistakes. From one end of the ground, a GI will shout, “3rd from right, front rank, fold your fingers from second knuckle, Sir!” Then another would be shouting to someone else, “Swing your arms fully fore and aft” and the like. Such was their power of observation. They all looked ferocious as though sparks would fly from their eyes and we were all mortally petrified of them. I cannot forget some of them - to name, Chief GIs Ramanujam, MG Nair, Anjum, Thomas, Pasupathi and many more! Their spoken English was not great though. For example, one Instructor was teaching a class about a weapon and he was referring to it as Absolute. What he meant was obsolete! Another GI who was taking a drill on the gun mounting was listing the duties of each position on the equipment and then allotted numbers to each one of our class. He said ONE’s, will be the Layer, TWO’s will be the Trainer and so on. He had the habit of adding the letter ‘S’ wherever he could. So that night, my friend Khullar came out of his cabin and was shouting “Let us go for dinner, Ganapathis and Rebellos! And we had a hearty laugh. But they were all excellent Instructors, knowledgeable and extremely smart and well versed in every aspect of the drills. I need not say about the Gunnery officers they were always the best! Recently I happened to passby Cochin and naturally visited Venduruthy. Oh! What changes have taken place! Though everyplace is looking new and impressive and shows growth, the old buildings and the extensive layout are missing. When I approached the portico of Gunnery School, I was disappointed. It was no more the Gunnery School I knew but some Training Unit of INS Garuda. I was told that it has become an Establishment called INS Dronacharya and is located in Fort Cochin, at a place where the erstwhile Naval Coastal Battery was. Well, I shall make a separate trip to visit my Alma Mater soon.
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Fishy Tales - By Hook And Other Means Vice Admiral Harinder Singh (Retd) IN has undergone many changes in the last several decades, in some ways for the worse but operationally I am sure, for the better. Change is progress. Them days, there were some great stalwarts who lived king size and were professionally, intellectually and integrity wise outstanding. They were legends in their own time. I had then in Dec 77 taken over as the second XO of the newly commissioned Himgiri with Cdr KN Zadu in command and he in turn was soon replaced by Cdr NN Anand. Before we could settle down, we had our annual inspection by the Fleet Commander Rear Adm RKS Ghandhi (later C-in-C, West and Governor of Himachal Pradesh). Commander (later Rear Adm) Anand was an outstanding Commanding Officer and I believe amongst the best the Navy has had and I learnt volumes from him. He was also a favorite with FOCWF and the ship was selected to take the Fleet Commander to the Lakshdweep for his farewell sailing holiday to satisfy his desires for angling. The XO was a worried guy with the FOCWF on board for an extended visit where we would be continuously under his watchful ‘gunners’ eye. As we anchored off Agatti, I was sent for by the Fleet Commander and told that all protocol was to be dispensed with and it was not necessary for me to receive or see him off, and he was acting independently. I wasn’t sure how the orders were to be interpreted but he promptly went angling and we equally promptly hailed fishing boats and requested the fishermen to get some fish for us, which was abundant in the area. They promised to bring their catch by the end of the day, which they did and the prior agreement was that we would trade fish for diesel. We promptly unloaded
the fish which aggregated more than a couple of tons with each fish being about 2 to 3 kilos. Whilst we were negotiating how much diesel was to be given, the quarter master reported, ‘Fleet Commander ahoy’. I was not happy the way things were happening and received the boss on board who was not looking happy, he had not caught any fish. He enquired what I was discussing and I briefed him. He was upset and said ‘Number 1, be generous, if they want 2 drums, give it to them’ and the needful was done. As the fish had already been unloaded he enquired about the type of fish and I admitted that I didn’t know what it was, but it was fish and we had plenty of it. So I lead him to the ships galley where it was being cleaned. He was indeed surprised and joyously said, ‘No.1, you know this is tuna, one of the best fish in the world’. After another moment’s thought, he asked whether he could have some 25 to 30 of them and I, visibly relieved, agreed that he could take even more. Later, the same evening the same fish was served in the ships galley and post supper when he was taking a walk on the QD, he asked sailors whether they liked the fish and they promptly volunteered that it was ‘khatti/sour’ and not good like the normal fish. He was visibly, not amused. Epilogue: No sooner did we arrive in Bombay that he made a signal to all fleet COs to collect fish from the flag ship that ‘he had caught for them’. They don’t make these Admirals any longer! Fast forward, I am now the FORTAN and get a call from another of the Navy’s old stalwarts, late Vice Admiral RN Batra whose last appointment, I believe was the COP and who wanted to visit the Andamans.
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He accepted my invitation but warned that his basic interest was angling, that he could not indulge in, having settled in Delhi for long. He came with Mrs Batra and his extended family and as desired we arranged to take him angling with another avid angler and member of my staff, Cdr. As a courtesy, I accompanied and we set out before dawn and went to all the spots that had been recommended to us. But we had no joy; no fish (unlike junior officers) would take our (senior officers) bait. The Admiral was worried what his wife would think. We set course to return for breakfast at about 8 and as we neared the naval jetty we saw a fisherman in a small boat, busy fishing and landing one fish after another. We stopped by to try our hand in his area and seek his advice but the result was no different, the silly fish would not be baited.
Then the fisherman seeing our plight, quietly took the Admiral’s hook and put a fish on it and quietly threw it in the water and this became the ‘one’ fish caught by him. Admiral was not happy and I suspect, he knew or suspected what had happened. Anyway, he asked to buy some fish so that he could show Mrs Batra ‘his’ catch and serve it for her breakfast. The fisherman was happy to give the fish but we discovered, we had no cash as the money bag, the Flag Lt, was not with us. We requested the poor guy to collect his earnings from the Navy House, which he generously accepted. Mrs Batra was, I understand, very pleased with the Admiral’s catch and particularly enjoyed her breakfast and of course her stay in the Andamans.
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Some Thoughts From An Armyman Col NS Rawat (Retd) I am told summer months are not the right time to visit Mumbai and rainy season is risky. I had first visited Bombay as an Air Wing NCC Cadet during winter of 1957/58, when after attending Air Wing NCC camp at Poona, the whole troop with the help of the NCC Officer, took a detour to see Bombay. I still have fond memories of Juhu beach, Hanging Garden with Shoe house and a few other places we were able to see in two days. There was shooting of a small scene with Johnny Walker, taking place on the road at Hanging Garden at that time. Those were some exciting days!
sightseeing around the city without hesitation. During my recent visit to NOFRA, I found time in reflecting and reading whatever one could get hold of. Fortunately, I found Quarterdeck 2009 besides other books and magazines to go through which I would have avoided otherwise. Having retired some 15 years back from the Army, I have been assiduously avoiding anything Military to remain as far away mentally from such subjects as possible. The Quarterdeck 2009, I thought has naval subjects, not really my kind of military subjects and something new and hence one could make an exception.
My second visit to Bombay and our first to NOFRA came about during winters of 2001. Those were good months to see some places and loiter around even during day time. We were able to go out for
My earlier encounter with the Indian Navy was in DSSC in 1980, when I was attending the Staff Course. The yearlong association and interaction with naval officers gave me enough insight into their
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way of life and thinking. Our visit to naval establishment at Bombay during the Industrial tour in 1980, and the interesting cruise gave us a somewhat better perspective of naval ships and Navy in action. I found Quarterdeck 2009 quite interesting. It was great to learn about another good deed of Admiral Pereira. I had heard some very good stories and some tough stories from naval officers. He had visited DSSC in 1980 as Naval Chief and during the cremation of one Army Student Officer who died due to heart attack, stayed on with the family of the diseased till the last. He then called on the family again the next day. His address was sadly cancelled due to this incident. The article on Field Marshal Manekshaw was another nice piece to remind me of days at DSSC 1980. The Field Marshal always invited student officers and their families of Gorkha Regiments from each course for tea once during the year in his house in Coonoor when he was there. His infectious good spirit, enthusiasm and jovial temperament at his age were something one cannot forget. The naval expedition to Karakoram Pass taken up by Capt SS Vombatkere and Cmde PS Vombatkere reminded me of my tenure in Nubra Valley in 1968. At that time Nubra valley was not connected by road with Leh. The walk from Leh to Thoise in Nubra valley took seven days. Another route was to fly back to Chandigarh, take the train to Pathankot and fly to Thoise in old Packets recharged with a jet on top. This is what I did when I was posted there. Further ahead at the base of Saser La, there is a pond of melting snow and close to it where we had camped in 1968, we had found some remains of old travelers still intact. The present road to Siachin passes through Sasoma. Siachin had not got activated by then and Sasoma was the farthest base at that time looking after Saser La approach with
Chinese in mind. These trekkers must have really enjoyed themselves and the happy memories of this trek will last them forever. I was also fortunate to pay a few visits to famous INHS Asvini and get some treatment done on my ECHS card. I think I will always remember to come to Mumbai and get myself treated at INHS Aswini than at Delhi! Some kind of Medical Tourism! Someone from the ECHS HQ in Delhi should come to INHS Aswini via ECHS Polyclinic Delhi Cantt. and see the difference. I had gone to attend the Passing Out of my son at Lonavala in 1996, where during the party in the evening the chief guest, the Rear Admiral I think, mentioned clearly that anyone having more than two in family in Armed Forces gets some special concessions on travel etc. I sent a query to the office of Joint Chief of Staff in MOD and got a very vague and typical staff reply which said nothing. I am fully enjoying my stay in Mumbai in Naval Area and would always wish to come as often as possible. My only negative observation is that with so many excellent facilities available and such nice programmes being conducted there, the younger officers for quite a few years of their early service, for whatever reasons do not get enough time to enjoy and participate in these activities, even during peacetime environment. The practiced working hours are too long. It must be a drag on quality of life, happiness in family life and peaceful healthy social environment for initial building up of family values. I found that a lot of ladies were working, which is a good thing. I also felt that the number of families having family discord in the younger lot is somewhat high. Children of all ages though, appear to be making full use of the opportunities available to them.
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The untold story of a Veteran Sailor Dr CT George The venerable term ‘veteran’ means ‘one who has a long record of service in a given activity or capacity or experience’, especially one who has seen much active service as a member of the armed forces. The usage ‘veteran sailors’ is currently gaining currency for whose welfare Veteran Sailors Forum has been established. My naval voyage commenced on the 10th of September 1960 and ended on 22nd April 1972. This was an important period in the history of India. First it was the liberation of Goa from Portuguese through ‘Operation Bijoy’. After only 26 hours, the Portuguese Army surrendered unconditionally and the Indian National flag flew all over Goa, Daman, Diu and Nagar Haveli on 18th December 1961. China attacked us from 20 October to 20 November 1962. Pakistan attacked us twice in 1965 from 6 September to 13 September 1965 and in 1971 from 3 December to 17 December 1971 during which India split Pakistan into two nations as East Pakistan became Bangladesh. In my humble opinion, naval service is the best example of unity in diversity of India which we hold aloft with huge pride because in ships everyone lives as members of a family. Naval personnel get larger international exposure because warships visit other nations and participate in joint naval exercises. Interpersonnel relationship, inter-personnel communication and intra-personal activities are far better. In the beginning, I was trained and worked as a Telegraphist for the first five years of my service. Thereafter, I joined the air wing as a handler and at the time of retirement I was Leading Aircraft Handler. I received Raksha Medal in the year 1970.
INS Trishul on which I served, was a frigate commissioned in 1962 and it served IN for 32 years. One day during patrolling off Andaman Islands we spotted a submarine and Action Station was sounded. NHQ and other concerned authorities were alerted. But finally it was “let it go”. It gave us some anxious hours. Captain EC Kuruvilla was the Commanding Officer. The Golden jubilee of naval aviation was celebrated on 11th of May 2003 with great fanfare in the presence of active and retired officers and men. The air display was superb-just thrilling. Rear admiral P Kaushiva, Chief of Staff, was the Chairman of the organizing committee and Captain NM Kalia, Commanding Officer INS Garuda, chief coordinator. I am extremely grateful for extending an invitation to me! It was a rare but precious opportunity in my life. HMS Hercules was its maiden name. It was a majestic class light aircraft carrier which was renamed INS Vikrant and was commissioned on 4th March 1961. I served four years on INS Vikrant. This great and the first aircraft carrier of the Indian Navy was decommissioned on 31st January 1997 and it is preserved as a floating museum in Mumbai. Serving in the armed forces is a direct commitment to protect one’s motherland. It is a personal contract to sacrifice life. It is a holistic insurance the nation holds and continues to hold on a very low premium. If a service person becomes an ex-serviceman he is grossly fortunate because he could redeem his mortgaged property that is life per se. This is the untold story of a veteran sailor.
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Convoy Commander Cdr Tushar Dutt (Retd) Getting tossed to Karanja across Bombay harbour from the balmy, salubrious climes of Pune was some ‘sea’ change. Mid ‘75 whilst completing the Advanced Naval Weapons course at the Institute of Armament Technology, Pune, our transfer orders came in. Two of us young Lieutenants, both bachelors, were slotted for INS Tunir, the missile base at Karanja. We were under the impression that we would be staying ‘officer like’ in the swanking Western Naval Command Officers’ Mess located at scenic Colaba by the sea, and take the Dockyard ferry back and forth to Karanja daily, but our Commanding Officer, late Captain Subramaniam had other ideas.
bachelor officers occupying a bungalow by the sea which functioned as a makeshift Mess. It was called the ‘Hodiwala’ bungalow, looked somewhat eerie at night! Some said that the Madhubala mystery movie ‘Mahal’ was shot in this bungalow. There was no place for us in there. Soon enough XO cleared our doubts ‘You both would be staying at the ‘PIM’ quarters, which would function as the new Karanja Officers’ Mess. Lieutenant Dutt, please settle down and take over duties of Mess Secretary, by the end of the month’.
To try and make our ‘case’ we enrolled for evening classes in management at the Bajaj Institute. I went a step further going in for German classes at the Max Mueller Bhavan, in addition. For a while things were okay taking the daily boat along with the rest of the officers living ashore in Bombay, including our Captain. Then came the bombshell from the XO, ‘Captain was asking how come you both have not shifted to Karanja yet?’ I explained that we were attending evening classes at Bajaj hence it was convenient for us to stay in the Command Mess. We were going to ask for permission today. Soon after reaching the Base, we were called to Captain’s office where XO was also in attendance, something not too pleasant seemed to be brewing.
PIM happened to be a Yugoslav company which had constructed the Karanja jetty. They had built quarters for their staff on site, and on their departure, handed them over. The name ‘PIM’ required regular clarification as it became a source of embarrassment amongst outsiders who got curious about our ‘alternate’ profession! There were no trained bearers, dhobis, even the rations, vegetables etc would be brought from Bombay by the Chief Steward, Subey Singh. We were in ‘Columbus’ land. In an effort to simplify, I called up Subey Singh at lunch one day and instructed him to get the menu approved every week, ensure the officers have no complaints and tap the local market in the Mora village, instead of Colaba. He responded ‘no problem Sir, par aapne kuch plate mein liya nahin!’ (but you have taken nothing in your plate!).That was it, the Mess began to make profit, Subey Singh was on song.
Captain was crisp ‘You are welcome to do any course, but you will do it from Karanja. Please shift here forthwith, XO please give them some Mess duties!’ Even the XO was taken aback, as there was no proper Mess in place yet. Our Bombay dreams went crashing out of the window. That evening cocktails followed by dinner in one of the Colaba restaurants marked my Bombay ‘farewell’, and the beginning of my Karanja ‘exile’. We shifted to Karanja over the weekend. There were a few
We had to take care of our ‘Bombay life’ and at times failed to catch the last boat at night. This meant taking the boat next morning along with Captain and other officers staying in Bombay. On one such occasion, Captain remarked in presence of the other officers he was glad with my performance, firings and Mess duties. However on reaching the base I got a prompt ‘summons’ from his office to explain in writing as to why I missed the boat previous night? His Secretary quipped ‘How would
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you like to explain it Tushar-in German’? ‘Keine prublem Kamerad (No problem Comrade), we are on the same wavelength’. ‘Believe he requires more duties XO, not loaded enough’, Captain commented. I returned to the hangar and waited for the ‘good’ news.
the orders next day, I went across to the Gunnery Officer to draw the pistol from the armoury. There were no pistols, all away with officers on various duties. Only option left for me was to take the sword, which he agreed to issue provided higher command approved.
Soon enough, returning from Bombay one evening, the Wardroom greeted me ‘Tushar congratulations, you have been promoted to Convoy Commander and are to take the baraath, day after for the missile firing!’ Early morning the missiles ‘housed in huts’ along with other service vehicles in convoy, used to be taken by road right around the city to the Dockyard. Here they would be loaded on to the boats/ships for firing exercises. The drive was nearly a 100 km. Sometimes as many as twenty vehicles would form the convoy. The Convoy Commander would normally carry a pistol as a precautionary measure in the event of any untoward incidents en route. On receiving
The Chief Engineer, Lieutenant Commander Ramanathan, a saintly sort, seriously queried ‘Are you going to use the sword in case you are in some jam’? ‘Sure Sir, I’ll brandish it and yell ‘Hut jaao, Meray Hut ke raaste se’! (Move out the way of my (missile) Hut!). Ramanathan sahib fell off his chair. ‘Play the game and remain sane’ was the time tested mantra. Looking back, Tunir was probably my most satisfying and enjoyable naval posting ashore.
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Seriously! Vice Admiral Pradeep Kaushiva (Retd) Like everybody else, I also picked up many Mantras during the service span. In the 40 years, most of them fell by the wayside but some endured. One of the latter was “Take the Service seriously but never take yourself too seriously”. I liked it, so tried to follow it and also looked for opportunities to share it. Three years ago, when I was Commandant NDC, I sought crowning glory. For the Fancy Dress Ball organised by the Ladies’ Club Rakshika, I rented full costume from East Delhi, got myself made up by a professional artist and presented myself dressed as Akbar. From the stage I boomed out in Bollywood Urdu my best imitation of Prithviraj Kapoor’s voice “Hindustan ke Shahanshah Jalaluddin Mohammad Akbar ka firman aaya hai ki kal din barah baje se National Defence College main maa badaualat ka aana jaana bund kiya jai. Akbar-e-Aazam ke hukum ki taameel ho”. As I was to retire at noon the next day, being Sunday, I took the ensuing thunderous applause and loud cheering to mean that my delivery of mantra to the service for the
last time had been exemplary. A more objective assessment, however, became available recently when a former Course Member came up to me very respectfully, exchanged courtesies and with great gusto held forth his admiration for many things including the spirit behind my very authentic performance as........Raavan! My face must have reflected quick changing reactions from amusement at first, to disappointment and then to mild annoyance; before I suddenly laughed out aloud. The very confused, Major General politely took leave. Perhaps someday I should explain to him my mixed reactions to the transition from Akbar to Raavan, and then the realisation that in my quest for crowning glory I had probably taken myself too seriously! That was the stage I had started laughing at myself!! But, how can I be sure that my attempt to explain it would not tantamount to now taking myself too seriously ?!
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Sea Speech Rear Admiral Subir Paul (Retd) The following letter, replete with choicest naval slang, has been extracted from “We joined the Navy” by PO Writer Robert Burgess and Ldg Writer Roland Blackburn, and published in 1943. It may be of interest to some of my contemporaries and ‘old timers’, this may bring nostalgic memories of time spent at sea, both enjoyable and otherwise. One can’t forget parties and get togethers when ashore, and after a late night binge, catching the milk train from Waterloo to Portsmouth harbour and grabbing a mouthful of fish and chips at 3/d at the dockyard gate. As youngsters, we knew where to put up when in London - the BBC where B&B was 7/6d or the Frobisher Court Hotel, frequented by midshipmen, where B&B cost 12/- per day. From Old China to Pincher DEAR PINCHER, I am sorry to hear that you got a bottle for serving out a drink to Jack Dusty for not taking that straight rush up to the galley at Stand-easy. He ought to have known better than to leave that fanny full of his messmates’ bubbly in the Rec’ Space like that. I suppose he thought it was a green rub when he got lined up by the Jaunty in front of the Bloke and got weighed off with fourteen-pennorth. A spot of jankers will make him a little less stroppy perhaps. I heard the Sky Pilot talking to Jimmy the One and the Custard Bos’n the other day and they all agreed that it was too bad of that sloshy to unhook the Crusher’s caulker from the cooler to get his head down on. The Chief Buffer has got a howl on now because he got a blast from Torps, as so many of the part of ship hands were doing a never on the messdecks instead of working main derricks. He dripped to Tommy the Bos’n about it,
who told Guns that he thought the Skipper ought to give a make-and-mend or a Pipe-down occasionally, so that the troops could have a run up the line. Jimmy Bungs and the Chief Pusser say that the slops are getting scarce, so it looks as though that new Number One suit of mine is a washout. My oppo has got a draft chit to Whaley. I’ll bet that the gravel-grinding and much-stick drill under some of the Gate and Gaiters there will soon make him report to the Poultice Walloper. He is a tiddly rating at the best of times, and the other morning they sounded off Charley, and he didn’t think it touched him, so he stayed in his flea bag. Said that it wasn’t on his card, so seven days’ Number Eleven was his whack. By the way, I picked up a pound of Ticklers yesterday, and today my missus sent me a pipe. I shall have to try and get a pound of perique to smoke in it. I have bought a quiet number now. I’m Bos’n’s Mate, and I had to pipe the side last night when the Admiral came on board in the Dogs. As usual I made a cock of it, and he was mad! Talk about panic. He’s got a temper like Torpoint chicken, proper acid at times. Well, I must pipe down now, so cheerio. See you in the Lime Tank - Your old china, BUNGY. glossary For the benefit of the uninitiated, I am jotting down the meanings of few naval slangs used above. Bottle: Harsh Reprimand Jack Dusty: Supply Asstt Fanny: Mess tin of eight pints capacity Jaunty: Master-at-arms Weighed off: Punished Fourteen-Pennorth: 14 days’ cell Jankers: Punishment for misdeed
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Stroppy: A bumptious rating Sky Pilot: Chaplain Sloshy: Ship’s cook Custard Bos’n: Warrant Cookery Officer Crusher’s Caulker: R.P.O’s old blanket or overcoat Cooler: Cell/Prison Jimmy Bungo: Ship’s Cooper, now extinct Whaley: HMS Excellent, Gunnery School
Gaits and Gaiters: Gunnery Instructors Poultice Walloper: Sick Bay attendant Ticklers: Naval Tobacco issue Perique: Leaf tobacco Torpoint Chicken: A very quick tempered man Lime Tank: Naval Hospital at Haslar
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Nobody Asked Me But… Cdr Manav Handa The PCT list came and went. No, I was not looking for a CO/XO time. I am firmly in command, hence the red pen. But, then why was I keen for the PCT list to be out, I was waiting to the see the name of my reliever, I would have finished 12 months by the time the new captain joins after PCT/OJT, hence the wait.
this responsibility? Agreed that command is a tough task. Every alongside/casting off brings the heart to the mouth. EO reporting Port Boost GT tripped while making approach in Porbander harbour. Yes we all, (i.e my team) have had some rough and hard times, but we were all together, my team.
But alas no reliever for me! Sir, who told you this is a 365 day tenure. Did I feel dejected or sad? Yes, to be frank I felt low and was expecting to hand over. I had done my bit, I was tired. The ability to continue to ensure that my ship and I perform to our best was taking a toll.
Now, I have to train the new team, blind, visual reporting. So be it. I am capable of it. I will.
I spoke to my father; I asked him why I had been not been relieved. He was surprised. “Enjoy your command, young man Navy continues to exhibit faith in you”, old retired Colonel, my mistake of asking him. I tried once again, the ‘P’ branch this time. Sir, its a 15-18 month tenure. That’s it; I was waiting for my next appointment. But I have to continue. So what, why did I feel sad, was I unhappy with this very fine job, of leading men to war, to be able to decide today I can have beer in the afternoon. I did some introspection with great power comes great responsibilities. Was I scared of continuing to shoulder
I did not have this 365 days tenure on me when I joined the navy. We learned it here. CO/XO time is at a premium, more officers are waiting and less ships. We have to finish everybody before the promotion board. Hence, the anticipation to move on, the anxiety to wait for your reliever as soon as your two terms are over. Yes, the command and sea are tough task masters. But like Sidhu says “the best only survives the toughest call of duty” Yes, everyday in Command is a challenge. But I pray to GOD that the ‘P’ branch be kind enough once again on me, so as to miss the name of my reliever again in the next PCT because, I have started enjoying using the red pen.
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“Aisa Bhi Hota Hai” Mrs Grace George It was the year 1992 and we were fast approaching our twenty-fifth wedding anniversary - falling on 4th May. I had been brainwashing my husband a couple of months in advance to buy me a diamond ring, which would be my first piece of diamond jewellery. He said he could spare five thousand Rupees. On 29th April, on returning from office, my husband took me to a jewellery shop (KK Jewellers) in South Extension. We selected a small diamond ring that cost four thousand five hundred Rupees.The shop owner suggested that my husband should also buy one because it was a joint celebration. My husband immediately responded that a service officer could not afford such luxury. The shop owner suggested that we could ‘buy now and pay later’. Since my husband was in uniform, the owner somehow felt reassured of the payment. When we had finished selecting a ring for my husband, the bill amounted to twelve thousand five hundred Rupees! We paid the five thousand Rupees that we had, and promised to pay the balance in the following months. As we were driving to our home in Alaknanda, I told my husband to go via Nirulas in Defence Colony, so that I could buy a cake for him, because 29th April happened to be my husband’s birthday. While getting out of the car in front of Nirulas I completely forgot about the pouch holding the two rings kept in my lap. I remembered it while at the bakery and rushed to the car praying that the pouch would be lying in the car. It was not there! I do not have to explain how miserable I felt! Friends told my husband that no useful purpose would be served in making a police complaint. KK Jewellers too were of the same opinion; their view was based on personal experience. My colleagues from Don Bosco School consoled me in their own ways. One said that diamond jewellery should be bought after consulting an astrologer who will offer appropriate advice based on the buyer’s birth sign/horoscope etc. The wrong selection could bring
bad luck and ill health! Another friend said that perhaps a major tragedy had been averted through the loss of the diamond rings, so not to worry. And yet another friend who is god-fearing and not superstitious told me that I may get it back and to pray for the same, because there is nothing impossible for the Almighty. Two days after the incident, on the 1st of May, a lady rang me up at home and enquired if I had lost two diamond rings. I said yes. Then she narrated how she had traced me. She said that she was the wife of ACP Baxi from the Delhi Police living in Lodhi colony. On 29th April, her servant boy along with another servant boy of a bureaucrat living close by had gone to buy liquor at the outlet next to Nirulas when they found the pouch lying on the road. The next day the servant boys had an argument over sharing the rings. Mrs Baxi came to know about it and intervened. She made her servant boy file an FIR at the Lodhi colony Police Station and the police took custody of the pouch. Mrs Baxi had noticed the stamp of KK Jewellers on the pouch. She then located the jewellers’ telephone number from the directory. She got our telephone number from KK Jewellers. I was advised to visit the police station to claim the pouch. We visited the police station and filed an FIR. The Sub Inspector advised the SHO about the formalities to be completed prior to handing over the rings. The SHO realized the status and creditworthiness of my husband from the uniform he was wearing. He was magnanimous to overrule the formalities, handed over the rings and saw us off with a salute. All thanks to the Navy uniform! On 4th May, we celebrated our 25th wedding anniversary with added gusto and revelry in the company of my colleagues from Don Bosco and my husband’s friends from his Directorate. My principal Father Paul blessed the rings before we exchanged them. We visited the ACP and thanked his wife
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profusely for the trouble she had taken in locating us. We compensated the servant boy adequately. The ACP and his wife joined us for our wedding anniversary
celebration. God is great and the Navy too!
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Navy’s Musical Avatar Mrs Jhilmil Sengupta As we sat ensconced in our chairs, the music of Mozart’s “Eine Kleine Nachtmusik” wafted out from the stage where the young men in their smart black and gold uniforms played on their polished and shining instruments. Yes, it was the Naval Symphonic Orchestra. An invitation to it is one of the continuous perks we enjoy as members of the naval fraternity. It was an hour and half of sheer joy. The introduction and commentary by Komal GB Singh, an Air Force officer’s daughter herself displayed not just professionalism but also the warmth that came of her bond with the armed forces. The Naval Central Band, the premier band of the Indian Navy was commissioned in 1945 with a strength of 50 musicians. Today it has grown to a 125 piece symphonic orchestra. The naval musicians have spread harmony all over the country and around the globe, during overseas deployment of the naval ships. They have done us proud at prestigious international events, at the same time they have regaled us at many functions, forming a melodious backdrop to various gatherings. The vastness of their repertoire is amazing. Besides the invigorating marches and the martial music, there are arrangements of symphonies, overtures, solos, duets and other forms of music, including Indian classical and Western pop music. Last year we saw the latest addition to the ensemble- the santoor and we heard the compositions based on the musicians, improvisation on Hindustani classical and Carnatic ragas. The “Raag Fusion” Maha Ganapati in Nala’ was especially awesome. The perky xylophone duet, the vocal “Living next door to Alice”, the sax solo “Havana” piled delight on delight. This year we had pure raag titled
Raag Kodana Kuthoonalam and raag fusion titled Glory of Kunjali Marakkar. The English vocal this year was “one more day”. Specially delightful was the medley of old Hindi film tunes which took us on a trip down memory lane, as did the Big Band composition Footsteps, with its rock n’ roll tunes. The sax solo GBop was a refreshing new item too. Both the years the Band has been performing under the baton of Lt Cdr Satish Champion, son of an old friend Commodore T M J Champion (Retd), himself an avid musician. Satish has formally learnt and passed Piano examinations under the aegis of the Royal College of Music, London. At an early age he performed at the Teen Murti Auditorium during the Bicentenary celebrations of the famous Austrian composer Mozart. He is also formally trained on the trumpet and proficient in a number of other instruments. He was commissioned into the Musician cadre of the Indian Navy in 2001, becoming, as his father remarked, “one of those lucky ones whose passion has become his job”. This year Satish had the distinction of conducting the Beating Retreat-the annual performance of the military bands of the three armed forces. The concert always ends with the patriotic “Desh Rakshak”, accompanied by visuals of our armed forces - a morale booster to be sure, because after all isn’t that the “raison d’être” of all military bands? To lift the spirits, soothe the mind and body frayed by the dangers and the exertions of a war. So as we left the auditorium, ready to take on the snarl of the Delhi traffic, “the music in (our) hearts we bore long after it was heard no more”.
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Gift of a Matching Wig Mrs Veryam Kaur Trewn It was my second sea voyage with my husband. It commenced from Mumbai and reached Wilmington capital seaport of North Carolina, USA touching Suez, Port Said, Malta, Algiers and Antwerp enroute. The sea became rough as we crossed English Channel and headed straight towards North Carolina. Before disembarking the Chinese looking pilot with slit eyes cautioned us against likelihood of increased stormy weather with wind force eight in mid Atlantic. Luckily our Captain P.C. Batra having been officer in charge of navigational charts office of Indian Navy was an experienced navigator and managed things well by rerouting our ship. Mrs. Savitri Batra, Captain’s wife joined me in performing pooja with breaking of a coconut and praying to lord Varuna while our ship tossed like a leaf amidst cruel sea waves. On sixth day, fury subsided and sight of sea gulls brought immense relief to all on board. During our two months stay at Wilmington, we had an American family as good friends. We had met them during a Rotary meet there. Mr. and Mrs. Jerry Cooper exchanged visits and dinners with us several times. He had earlier served in the USA embassy in New Delhi for three years, relished Indian cuisine and admired Indian culture. Mrs. Cooper was a widely read and travelled lady. During the farewell dinner, we presented them on board their yacht a brass replica of dance deity Natraj. They also owned a cosmetics showroom located close to their spacious seaside bunglow close to the harbour. In return, Mrs Cooper presented me a set of ladies wig of matching colour and size. To ensure suitability of size she deftly adjusted the same on my head making it a perfect fit. Mrs. Cooper had served in a cosmetics institute of international repute for three years when in New Delhi. She insisted that I keep the wig on while
returning to my ship. I hesitated but on her insistence I agreed. No doubt now I looked different and certainly several years younger. I headed for my ship which was about two kilometers away along the jetty. It was about 11’o clock in the night with a clear sky. As we alighted from car, we saw the ship’s agent engaged in an animated discussion with the Captain near the jetty. The Captain asked my husband to join the discussions while keeping me free to board the ship. The Captain was about 30 meters away from us and was too busy to come near and greet me. I was not at all conscious about the change in my appearance and climbed up the ships gangway. The ship’s sentry on duty, surprised and a bit confused, stopped me and enquired about my identity. At that time there was no one else near the gangway while the argument was going on. Just then the ship’s Captain and my husband also joined in near the gangway. The Captain was confused to see a young lady trying to board his ship while arguing with ship’s sentry on duty. By now all had closed in and the Captain asked to introduce me to him. He was immensely amused and relieved to learn that the young lady facing him was no one else but his Chief Engineer’s wife whom he had known so well. It was decided to have a photograph taken of all those present on the scene at that occasion. The Captain and my husband suggested me to continue using the wig during the rest of the voyage. Later too, during random parties I continued to use the wig and this helped me to spring more surprises! I feel gratified to mention that Mr. and Mrs. Jerry Cooper again toured India with their children. A few years later they visited Tirupati and the Taj. I accompanied them during this visit while they made sure that I used the wig throughout. 2445, Phase-10, Mohali. Tel: 0172 2233445
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Family Pension V Adm AC Bhatia (Retd) Following the recommendations of the Sixth Pay Commission and the Government’s decisions thereon, there are still many issues regarding pensions of pre 1 Jan 2006 retirees, which remain to be resolved. For instance, the long standing demand for ‘One rank, one pension’ is uppermost on our agenda. These issues are being followed up by the services headquarters and exservicemen organisations and hopefully, will be resolved one by one! In this article I wish to focus on ‘family pension.’ Notwithstanding several anomalies and deficiencies, there have been improvements in the system as well as the entitlements of pensions which have brought much relief and satisfaction. If we were to do a comparative evaluation of the improvements that have been instituted by the Fifth and Sixth Pay Commissions, Family Pension certainly comes high on the scale. Senior veterans will recall that till implementation of the Fifth Pay Commission recommendations, the amounts of family pensions for both officers’ and sailors’ widows were abysmally low. After many representations it was in the 1980s that the Government appointed a ‘high level committee’ chaired by the then RRM, Mr KP Singh Deo. On recommendation by this committee, it was decided that no pension should be less than Rs 375 per month. Most family pensioners were covered by that ‘enhancement’ and were drawing that amount albeit with DA when the Fifth Pay Commission was constituted. The big change came after the Fifth Pay Commission recommendations were accepted. Entitlement of family pension was fixed at 30% of the minimum basic pay of the rank or 60% of the pension admissible to the officer/sailor. Further, there is no reduction on account of any shortfall in the length of service or period served in the rank. This came as a welcome relief in the lives of widows and gave them a life of dignity in their old age. Many found it hard to
believe that they would draw so much higher pension. It was in 1998, Mrs Soman, when informed that her pension had been enhanced to Rs 9000 pm is said to have remarked “Really, I have managed in so little all these years. It is such a relief.........” Certainly, many inputs must have contributed to this development. Services Headquarters and Civil Services had been projecting family pension as a priority area. Independent of the official projections to the Pay Commission, the detailed and protracted discussions and negotiations at various levels, however, I attended a meeting which significantly influenced the opinion of the Chairman of the Fifth Pay Commission. I knew Mr Justice SR Pandian socially when he was serving as a judge in the Supreme Court. He had been informed about his forthcoming appointment as the Chairman of the fifth Pay Commission, when we met at a friend’s place in early 94. When he learned that I had retired, he asked me to help him in his new job informally. He said he did not know much about the armed forces and wanted to learn about the men in uniform. I welcomed this suggestion and saw it as a useful informal channel to project the services’ point of view direct to the Chairman. During one of our meetings, the Chairman’s Private Secretary informed that senior representatives/ spokesmen of JCMs of fourteen major sectors of central Govt. employees had come to present a joint memorandum to the Chairman for his personal consideration. Justice Pandian requested me to assist him in this unscheduled meeting and asked his PS to usher in the representatives. Once seated, each one introduced himself and emphasized the (large) number of employees that he represented. For instance, “Sir, I am A, the staff side rep of the All India Railway Men’s Federation with a membership of 15 lakhs”; “Sir, I am B, the staff side rep of
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All India Defence Workers Federation with a membership of 5 lakhs”; and so on with reps of Telecom, Health and CPWD etc. Then the memorandum was ceremoniously handed over to the Chairman. Holding the bulky document, Justice Pandian said that being a judge, he will go through it word by word before forming an opinion but asked them to highlight some salient issues which he should keep in mind. Spontaneously, the one of the reps said, “Your honour, please look into the plight of the widows. There have been several reviews of pay and pensions in the past but widows’ pensions have been neglected. As a result, they remain dependent on their children and have a hard time in the evening of their life. Sir, the widows have no collective power of representation and have to suffer in silence”. May we urge you to take it up personally and if you can improve their lot, every other issue will take care of itself.”
Justice Pandian was moved and asked me if the widows of men in uniform were facing similar hardship. I could only confirm, mentioning the paltry figures of family pension of many cases that I could remember off-hand. Justice Pandian stated that the situation was not that bad in the case of judicial services and then addressed the reps, “I accept that this is an issue of high priority but why do you think it has not received due consideration for all these years?” Pat came the answer, “Sir, if you will forgive the impertinence, it is obvious that none of your predecessors could visualize his own wife as a widow.” The reps then left visibly satisfied and Justice Pandian said to me, “Well, let me assure you, I shall take up this subject as best as I can with the Govt.”
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GoA Here We Come Cdr Vikram Arab Tell me all, what u have done….? ‘tis been quite a while since u’ve been gone. Asketh my spouse, darling how have u been? How many pirates, hath thou seen? Fumbling with words, i ponder, shall i prattle the fact, Lo behold am wary about the official secrets act. Alas, every email reply goes similar, dreary and akin, “all ok, miss you and love you in a million”.
Patrolling somewhere in the arabian sea, Safely policing ships from point a to b! Work, feast, slumber and the morning run Are things we do, which is a lot of fun! Never does our mettle and fortitude become saturnine Salubrious and scrumptious meals keeps us fit and fine. Awaiting the advent of harbinger so eagerly, Betwa amasses accolades for the sword arm of the navy.
Midst of the “arabian sea, with all élan and refulgence, The tenacious torrent asseverates its resolve and ebullience. Determined to its task, proclaims foxtrot thirty nine Will establish its presence, proudly showcasing our ensign!
‘tis our onerous task, which we proudly serve, Charged and armed with josh, spirit and verve. Worry not dearie, ‘cos safely shall returneth thy, Make you proud and keep our flag always flying high.
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Minds quandary, thoughts surmising our return Destiny impasse, yet our screws ad infinitum churn. Stalwartly shepherding merchant ships in station Regular otrs palliate our privation. 127
Coping with ‘Zh’ in God’s Own Country Vice Admiral Ganesh Mahadevan The establishment of a Naval Academy at Ezhimala in Kerala seems to have kindled a fire, or rather, set ablaze a long-smouldering issue. For years, naval officers have battled with this terrible weapon that Malayalis and Tamilians have unleashed against the North Indian. This consists of the consonant u s u a l l y represented in English by the letters ‘Zh’ inserted in words and place-names by Keralaites, as in Allapuzha, Kozhikode and, for that matter, Ezhimala. As for Tamilians, they haven’t stopped at towns and villages. They have gone the whole hog. Their State, truth be told, is not Tamil Nadu, it is Tamizh Nadu.
generations of Naval Officers, the sooner we get to grips with this problem, the better it would be. Think of all those who would have to give pep talks and passing-out parade speeches! Many ruses have been tried out to cope with this problem. Some officers have completely avoided passing through towns with names like Moovattupuzha and Ambalapuzha, during their tenures at Kochi, to save themselves the torment. They stuck to places like Munnar. The British, though, were smart. When they got to Allapuzha, they dealt with this gordian knot on their tongues with m a c e d o n i a n decisiveness.
The Navy has somehow managed to live so far with atrocious pronunciations of Indian Naval Ship Kozhikode - like Cosy-Code and Kojhikode. Not too many guys noticed or bothered. After all it was only a lowly Minesweeper we were referring to. But with Ezhimala being raised as a cradle for future
“…… Alla-prhrr-what? In the name of the KingEmperor, we hereby replace those monstrous syllables by the letter ‘P’, and rename the place Alleppey !” But then, they could get away with such imperial brashness. They had political authority.
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Kozhikode got sorted out fairly early in history. Somewhere down the line an overseas explorer like Marco Polo, Ibn Batuta, or Afanasy Nikitin just dubbed it Calicut! However, once India became Independent, such alien influences and legacies of colonialism had to be thrown-out forthwith. Malayalees proudly restored the names Allapuzha and Kozhikode, and to add insult to injury, they labelled the entire place ‘God’s Own Country’! Tamilians, notwithstanding their known positions on Hindi, took a milder line. Dialectal diversities within Madras State allowed them to dilute the ‘Zh’ to ‘L’. ‘Tamil Nadu’ will do instead of ‘Tamizh Nadu’. Even the dreaded LTTE had to give up their battle cry for Eezham, and settle for Eelam instead. To be fair, there are naval officers from the rest of the sub-continent who have tried to cope bravely by twisting their tongues first this way, then folding it the other way furling it and unfurling it in smooth sequence, but it simply won’t come right. Finally most officers settle on terrible variations ranging from Easy-mala to Ejheemala. The smarter ones bypass the problem completely by calling it INA or Zamorin. It is difficult to understand why this has become such a vexed problem. The solution has been there on your tongues all the while! Most officers, especially those who are familiar with or profess American English actually use this sound every day. Let me explain. Englishmen (or non-rhotic english speakers) allow the letter ‘r’ to vanish altogether, especially when found at the end of a word or syllable,- as in ‘father’ and ‘mother’ - or if you are familiar with the International Phonetic Alphabet - ‘fa:ðə and ‘mʌðə.
The Americans decided to put the Brits in their places, and figured out a way to fondle their ‘R’s ‘lovingly, to give it that velvety texture that is represented in the International Phonetic Alphabet by the symbol ɻ, called the retroflex approximant. Try and pronounce the following in the manner of George Bush or Steve Martin:Row, row, row y’r boat gently down the stream, Merrily, merrily, merrily, merrily, Life is but a dream. This is exactly the sound that Malayalis and Tamilians invented centuries before them! (A fit case for an International IPR conflict!) Even Hindi speakers have unconsciously affected this sound for years - just try singing “…… Magar ai haseen….” exactly the way Shailender sang it in ‘Bobby’. It is available on Youtube. So don’t lose heart! Just stand in front of the mirror every morning and practice “Thodupuzha’, ‘Vizhinjam’ and ‘Vazhai pazham’ (banana or plantain in Tamil) five times a day and you will be on your way to eradicating this threat to national unity once for all. Seamanship is, after all, about mastering knots, bends and hitches - including those on your tongue! And in the worst case, just remember, if you pronounce the ‘zh’ like in ‘Doctor Zhivago’, or like the letter ‘s’ in ‘Pleasure’, you will be almost there, or as Jawaharlal Nehru would have put it - not in full measure, but substantially so. Now you can walk about Moovattupuzha with your head held high. After this, Ezhimala ought to be a push over!
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TLIs Ahoy! Captain Sunil David (Retd) Stepping on board the Mysore as a Cadet, it was not long before I realized that the Navy had a language of its own, with one of it dialects being Three Letter Initialisms (TLIs). It was actually possible to conduct an intelligible conversation with just TLIs, even though mariners are known to use four letter words with great alacrity. To begin with was the CTC (Cadets’ Training Cruiser), and the person who gruffly welcomed me on the gangway was the OOD (Officer of the Day). Very soon the CDO (Cadets’ Divisional Officer) had read out the Riot Act to what he considered the lowest form of marine life, and the DPO (Divisional Petty Officer) wasted no time in stressing his own importance in our moving up the evolutionary ladder. There was such a confusing cornucopia of TLIs in appointments and ratings - EXO, SEO, DLO, ASO, AEO, SCO, EWO, ALO, EMR, PRI, CBM, EAP, RPO, and ERA to name a few. Also perplexing was a myriad of strange sounding compartments on board - ASP, ECP, GDP, GDR, ADR, AER, MCR, EMR, TCR, ABR, FBR, PCR, MCO, etc. I will not labour to expand these TLIs so as to save key strokes as also to lessen the agony of the uninitiated trying to navigate through this article. My head swimming in the sea of TLIs, I was convinced that Scotty had beamed me onto a different planet, and it was several weeks before they actually started to make sense. Once I had got my sea legs, I wondered why anyone would ever want to refer to these TLIs in any other manner! Shakespeare’s discourse on a rose smelling just as sweet by any other name certainly did not apply to TLIs! After all, a brief announcement on the Main Broadcast: “SEO - ASP” was not just a complete sentence in itself, but a whole paragraph. It
not only meant that the Senior Engineer Officer must rush to the Aft Steering Position, but also implied that the technical problem in the ASP could not be managed by the team working there, and they needed the senior’s expertise. Going out to sea was again in the company of TLIs FXP (Fleet Exercise Programme), RAS (Replenishment at Sea), TFX (Torpedo Firing Exercise), NEX (Night Encounter Exercise), SAR (Search and Rescue), FPM (Force Protection Measures), ADX (Air Defence Exercise), AMD (Anti Missile Defence), WDZ (Weapon Danger Zone), OOW (Officer of the Watch), DLP (Deck Landing Practice), CQM (Chief Quarter Master), COT (Captain of the Turret), PNM (Pipe Noise Maker) and a host of others. While it is well known that names of warships are prefixed with INS (Indian Naval Ship), for tactical expediency their names too are compressed into threes - VBT (Vibhuti), KHK (Khukri), TSL (Trishul), MYS (Mysore), SHL (Shalki) and so on. Even the pennant numbers of ships and submarines come in an alphanumeric of three - D60, F20, K45, P49, R22, S22 etc. Mighty weapons on board ships, submarines and aircraft too fall in line - missiles are categorised as SSM, SAM & ASM, electric torpedoes as SET, and anti-submarine rockets as RBU. Gun nomenclatures take on a different hew, with numbers replacing the three letters, and being referred to as 230, 630, 190, 726, 176 etc. The TLI always welcomed is RPC (Request the Pleasure of your Company), which means that the originator of the message would be hosting you in true naval fashion. Acceptance is signalled as WMP (With Much Pleasure), and inability to attend as MRU (Much Regret Unable). After having partaken of decent wine
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and cuisine, it is customary to send the host a VMT (Very Many Thanks). In fact, the use of VMT extends widely to every situation imaginable. It often saved me the need to muster up eloquence of speech and brilliance of metaphor to give appropriate thanks. In command of ships, I sought calls on senior commanders with the traditional RTC (Request Time Convenient) signal. The senior signalled back WDS (Would be Delighted to See) suffixed with a DTG (Date Time Group). Always dreaded was the UCM (You See Me) signal from the Admiral indicating that you had incurred his displeasure for no minor misdemeanour. Such is the Navy’s penchant for TLIs that there is an NO’S’ (Navy Order ‘Signal’) cataloguing hundreds of TLIs to cover almost every conceivable scenario that one may come across. The Navy would not be the same without PLD (Pre Lunch Drinks). Most will agree that this practice, though dying in significance, has cemented the bonds of camaraderie in many a wardroom. I remember an electrical officer under training joining my ship as we were getting ready for a PMF (Practice Missile Firing). When quizzed about PLD, he could only reply, “Pre Launch Drills”. It was only after a copious amount of the golden liquid had made passage southwards through his gullet that his education in this regard was complete. In wardrooms it is not uncommon to find TLIs on the bill of fare. Breakfast wouldn’t be the same without BBJ (Bread, Butter, and Jam). Neither would the decision-making skills of officers remain finely honed without the stewards taking their ETO (Eggs to Order). Then there is the ubiquitous PPK (Papad, Pickle, and Kuchumber) to spice up lunch. And finally, after a hard day’s work one can always restore the tissues with a W&S (Whisky and Soda) or a G&T (Gin and Tonic). As a young officer, I was fortunate to serve under a fine Captain (later retired as Vice Admiral), who was well
known in the Navy for his gentlemanliness. He would often compliment a task accomplished with Very Nice, Excellent! It did not take very long for the JOM (Junior Officers’ Mess) to abbreviate it to VNE. Indeed, VNE even became the Captain’s sobriquet, and I hope he is not reading this!!! Otherwise, I’ll have to vanish OTH (Over the Horizon) whenever he sees me next! Even families are not spared when it comes to TLIs. One smart and dynamic lady known to be the repository of all the latest happenings in the Navy was christened ZBC (Z Broadcasting Corporation), where Z is the stand-in for her name, which I dare not divulge! A quarter century later she still carries the TLI affectionately. Then there is the breed of NOBs (Naval Officers’ Brats) who proudly take that TLI into their adult lives. My friends insist that I must plead guilty to coining EMK (Ek Masala Kam), a TLI often used to pull the hostess’ leg after what was otherwise a gastronomically delightful evening. For those not inclined to take this attempt at humour sportingly, I learnt to change it quickly to the more diplomatic Excellently Made Khana. Oftentimes, my instinct for self preservation would tell me to stick to the safer VMT, especially when I came close to being struck off the honour’s list. When I decided to swallow the anchor, I thought that I was bidding adieu to the world of TLIs. The feeling was short lived as I was handed over my PPO (Pension Payment Order) and informed that I was now an ESM (Ex Service Man), which has now been rechristened to AFV (Armed Forces Veteran). The treatise on TLIs could go on, with the resulting tome sufficiently voluminous to be a PHD (Doctor of Philosophy) thesis. However, I am constrained by the word limit imposed upon me by EQD (Editor Quarter Deck) - after all it was her extreme coaxing that galvanized me into putting finger to keyboard in the first place.
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As long as there is salt water still flowing in the veins, TLIs will remain an integral part of a naval officer’s lexicon as they break down many a communication barrier. One cannot escape TLIs no matter where you go - you start your commissioned service as a SLT (Sub Lieutenant) and when you reach the masthead you become CNS (Chief of the Naval Staff). The only ones uncomfortable with TLIs are those who delight
in using eight syllable words, and having lesser mortals scurrying for an Oxford Dictionary. But if you are a TNO (Typical Naval Officer) like me and know that good things always come in threes, it’s TLIs Ahoy!!!!
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The land-locked Voyage Mrs Dulcie Suresh Here are some reflections on marriage, culled from many years in the institution.
Don’t attempt to use it during a temper tantrum. Most gadgets are fragile.
Marriage is like a soup. You must put in the right ingredients to make it truly delicious. Too much pepper will bring tears to your eyes. Just enough salt will make it tasty. Always serve it hot. For when it cools you may not be able to stomach it. Remember to keep stirring all the time.
The marriage union can be compared to a book, often like a mystery thriller. New characters enter and depart. The plot thickens; you may have to consult a dictionary for the correct meaning of some of the words hurled. Give priority to the main characters. Watch out for the villain of the piece. Avoid reading the last chapter in advance. Treat the book respectfully and reverently.
It is often compared to a game of cricket. The teams must be equally matched. However no prior practice is necessary or advised. Generally considered a gentleman’s game, it often degenerates into violence and abuse. Beginning with two primary members, the teams expand to include friends, relatives and even acquaintances. The umpire is usually related to the teams. All attacks on caste and class must be severely penalized. Take as many runs as you can. Don’t always expect to make sixes. Try not to get bowled out. If you do, remain firmly on the pitch. Marriage has often been compared to a new gadget usually beyond one’s means. It brings much joy and excitement. Soon however it doesn’t work. It is advisable to read the instruction manual before use. Find out from other users all aspects of the gadget.
Finally, wedlock is like a long land-locked voyage into the unknown, a cruise on turquoise waters. There are formal dinners and deck dances. New customs and traditions will be assimilated. Different attitudes and friendships will change you. Watch out for sudden storms and seaquakes. You may have to retire to your cabin, skip meals and rest quietly till the sound and fury abate. The food that was so delicious in the early days gradually loses its taste. Shark fins and oysters no longer tickle your taste buds. The summer wine wanes. The laughter and games may weary you. Keep a look out for pirates. Finally when the ship docks and you come ashore you will yearn for sublime solitude and single blessedness!
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DECEPTION: Pakistan, The United States And The Global Nuclear Weapons Conspiracy Reviewed by Cdr V Viswanath author: adrian Levy & Catherine scott-Clark Here is another reason why weapons of mass destruction or their technology must not fall into the wrong hands. Deception is nothing less than a ‘detective pot boiler’. We may have heard of Black Marketeers of ration and liquor but in the present times there seems to be a new dimension of ‘Black Marketeers of nuclear weapons technology. The book rendered by the two world renowned and award winning investigative journalists, Adrian Levy and Catherine Scott-Clark, is a staggering revelation of how AQ Khan set up Pakistan’s nuclear program with the tacit support of USA. The book was drawn together with the help of a trove of official documents, but it was also based on hundreds of interviews in the United States, Pakistan, India, Israel, Europe and SE Asia. It is a compelling and complete story of Pakistan’s clandestine nuclear program. The investigation follows the trail of one man, Mr AQ Khan, who because of the loop holes of international laws and chronicle of moral lapses, failures and oversight on the part of consecutive US Governments spread his vast tentacles involving over nine countries. The book traces AQ Khan’s humble beginnings to being the ‘Father of the Bomb’ and his ultimate fall from grace being made a scapegoat. What is startling is that under the garb of making a butter factory and with a little espionage, AQ Khan could set up the fledging nuclear infrastructure for Pakistan. The fact that the entire government machinery backed him at every stage was even more worrisome. Over three decades despite being aware of the covert nuclear program of Pakistan, USA, Britain and some European nations had colluded to cover up this entire operation for their key ally of ‘America’s war on terror’. The author’s over twenty chapters interspaced with photographs have brought out with precise intelligence
sources the growth of Pakistan as an epicenter of global instability which raised capital and political influence by selling weapons of mass destruction to even countries like Libya, Iran and Iraq while giving shelter to resurgent Taliban and Al-Qaeda. I quote a paragraph from the book to highlight their level of investigation done, while writing this book. ‘The US’s private fears of a nuclear-terrorist plot, with Pakistan at its epicenter, heightened when the US-backed forces of Afghanistan’s Northern Alliance marched into Kabul on 13 November 2001, putting the Taliban to flight. Western intelligence agencies and journalists discovered trove of information on Al-Qaeda’s nuclear ambitions from offices previously used as Taliban ministries and safe houses. Most had been located in Kabul’s up market Wazir Arkvar Khan neighbourhood, where the Taliban had been in such a hurry to leave, surprised by the speed and force of the US-inspired invasion, that they had got no further than stuffing incriminating paperwork into black plastic bin bags, which had been abandoned in-situ. As soldiers and journalists combed the rubbish, they discovered that here had been a virtual campus, a terrorist university, much of it hiding behind official fronts, like a Saudi-financed orphanage that doubled as an Al-Qaeda explosives training department, where among the children’s books and ID documents were trip wires, explosives, grenades, a rocket and bomb-maker’s manuals.’ The book is thought provoking and tells countries to awaken to this illegal nuclear black market by strengthening our nuclear regulatory bodies and plugging loop holes of international nuclear trade. Though disarmament sounds like a distant dream, the fact that this ‘deception’ began with an ambitious young man who could not get a job should get our Governments thinking seriously in this direction.
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Everything Will Be Alright Reviewed by Lt T Jayanth Kumar author: Douglas Wallace For the millions of Americans who are born into poverty each year, nation bleeds a darker red, white and blue than the rest. The social constructs that push a human from baby to student to graduate to career are disintegrated like sandcastles on a beach by the tide. Impoverished children don’t see a world of possibility and grandeur, but a barren journey of struggle, where at any moment the rage of an alcoholic father, the threat of starvation, or whims of misfortune may pluck them off like vultures before they make it seven siblings who also clamoured towards adulthood under the threats of poverty. In his heartbreaking memoir, “Everything Will Be Alright”, he describes the journey that took him from a family who sometimes squatted in abandoned homes to now owning a twenty-acre ranch and being the head of a successful law firm. His book relates the dual face of the American dream, which is as bright and shining as it is dark and
treacherous. Wallace was born into a cycle of poverty that his parents were both from, and at first it’s the kind of poverty that no one can be content in. His mother collected government cheques from her previous husband who died in World War II and his father worked odd jobs. But, as their father descends into alcoholism the structure of his family soon collapses. Jobs become scarcer and the Wallace children begin to realize that their father is a violent monster who daily terrorizes their mother and refuses to feed his children. “Everything Will Be Alright” is the kind of breathtaking achievement that comes from watching a survivor cling to the smallest hope in a world awash with decay, and to have that hope rewarded. It is a remarkable and stunning memoir that demonstrates everything that’s right with the world and everything that’s wrong.
OUTLIERS: The Story Of Success Reviewed by Mrs Lakshmi Viswanath author: malcolm gladwell During discussions with a relative of mine who is a book worm like me, I discovered this ‘Gem’ covered in pristine white. The title made me wary as I thought it was one of those ‘Become rich in 100 days’ type of management books but I was proven wrong. Outliers meaning something that is situated away or classed differently from a main or related body is written by Malcolm Gladwell who is also the author of the bestsellers ‘The Tipping Point’ and ‘Blink’. He is at present the Staff writer for New Yorker. The book over nine chapters examines people from different walks of life from business magnates to sports
stars to scientists and reveals what they have in common that has brought them so much success. He, in this provocative book brings out that success is surprisingly simple and hinges on certain milestones which has a lot to do with their culture and how they have spent time growing up. He, analyses what is actually behind hugely successful personalities moving from Italy to Jamaica. The author is logical, convincing and has a lucid style of writing. The book is very well packaged and makes an interesting read which could change the perception to life.
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Remembering two wonderful ‘Fair and Lovelys’ Cmde MB Kunte (Retd) The passing away of Mrs Meera Batra and Mrs Sheela Bindra brought back memories of some old days in the Service when sports were quite predominant among our lady wives too. Both these wonderful ladies played tennis as well as golf. The former was quite prominent on tennis courts because Admiral Batra played too. Admiral Bindra didn’t. I particularly recall Cochin in 1960 when the Kerala Hard Court Championships were played in Ernakulam. Mrs Batra and Cdr Tralok Bakshi (a uniquely gifted ambi-dextrous player) won the Cup, Mrs Bindra and I had lost in the mixed doubles semifinal to a Malyali pair mainly because the male player just instructed his partner to stay out of the way as far as possible while he tried to score all the points! We adopted no such cunning strategy and lost fairly.
few years ago Mrs Bindra had an unfortunate mishap with her car in the driveway of her Defence Colony house. Her gutsy response was to not give up and so still tried to play as best as she could and enjoyed it until recently. Then ill health overtook her as it does to most ageing people. My wife and I played tennis regularly with the Batras often, but Mrs Batra gave up tennis after her partner, the Admiral, passed away. She, however, continued with her Bridge, having learnt it quite recently as did Mrs Bindra - I was a fairly regular addition to Meera Batra’s foursome but I recall playing with Sheela Bindra only once and remember her Bridge skills.
In later times in Delhi we all played golf at the DGC. A
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So a fond farewell, you wonderful ladies! May your souls rest in Peace.
Kovai Padur Express Cmde RK Dass (Retd) One could often see a blue high roof Maruti Omni with a sticker Kovai Padur Express in Coimbatore. Free lift was available to one and all between Kovai Padur and Coimbatore! The owner and driver being an elegant elderly gentleman with a hearing aid. It was none other then late R Adm Venkateswaran. My association with the R Adm and his wife started when I joined INS Agrani. He was then the President of the Nilgiri Charter of Navy Foundation and always had the good of the navy at heart. He helped Agrani with regards to the arrangements for the Navy Day celebrations and was single handedly instrumental in getting a large number of advertisements for the Navy Day Brochure. He also helped the establishment in the arrangements for the first ever
Naval Band public performance and concert at Coimbatore. The Admiral used to collect old/condemned sports equipment and get it repaired from his own pocket. The same was kept in his house and was available to all the street boys for use in the field near his house. The only stipulation being that they should have some foot wear. He probably saw a budding sports man in these boys and felt that engagement in games will keep them busy and out of harm’s way. An ace tennis player himself who regularly played doubles. May his soul rest in peace!
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Lt (P) Simon George Pynumootil Captain GP Philipose “Nor law nor duty bade me fight Nor public men, nor cheering crowds A lonely impulse of delight drove to this tumult in the skies I balanced all- brought all to mind The years to come seemed waste of time The years behind a waste of breath In balance with this life-this death.” -WB YEATS Many of you would have known our brother Simon (Mon to the family) some well, some maybe for a few meetings or maybe even a single meeting. So, here goes - a tribute to Simon George, as I knew him pilot, diver, horseman athlete, man of honour. I had found the above poem written in his hand, in a diary. Our father, (late) Air Marshal PS George, a fighter pilot, was stationed in Cairo from 1959 to 1961 as a Flying Instructor as the Indian Air Force was training the Egyptian Air Force at the time. Interestingly, his colleague, an Egyptian instructor called Hosni Mubarak has risen to great heights. Mon was born in Cairo on 23 Jul 1959, which is the ‘Revolution Day’ in Egypt. This marks the day the Monarchy was overthrown in 1952. Excited Egyptian colleagues asked that he be named ‘Gamal’, after Nasser! On that day, our Dad was leading a 50 aircraft formation in the shape of a Champagne glass over the Nile Corniche (the equivalent of our ‘marine drive’) as part of their parade. That night the whole city was lit up as if to usher in this really special baby into the world! Little did we know that he would stay on the planet for a fleeting period of just under 26 years during which he would LIVE each second of his life to the fullest! I am privileged to wear the same uniform/wings that my brother did and hence have encountered officers and sailors who served with him on his ships/Squadrons. A
surname like ours is difficult to remember and harder to forget! Hence it doesn’t surprise me any longer for a total stranger to approach me and ask whether I was related to SIMON GEORGE and to recount some special interaction he had with him. They were unanimous on his amazing spirit, grit, decency, professionalism and never say die attitude. His NDA year book of 1979 said it all -’galloped through to his tabs with decency as his stallion’. With Mon everything was in fast forward-his speech, mannerisms, the way he rode his bike/drove/played/swam. Almost as though he knew all along that he had a finite amount of time and so many things to do. He excelled in almost every sphere-having been at the top of his class at Lovedale and the top 3 of his course in the Navy. Mon spent five exhilarating years in the Navy he loved being a Qualified Pilot and Deep Sea Diver he flew, dived, fired his ship’s 76 mm guns, rode horses, commanded parades, played all games, in short he LIVED. ‘What matters is not the years in your life but the LIFE in your years.’ ‘Life is not about the breaths you take but the moments that take your breath away.’...are two maxims that he obviously took very seriously. Mon suffered from asthma attacks of varying severity. Far from deter him from physical pursuits it spurred him on to prove (to himself) that there was nothing he couldn’t do. He was a natural at everything-he picked up any sport in a jiffy. He never drank or smoked or shopped or watched movies unless he was dragged to a theatre. Mon loved his books (always had a book with him), his music and his outdoor pursuits. On a typical day he would play, swim, sail for hours after which he would consume some five bottles of a vile tasting flavoured milk called Energee!
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He lived in an ideal world and an ideal Navy and he shared every bit of information with me down to the smallest detail at each stage of his training/career. Hence when I followed him to the NDA/Navy after five years each stage was with a feeling of déjà vu. For instance he told me how it was so great to go out there on the parade ground and command 700 men - or to command an Honour Guard. Or, the thrill of standing a watch at sea or jumping off a bridge and swimming down the channel against the tide, to fire a huge ship’s gun, handle a boat or to wear a brand new uniform each day and feel proud as though it were the first time you were wearing these shining whites. So there I was all starry eyed when I stepped into this great service.... just after he died (I was writing my exams on completion of my sea training soon after he crashed.) I realised, that reality was different from the way he perceived things to be. Everyone dreaded all of the above things...no one volunteers to command parades or do any of the things he so readily took on. Was he a kind of modern Don Quixote fighting windmills in an imaginary world?? NO - I actually pity the rest of the world for not seeing things the way he did - for bringing honour, integrity and FUN with an almost childlike exuberance into everything that was considered mundane or passé. Flying was everything to him. He could draw or identify every known fighter aircraft when he was in Class 4. When he joined the Navy he could rattle off the entire check lists of the MIG 21 fighter (over 300 lines) which he had memorised from our father’s Flight reference cards. He had been selected for the Air Force but our Dad convinced him to switch to the Navy in the unspoken hope that he would not fly. Being a fighter pilot who had flown 45 different types of fighters he knew the risks involved. As fate would have it, Mon flew in the Navy anyway. On the night of 17 May 1985 he crashed into the ghats during a night flying sortie from Kochi after encountering severe turbulence. The R/T transcripts have his icy cool
voice say ‘(call sign) 134 experiencing severe turbulence in this area...’ God knows he would have done all he could to save the aircraft with all his will/skill..... sometimes you cannot win against the awesome and unforgiving might of nature. Our memories are unblemished - he will always be the dashing, boyishly handsome, super fit guy we knew. Our parents faced their loss with stoic dignity. My father, brother-in-law and I stood in our ceremonial Air Force, Army and Naval uniforms and saluted at Mon’s funeral which was with full military honours, to the lilting notes of the ‘Last Post’ played by the bugler. As a Sea Cadet I stood there unflinching, saluting the way he taught me, fighting back the tears - eager to make sure he was proud of me, his kid brother. I have often thought of the utter waste of an exceptional life all the years of school NDA-training to ride, dive, fly... all to nought? You first get very angry at the unfairness of it all. You curse the world for not standing still. You curse the people for laughing and playing and going on with their lives. You go into the ‘why me’ mode. All religions talk of each person coming to the world with a purpose. An elder once told me about how a foetus that dies in the womb also has a purpose......Then you treasure what you had. The countless lives he touched with his almost surreal aura make his 25 years worthwhile... In 1959 my Dad and Mom sailed into Alexandria on board the P&O liner ‘Strathenaver’. Fifty years later, on 19 Jul 2009 I entered the same harbour in command of 330 men on a Missile Frigate flying the tri-colour with pride - laying a wreath on the memorial to the ‘Unknown Soldier’ - calling on the Governor of Alexandria - hosting our Ambassador on board.... I sailed out on 22 Jul 2009, exactly 50 years to the day that my brother was born in Cairo. (23 Jul 1959). Thank you God......
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Late V Adm SM Gadihoke (Retd) Cdr Neil Gadihoke The Sea. Since it literally ran in his veins, it was what he constantly wanted to talk about, reminiscence and cherish. And understandably so, for nearly half of his life of 80 years, was spent in active service of the Indian Navy. Vice Admiral (Retd) Surinder Mohan Gadihoke, PVSM expired on 18 Nov 2010, after a short hospitalization at R&R Hospital, New Delhi. He is survived by his wife Mrs Shashi Gadihoke and his four children: Sabeena, Sanjeev, Seema and Sunil. He was preceded in death by his younger brother, Subhash, my father. My earliest memories of Tayaji date back to the early eighties, perhaps the first one being an evening spent huddled around the radio. He was the commissioning CO of Taragiri, and on the eve of the commissioning ceremony, his interview was broadcast on AIR. The excitement in our house was palpable, as in those preliberalization days, for a family member to appear on the Government owned Doordarshan or AIR, was a matter of great pride. During my formative years, I distinctly remember the family get-togethers at his well-appointed residences at New Delhi, first as a Rear Admiral at the NDC and then as a Vice Admiral in the capacity of Chief of Personnel. As a pensive adolescent, I was fascinated by his lifestyle that I found charming, to say the least. But in equal measure, I was intrigued by the man’s humility and unassuming nature. Despite the perks that his high status in service accorded him, Tayaji remained the quintessentially modest officer. I was however, at that stage of my life, more inclined to noticing the ‘razzmatazz of rank’. From a teenager’s point of view, especially one who had grown up in a civilian set-up, leading the life with all the trappings that come with being a Flag Officer was a ‘big deal’ - with those resplendent bungalows, cars with flags and stars,
dashing uniforms with shining medals, the polished expression, stylish company and all those lackeys fussing over you. This, in major part, inspired me to opt for the Navy, and I joined the NDA in 1986 as a seventeen year old. It was much later that I would come to comprehend that it takes more than three decades of unremitting hard work to make good on those aspirations! Admiral Gadihoke retired in 1988 - a good two years before I was commissioned - with his last posting being a long innings as the Chief of Personnel. However, the family surname (rare and conspicuous as it is), ensured that I got identified as his nephew at every possible twist and turn of my career. At every step I would hear abounding praise from senior officers, on “Gadi’s” qualities of compassion, immense composure and extreme candour and sincerity. The knowledge that I had to live up to his reputation was a daunting proposition. I also came to know of his nickname “Sutta Gadihoke”, bestowed reverentially by his ship-mates, in recognition of his legendary nicotine consumption. At those moments, memories would wind back to my childhood, to his visits to our residence in Janak Puri, and how on completion of his visit of even a few hours, we would count the disproportionate number of cigarette butts in the ashtray and report to our father on how his elder brother was a “bigger” chain smoker than him. Combine this with his perennial fondness for the evening drink, and you are ready to debunk the theory that smoking and drinking cut down one’s lifespan. That tayaji lived up to the ripe old age of eighty, is a ringing vindication of the time-honoured aphorism of living in the moment and leaving the rest to fate. His visit to Kochi as the Captain Commandant of the Executive branch, a few years after his retirement, was
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a memorable moment for me. I was undergoing the Sub Lieutenants’ training at Kochi, and was part of the audience that he addressed at his alma mater, the ASW School. Professionalism and dedication, without concern for career progression, were the virtues he urged the young officers to imbibe, quoting his own example. In the same lecture, I clearly remember the Admiral narrating wistfully his tale of nostalgia, trigerred by a drive earlier in the day, past Kochi’s ‘Harbour Terminus’ Railway station. It was on a sultry afternoon in 1948, as a tired, nervous but enthusiastic eighteen years old, when he first stepped onto this station, after a long journey from the north, where the country was still recovering from the trauma of partition. For him, getting selected in the Navy was a feeling of pure exhilaration and a moment of pride. Being the eldest child of a family of modest means, he recalled, there was additional pressure of having to quickly establish himself. As he reported to the Naval Base at Kochi for the induction formalities, he reminisced, how awestruck he was, watching the sea for the very first time: a sight that he would then get bound to and behold for the rest of his life. “Even in my most outlandish dreams”, he said “I could not have imagined that I would rise to the rank of a Vice Admiral one day”. But as the ensuing years melted into decades, he worked ever harder, also enjoying to the fullest the moments of fun and enjoyment that Navy life afforded him. What perhaps did it for him was, in his words “the avoidance of oneupmanship; and freedom to let destiny play itself out”. In hindsight, I see the profoundness of his words when in 2004, as I was selected to undergo the overseas staff college in the United States, his message to me was crisp: “You have made me proud, but do not rest on your laurels, keep up the grind and enjoy the ‘journey’ without bothering about the ‘milestones’. As life speeds by, the accomplishments will happen on its own.” In the subsequent years, he would keep checking on my progress and would always have a word of advice on how to function at the Naval Headquarters. As I write
this tribute, I am only too aware, that this is also the period in which I was guilty of not meeting him as often as I would have liked. It is profoundly ironical for one to remain engulfed in the rut of daily life and dousing one’s own fires with little time for those near and dear. And then to express grief and sorrow in tributes written after their departure! Vice Admiral S M Gadihoke led a simple and fulfilling life. My personal experience states that those who knew him always held him in the highest regard and esteem, both for his human qualities and his professional dedication, and articulated his virtues, long after his retirement. I have no doubt that I speak for the entire naval fraternity when I say: ‘We will miss him!’ But the loss to his bereaved family will be immense and their sorrow irreparable. I pray to the Almighty to grant eternal peace to the departed soul and give strength to the family. As we attempt to come to terms with his departure, we cannot but help wonder about his next journey. To this end, a maritime analogy comes to mind: “A ship sails and I stand watching till she fades on the horizon. And someone at my side says: She is gone. Gone where? Gone from my sight, that is all. She is just as large now as when I last saw her. Her diminished size and total loss from my sight is in me, not in her. And just at that moment, when someone at my side says she is gone, there are others who are watching her coming over their horizon and other voices take up a glad shout -There she comes! That is what dying is. A horizon and just the limit of our sight! Lift us up O Lord, that we may see further” As the almighty plans his next innings, it will probably be in the vicinity of the place that was closest to his heart his ‘adopted home’: The Sea.
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A Sounding For Amrendra Lt Cdr Yogesh Athawale Hydrographers are the professional ‘pathfinders’ of our Navy and many a navigator will confess harbouring a silent admiration for the surveyors at sea who frequently venture in forlorn and uncharted waters to take meticulous ‘soundings’ and observations that finally appear as detailed charts onboard ships and submarines. The perseverance and grit displayed by the hitch-hiking surveyors and their boats often goes unnoticed and unseen because they work out of sight and occasionally venture where no man has been before. In many cases this effort is not without danger as the weather and sea could make things perilous for the surveyors who often operate in detached survey boats away from their ships, close to shoals, reefs and rocks. This piece is a tribute to one such brave surveyor, Amrendra Kumar Sharma, Leading Seaman, Survey Recorder of INS Investigator, who lost his life accidently in a far corner of the Indian Ocean, near a reef in Cargados Carajos shoals of Mauritius, while engaged in surveying duty as a part of Indo-Mauritian cooperation in the field of Hydrography. Cargados Carajos Shoals (also known as the Saint Brandon islands) are a group of about 16 small islands and islets on an extended reef in the Indian Ocean located about 250 nautical miles northeast of Mauritius. In March 2008, INS Investigator was engaged in a survey task of these islands which were last surveyed by the Royal Navy in the early nineteenth century. As is characteristic of the tropics in the Southern Hemisphere between November and April, a tropical depression was looming in the region, resulting in choppy seas and an ominous weather lookout. Amrendra was a crew of a Survey Motor Boat ‘SIMHA’ deployed by Investigator to survey the reefs of St Brandon Islands. The SIMHA was operating off the east coast of the shoals, an area which had remained uncharted even during the Royal Navy survey of 1846, the special note on which proclaims “This eastern coast was sketched by
Lieutenant Mudge in 1825 by boats which penetrated from the western side among the reefs, as no vessel could venture to approach its seaward face”, indicative of the onerous responsibility which SIMHA and its crew were entrusted with. On 11 Mar 2008, at about 1645h, undeterred by the perilous weather conditions prevailing, Amrendra was engaged in taking a hand lead line sounding, when a large wave came and crashed against the boat, momentarily rocking SIMHA violently and nearly toppling everyone overboard. The next moment Amrendra was gone. Even as his mates onboard gathered their wits, the Coxswain ordered a lifebuoy and a lifejacket to be thrown for Amrendra. The SIMHA had by then moved away from the spot where Amrendra had fallen overboard and when she turned back, there was no sign of Amrendra. A frantic search ensued, with other survey motor boats and the ship’s Chetak helicopter joining in at a scramble. In good time the Maritime Reconnaissance aircraft of the National Coast Guard of Mauritius were also dispatched from the main island to join the search. The boats of the local NCG post at St Brandon also pitched in. An intense search went on for almost seven days till an approaching cyclone forced the ship to clear the area and also kept the aircraft away. A lifejacket and a tattered uniform shirt were recovered during the search but there was no trace of Amrendra. The sharp coral reefs of Brandon are home to deadly sharks and barracuda. Amrendra was gone forever. Amrendra’s sacrifice did not go in vain. His ship successfully completed the survey task of an area which had remained unsurveyed for almost two centuries. Naval sailors frequently serve as the foot soldiers of India’s foreign policy, undertaking missions and tasks that leave indelible impressions on the beneficiaries. The Indian Naval ships that rushed to the relief and succour of countries affected by the 2005 Boxing Day Tsunami are still remembered fondly by the distraught communities
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which received timely assistance. Amrendra was only continuing the legacy of his compatriots and comrades-inarm who have shaped a positive image of the Service and the country through their benevolent efforts. A Memorial for Amrendra at St Brandon built by the crew of INS Investigator After the incident, Amrendra’s ship left behind a detached survey team at Raphael Island, the only inhabited island of Cargados Carajos Shoals. His shipmates built a small memorial for him near the Coast Guard post on the island. The modest ‘Amrendra Smarak’ stands as a testimony to the supreme sacrifice made by a naval sailor on a distant
shore, while serving his nation’s cause of friendship and cooperation. Every mariner who goes to Raphael Island visits this memorial and bows his head in the memory of Amrendra who gave some best moments of his youth to their safety. It will be befitting the tradition of naval hydrographers if a shoal, a reef or an islet in the new chart of St Brandon Islands is named in the memory of Amrendra. Those who habitually go out on the high seas will agree that an Amrendra Reef on the chart would be a great honour and a lasting tribute to the departed surveyor who represented the boldest of India’s pathfinders.
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Tribute - Cmde BN Thapar Vice Admiral IJS Khurana Commodore Bishambar Nath Thapar would have celebrated his ninetieth birthday on 1st January 2011, but that was not to be. He was contemporary of Admiral Ronald Lyndale Pereira, our erstwhile Naval Chief among others such as Admirals EC Kuruvilla, SH Sarma, RKS Ghandhi, Kirpal Singh, Swaraj Prakash and Commodore Satinder Singh Sodhi, all part of the Royal Indian Navy then. By naming these officers, I wish to highlight the cremede-la creme, list of our ancestors in the Navy who were the illustrious staff officers who provided full back-up to the more senior flag officers who led the Navy post Independence. It is time that we carry out soul searching what officers like Bishambar became a part of our glorious history. We must recall the contributions by him and his colleagues towards development and consolidation of the depleted Royal Indian Navy. Officers of this era were the work horses when the more senior officers needed their assistance in planning for the future. The Navy that we have inherited owes in no short measure to the hard
work put in by them. The naval fraternity of today basks in the glory set up by them. We need to dedicate our appreciation in their honour. Bishambar was great communicator in the real sense of the word and this he did with great aplomb at all levels. On a personal note, I was his student at the Defence Services Staff College, Wellington in 1963. I learnt a great deal of staff work from him. It was being constantly hammered into us that the solution to be produced by us must be workable and practical. I can never forget his telling us that the "Best" is the enemy of 'Good Enough'. I had the fortune of again serving under him as the Fleet Administration Officer; with him being the Fleet Operations Officer in 1965. Thapars are a great and well knit family. Unfortunately Savitri, his wife passed away earlier. I hope Manju, Sushil, Mala and other members of the family follow the high ideals that Bishambar has set for them. He was a great human being. May his soul rest in peace. Adieu!
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Obituaries The Navy Foundation deeply regrets the demise of the following retired naval officers and wives and extends heartfelt condolences to their family members:= 75223-K
Surg RAdmNN Katariya
Smt Swatantra Katariya 01 Dec 09 D-990, New Friends Colony New Delhi - 110065
= 00410-F
Cdr Trevor H Chowfin
Smt Christine H Chowfin 12 Dec 09 264, Sunrise Colony Jairam Nagar (Behind NSD) AP Dabolim PO Goa - 401801
= 01790-T Cdr KJ Singh
Smt Sangeeta Singh
22 Dec 09 6, Mehrabad 1/594, Bhulabhai Desai Road Mumbai – 400026
= 50004-W Cmde PK Sinha
Shri Prasanna Sinha
25 Dee 09 A-93, Chittaranjan Park New Delhi
Smt M Toyaja Rao
05 Jan 10
B-242, Sainik Puri Sainik Puri PO Secunderabad – 500094
= 00101-B Cmde BB Yadav , MVC
Shri Narendra Yadav
23 Jan 10
G-40, Sector 39, NOIDA – 201301, Uttar Pradesh
= 00629-B Cdr VK Mehra
Smt Rachna Mehra
09 Feb 10
D-161, New Rajinder Nagar New Delhi – 110060
=
Cdr M Eswar Rao
Smt Gurbachan Sandhu 15 Feb 10
C/o Brig HS Sandhu Eagle Hunter Solution Ltd B-211, Okhla Phase-I New Delhi - 20
= 01364-Z Cdr HS Ahluwalia
Smt Jyoti Ahluwalia
15 Feb 10
139, Phase III, SAS Nagar Mohali (Punjab)
= 86804-T Lt Cdr
Smt Kochu Balan Nair
16 Feb 10
Sathya Sadam, Akalur PO Ottapalam Taluk, Kerala – 679302
Smt Janaki
21 Mar 10
27B , Defence Colony Indira Nagar, 2nd Stage Near Axis Bank Bangalore – 560038
= 75058-K Surg Cdr Amritamoy Mookerji
Smt Mandira Mookerji
27 Apr 10
146, Kankulia Road Near Gol Park Kolkata – 700029
= 75121-B Cdr PS Hulyakar
Smt Suprabhat Hulyakar 05 May 10 46, LILAC, Godrej Sky Garden, Takka, Panvel – 410206
= 00335-K Capt Ravi Khanna
Smt Amarjit Khanna
12 May 10 N 45A, Panchsheel Park New Delhi -110017
= R6001-H Capt Ram Pratap
Smt Kailash Pratap
23 May 10 2-C, Lohatse Building Ruia Park, Mahatre Marg Juhu, Mumbai - 49
= 75081-N Cdr Virendra Nath Sharma
Smt Shailja Sharma
24 May 10 91, Prakash Nagar, Navlakha, Indore Pin – 452001
= 41225-K Cdr N Raghuram
Smt Shamla Raghuram 14 Jun 10
=
=
Cdr Sohan Singh Sandhu
Surg VAdm G Kuppuswamy
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Flat No. 15, Plot No.4, Royal Villa Apartments 4th Main Road, Kottur Garden, Kotturpuram, Chennai – 600085
= 40119-B Cdr SK Singh
Smt Vijay SK Singh
15 Jun 10
B-381, Indira Nagar Lucknow, Uttar Pradesh
= 60076-K Lt Cdr MM Krishnan
Smt Sumithra Krishnan
17 Jun 10
C/o Col Ravi Shanmugam 145, 4th main, Defence Colony Indira Nagar Bangalore – 560038
= 50067-N Cdr SR Deshpande
Smt Pushpa Deshpande 17 Jul 10
Pushpa Vihar Housing Society Bldg No. 2, Flat No. 2 Near Colaba PO, Mumbai – 400005
= 00737-Z Capt David J Guido
Mrs Shirley Guido
C/o Mrs RM Peris, 301, Atur Terraces Cuff Parade, Colaba Mumbai - 400 005
= 40151-A Cmde Manohar K Banger
Smt Shreelatha Banger 10 Sep 10 11 Seagull, 21st Road Khar (West) Mumbai – 400 052
= 00219-Y Cdr MD Sethuraman
Smt Lalitha Sethuraman 16 Sep 10 24, Temple Road, Jawahar Nagar Chennai – 600 082
= 00057-B Cdr BS Rekhi
Smt Kulbir Rekhi
= 00030-T Cmde BN Thapar
Capt Sushil Kumar Thapar23 Sep 10 C/o Dr Anil Jolly B-120, SFS Flats Sheikh Sarai, Phase-I, N. Delhi -17
= 50205-A Cmde RU Nair
Smt Prabha Nair
23 Sep 10 BHUVANESH, TC 13/200 PRA 115, PV Lane, Munnumukku Pattor Pettah Trivandrum -695 024
= 75051-W Surg Capt Jagjit Singh
Smt Jagjit Kaur
14 Oct 10
C-559, New Friends Colony New Delhi -110 065
= 75072-T Surg Cmde Suranjan Mukherjee Smt Jayasri Mukherjee
26 Oct 10
A7, ALKA, IInd Floor 59/2B, Pratapaditya Road Kolkata-700026
= 60073-B Cdr SP Dutt
Smt Roma Dutt
08 Nov 10 B-108, Chittaranjan Park New Delhi
= R 83929Y Lt Cdr Suresh Chandra
Smt Saroj Chandra
11 Nov 10
= 000342-A Cdr Dilip Chaudhuri, NM
Smt Ashoka Chaudhuri
19 Nov 10 1-B, Kumudini Apartments 1st Floor, 1/1 Dover Lane Kolkata – 700 029
= R 0187F Cdr Prakash Vasudeva
Smt Sarojini Vasudeva
25 Nov 10 D-224, Defence Colony New Delhi – 110024
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12 Aug 10
18 Sep 10 C-16, Nizamuddin East New Delhi - 110 013
403, Karlton Housing Society Hiranandani Estate Ghod Bunder Road Thane (W) Maharashtra 400 607
The Dustbowl Called AMBOSELI Mrs Padmaja Parulkar-Kesnur INTRODUCTION An African elephant looming large framed against the spectacular snow-draped mantle of the majestic Mt. Kilimanjaro describes Amboseli best. Amboseli, which literally means dustbowl, is the second most popular wildlife safari destination in Kenya after the world-famous Maasai Mara. Much smaller than most national parks in Kenya, Amboseli boasts of the Big Five and offers better sightings, precisely due to its manageable size. The book, “Elephant Memories”, which is considered a landmark in elephant research, today, came about as a distillation of author, Cynthia Moss’ 13-year-long work in this park. Bustling zebra and wildebeest traffic and the sight of lions sleeping soundly lost to the world of gawking tourists are among the numerous firsts I witnessed in Amboseli National Park, but the scene that will stay with me forever is something else: a long-shot of lumbering herd of elephants with young ones in tow cutting through the simmering heat of the dustbowl in search of water. These elephants would have to walk for miles to get to the receding water sources and they would have to do it as fast as the pace of the youngest calf. We, who simply reach out for bottled water to soothe our parched throats or a can of coke to wet our lips in the middle of nowhere, cannot even begin to imagine the elephants’ predicament. The poignancy of the scene lay in the realization of that harsh reality of life in the wild. As the herd approached our vehicle the calf buckled under sheer exhaustion and lay down to rest: the clan simply stayed put in some sort of protective formation. They stood still and we waited with bated breath (our cameras whirring), for what seemed like an eternity, to see what would happen next. As my son interpreted the scenario, the calf that was resting was the unlikely king, and the family of adults, the servile subjects who had to wait it out. It seemed as though the earth had stopped spinning and
that instant was IT… for the elephants there was no past, no future; the essence of existence was the present moment. The elephant herd would pause for as long as it would take the calf to regain its energy before resuming their long march. We, however, had to move on so as not to cause a traffic jam on the narrow dirt track and had no way of knowing the fate of the calf or of the herd. But, possibly, the entire family would have had to go without water for longer than their tolerance threshold; or perhaps I am underestimating their patience and endurance. The sight of an imposing lone tusker is worth more than a pride of lions and we were lucky to see one at a distance near the Olokenya swamp. The hulk, his tusks tending to ground, emerged out of a thicket like a chimera. Surprised or simply gauging our mood as we were trying to sense this he stood there looking directly at us. From that distance we could feel his brute presence, a colossus striding the earth like royalty. Suddenly, contrary to its nature, it darted into nearby bushes and simply vanished before our eyes. It was as though the mask had fallen off his face and the blinkers off mine as I realized how vulnerable that lone ranger was. No companion, no family,
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no herd - a persona non grata eking it out in an unfriendly world. Despite the underpinning action of the predator and the prey, the Savanna, paradoxically, is a quiet place. At the very outset, as you enter any park or the outskirts you see little action or even little life making you impatient that you may not see any game at all. All you are greeted with is the dusty track, dry wispy grass, stones and bones littered about, the latter suggesting furtive and furious activity, but no sign of life - and no sound or sounds, whatsoever. ‘The dry Savanna of summer resembling a desert is deserted’, you may be forgiven for thinking. And then… you see some game, a few zebras here, a few wildebeests there, and as your eyes get trained to pick up the tangible shapes you find them in ever-increasing density and in profusion as far as eye can reach. As the afternoon sun winds down towards day close you come face to face with a legion of wildlife, stretched end to end of the sprawling landscape. There are elephant herds mingling with browsing zebras and wild buffaloes with the hitch-hiking oxpeckers and cattle egrets. It is a mela without an accompanying background score. That is the thing that hits you hard about the Savannas. Though bursting with life there is no murmur or a whisper. Two juvenile Thomson’s gazelles indulge in play fighting, locking horns, in silent mode. Elsewhere, a wildebeest baby is ambling along trying to keep pace with the mother without a whine or whimper. Even when alarmed, the animals simply tend to buck and run but no frightened noises; there is dignity in every action and emotion.
Our first two trips - one to Tsavo, the biggest park in the whole of Africa, and the second one to Nakuru - drew a blank where lions were concerned, but luck favoured us at Amboseli, most unexpectedly. After the morning’s safari of spotting all sorts of animals and birds, wildlife fatigue was setting in. To add to the plight we were lulled into lethargy as there was no sign of life for a stretch and if it were not for a friend’s keen eye, we would have missed the two supine figures camouflaged in the dry grass, completely. Napping by the side of the tour track lay two full-bodied male lions dead to the world. We waited willing them to wake up and raise their head to get that perfect portrait, but they did not budge. The only movement was the gentle heaving of their breathing bodies and twitching of noses. The driver-guide got onto his walkie-talkie to convey the coordinates of the lion to others of his ilk as was the procedure in the parks and soon traffic began to build up and our turn was up. Of the Big five, we have seen four by now, lions, buffaloes, elephants, and rhinos, but the leopards eluded us. Leopards are the trickiest to spot for they camouflage very well and are quite shy. Of the Big Five, the African wild buffaloes are the easiest to spot as these animals roam in herds and mixed groups or singly. I found myself willy nilly comparing the wildlife here with that in India, as India is perhaps the only other country that can boast of such rich and varied wildlife, and a curious thought struck me. In India, over a century now, the elephant and the wild
Something brownish-grey moves in the grass of similar hue; someone says it’s a lion and everyone hopes that it is. Binoculars come out and even the telephoto of the camera is tweaked to ascertain the identity of the animal. As the tourist van pulls up closer three plump warthogs take to heels with their tiny tails upright in air! The scene provides comic relief and humbles all tourists whose single most aspiration is to spot the lions. You may see hyenas and an odd fox or jackal but it is the ‘biggest’ of the big five that you are seeking. 148
buffalo have been tamed and domesticated; not so in Africa. I am told that unlike the Asian water buffalo, the African variety is not docile, and is often unpredictable. It is one of the most dangerous animals of the Savanna.
The Savannas revealed another unique facet in the birds it sustains. For the first time, I saw birds - the size of small mammals - walking tall on the ground even as we saw the usual arboreal ones such as the starlings and eagles. From afar, the ostrich presents itself as a surreal vision of a charcoal black chunk wading in mid-air. The Maasai ostrich, called thus for its tall lean-mean look, is truly gigantic and can be spotted from a distance. Every child is familiar with the ostrich and its features but to see it in the wild is something else altogether. The “lifer” moment came when we spotted the Secretary bird. I learnt that this blue-grey bird with its unique head plumes, which look like “quill pens behind a secretary’s ear” (hence the name!), can fly but prefers to keep its feet on the ground.
grey-crowned cranes are very colourful and elegant creatures, indeed. The icing on the cake, literally and figuratively, of this visit to Amboseli was the view of Mt. Kilimanjaro with its famed snow-capped mantle. For most part of the year, the peak remains mysteriously hidden behind a shroud of clouds and you have to be really lucky to get your eyeful of it. On the second day of our visit, as we set out of the lodge to embark on our safari, we saw the Kilimanjaro’s flat-topped crater dripping rivulets of snow much like the creamy icing on a cake. Ernest Hemingway enshrined the legendary mountain through his work, the anthology of stories titled: “The snows of Kilimanjaro”. Much before that the early explorers were ridiculed when they simply suggested of snow on mountains in the African country straddling the equator! It is fascinating to note that Johann Rebmann, the first European missionary and explorer who saw Kilimanjaro with its snow cap and documented it, found himself ridiculed and abused by scholars and scientists of the day! A hot air balloon scouring the topographic etchings and terrestrial life off Kilimanjaro would be an ideal safari indeed! Some day…
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My day was made when I got the perfect photo opportunity as a crane couple (the grey-crowned one) walking in step suddenly halted, faced each other and gave a beak-to-beak peck. I had heard of the cranes’ monogamous nature, but here I got to see a “couple very much in love”. The 149
A Journey into Scandinavia Mrs Yamuna Govindan We picked Scandinavia as our holiday destination this time. Strangely I have had people in several parts of the world ask me where Scandinavia is. Firstly Scandinavia is NOT one country…… it’s a both historical and geographical region centered around the Scandinavian Peninsula in Northern Europe. Yes, it’s that part of Europe that does not figure in the regular tour destinations often offered by Thomas Cook or SOTC. We were lucky enough to track (on the internet) an excellent tour planner, an Indian, Rajiv Oberoi based in Stockholm who gave us the best deal and the most enjoyable itinerary to help us see what was most interesting in the region in about 12 days.
The next morning we took a sight seeing tour ride around the city. Helsinki’s symbol is the Lutheran Cathedral (Tuomiokirkko) painted white with a large green dome and four smaller domes. This church stands in the heart of the city and was originally built as a tribute to Nicholas I, Tsar of Russia and during the Russian regime was known as St Nicholas Church. The painting at the altar which originally was a colourful one of Christ with children was replaced with the present one which is a dark and rather gloomy one showing Christ being lowered from the cross. Though a popular tourist attraction, the church is still used for regular worship services and weddings.
To cover the details of a trip to four countries in a short article will not allow me to do justice to all….so here I will choose to speak about just the capitals of Finland and Sweden.
One can see a lot of Russian influence in the architecture of most ancient buildings in Helsinki. Not far from the Lutheran Cathedral is the Uspenski Cathedral. Also built during the Russian rule and designed by a Russian architect, the church stands on a hillock and catches the
Helsinki is one of the world’s northernmost capitals and has a lengthy winter from Oct to April. We flew into Helsinki on a bleak autumn afternoon in September…… it was windy and chill but we were charged and ready to see what the city offered. At the Scandic Grand Marina Hotel, we picked up our Helsinki Cards (explained at the end) and set out. A twenty minute ferry ride from the Market Square took us to a sea fortress at Soumenlina (Castle of Finland). It’s a 250 year old Fortress built during the Swedish era as a maritime fortress and a base for the Archipelago Fleet. It is built on a cluster of rocks and consists of an irregular network of bastions. Later in the Russian Era, it was a lively garrison town and during the First World War it was extended further into the sea. This fortress is now included in UNESCO’s World Heritage list. Soumenlina comprises six islands and covers about 80 hectares of land and also houses Finland’s open prison, in fact the repairs of ramparts, walls and buildings is carried out by the convicts. The Naval Academy is situated on one of the islands. 150
eye with its large central green steeple and gold onion shaped dome that is supported by four granite pillars. The church has 13 smaller golden onion domes to represent Christ and his apostles. As the largest Orthodox Church in North-western Europe, it impresses one with its deep red brick walls and many domes. At the Sibelius Park & Monument one comes across an unusual monument. When it was decided that the famous Finnish Composer Sibelius should be commemorated with a monument, several sculptors came up with ideas. After much debate and deliberation Eila Hiltunen was chosen to put her idea into form. Her work consists of about six hundred metal tubes, welded to superficially resemble an oversized organ (though Sibelius never composed organ music). The Monument weighs about 30 tons and stands about 8.5 metres tall. Installed in 1967, ten years after Sibelius’s death, the monument shows no sign of aging or corrosion. Its silvery pipes reflect the change of season and light, echoing bird songs in the park and resonating furiously during a snow storm. People walk below it and touch the pipes and pose for pictures in front of it. Few critical locals feel this is just a gimmick to draw tourists and actually has nothing to do with Sibelius who was better known for the music he composed specially the Finnlandia hymn. However the Monument stands as a symbol of a genius musician and the efforts of a talented, creative sculptor who added another piece to the park known as the Face of Jean Sibelius also cast in stainless steel. The Sibelius Park is the venue of many events and one of the green lungs of Helsinki city.
and overlooks the market place. In the early 19th century, a salt storehouse stood in the place of this building which is now the official residence of the President of Finland and also houses the offices of various government agencies. The City Hall with its pale blue façade dominates much of the market square and was once used as a hotel in the early 1800s and later as a hospital during the First World War. The Parliament building or the Eduskuntatalo almost resembles a classical Greek temple, due to its many grand columns and steps. The Opera House in Helsinki is a modern state-of- the-art building designed to seat about 1300 people. Operas have been staged in Helsinki for over 120 years and the tradition continues in the beautiful and modern Helsinki Opera House. One can book tickets online from most countries around the world ensuring your seat for a show well before you land in Helsinki! Our Finnish friend Virva Haltsonen insisted on showing us around a bit too. The biggest department store among the Nordic countries, Stockmann, established in 1862 is something the Finns like to show off. Also enjoyable are the tram and bus rides around the city because what one can enjoy the most apart from the view, is the absolute absence of crowds and the ease with which you can find yourself a window seat! From Helsinki we got on one of the Viking Line cruise ships that took us on an overnight journey to Stockholm,
Our next stop was the famous Temppeliaukio Church also known as Rock Church because it is built inside a block of massive granite. Natural light brightens the interior through a glazed dome. Because of its superb acoustics, the church is often used as a concert hall. The rough, virtually unworked, rock surfaces of the walls within the church is the reason for the excellent acoustics. The Audio city tour is really worth it and covers the Presidential Palace which is located close to the harbour 151
Sweden. We were so engrossed in sampling the fabulous on board entertainment, that we hardly got a chance to luxuriate in the lovely upper deck cabin before the cruise ship entered Stockholm harbour. The approach to Stockholm harbour is breathtakingly beautiful. It is well worth getting a good seat in one of the viewing lounges to watch the archipelago go by during the few hours it takes to reach the city after you leave the Baltic Sea. Stockholm is the biggest city in an archipelago of more than 24,000 islands, many of which are sparsely populated. The capital city alone spans several islands. It is one of the most visually appealing cities you will ever find. It has the world’s highest concentration of museums, including the Nobel Museum. It’s worth a walk through medieval Gamla Stan. Literally translated, the “old city,” dates back to the 13th century and has narrow cobblestone streets and alleyways which are just about a metre wide! The area also straddles three of 20 odd islands that make up Stockholm. A large square in the centre of Gamla Stan is the site of the infamous ‘Stockholm bloodbath’ when Swedish noblemen were massacred by the Danish king, Christian II. The place also boasts of a restaurant, the Golden Fleece which has been in business since 1722 and according to the Guinness book of Records, is the oldest restaurant in the world with unaltered interiors! The Stockholm Stock Exchange building which also houses the Nobel Museum and the Nobel Library is located along the main square at Gamla Stan. The Stockholm Palace is also located here. This official residence of the monarch is said to have 1430 rooms and is the largest palace in the world still being used by the head of state, King Carl XVI Gustav. The Palace itself is built in four rows, eastern, western, southern and northern. The four rows surround the inner courtyard. Apart from the King’s and Queen’s suites these buildings house, the weapons museum, exhibition Halls, banquet halls and the Treasure Chamber where the Swedish Crown jewels are kept. The changing of the Guards ceremony like at most palaces, is a must watch. The Swedish Royal family is said to be existent from as early as the 10th Century A D.
Not far from the Royal Palace, on the island of Riddarholmen, is the Riddarholmen Church or Riddarholmskyrkan which is one of the oldest buildings in Stockholm. Parts of it date back to the 13th century when it was built as a greyfriars monastry. It has an imposing cast iron spire built after the previous spire was destroyed by lightening in 1835. The church is now used as the burial church of the Swedish Monarchs. The congregation was dissolved in 1807 and today the church is used only for burial and commemorative purposes. Yet another church in the vicinity is the Church of St Nicholas or The Storkyrkan. The interior of the Storkyrkan contains some interesting artifacts but the most famous is the huge sculpture of St George & The Dragon, made from natural material including oak and elk antlers. From Gamla Stan we moved closer to central Stockholm on to the green island of Djurgården, a calm oasis which has been royal land since the fifteenth century. A big portion of Djurgården consists of green areas offering footpaths and water front promenades among old and new upper class residences and old institutional buildings, many of which are regarded as historical monuments of national interest. It also is a home to several of the city’s top museums like the unforgettable Vasa Museum where one can see the recovered warship, Vasa, which sank in Stockholm harbour on her maiden voyage in 1628 and lay preserved in the mud until she was recovered in 1961. We also visited the oldest open-air museum in the world,
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Skansen. It gave us a peek into historic Sweden with its traditional farms, dwellings, a wooden eighteenth century church and quaint restaurants where one could enjoy a smörgåsbord (typical Swedish meal), which will include a potato casserole, crisp bread, small meat balls, herring, smoked salmon, salads and a rice pudding. The City Hall of Stockholm is one of the most beautiful and well known buildings in Stockholm. The Blue hall on the western side is used for the yearly Nobel Banquet. The organ in the Blue Hall with its 10,270 pipes the largest in Scandinavia. Above the Blue Hall lies the Golden Hall named after the decorative mosaics made of more than 18 million tiles. The mosaics make use of motifs from Swedish history. The southeast corner of the building is marked by a monumental tower crowned by the Three crowns, an old national symbol for Sweden. The tower is 106 metres high and is accessible by an elevator or by a stair of 365 steps. Since its creation, Sergels torg or Sergel’s square, the most central square in Stockholm has been much criticized for giving priority to cars at the cost of pedestrians. However it remains the most popular space in Stockholm for meeting friends, for political gatherings, for a wide range of events, and for drugdealers! A drive around Sergel’s Square helped us catch a glimpse of the most beautiful glass and steel obelisk and a fountain around it in which people celebrate every major victory by a Swedish sports team. A must while in Stockholm, is a visit to Hötorget or Hay market. It is the only everyday street market selling fruits, flowers, food in small cafes and becomes a flea market on Sundays. Not far from the Hay market is the famous Stockholm Concert Hall, which is home to the Royal Stockholm Philharmonic Orchestra and where the awarding ceremony for the
Nobel Prize is held annually, all the Prizes, except the Peace Prize, which is given at Oslo. That was about five days of our trip in a nutshell, the trees were still green and gold and there was a chilly wind after sunset, around 8pm. We couldn’t really step out without our jackets and a scarf. Except for the elderly folk, most people in both Finland and Sweden speak English, so moving about town was not really a problem. We also had the advantage of paying in advance for City Cards, which are a great help……. The card normally gives free public urban transport and discounts in Museums, leisure activities, shops and restaurants, for a duration 0f 24, 48 or 72 hours. People are friendly, helpful and so very sincere. We had the experience of asking a passerby about a bus stop to take us to a friend’s place; he pointed to one in the vicinity and walked on. A few minutes later the man came looking for us to apologise and direct us to the correct stop which was at another end of the road. Of course we were thankful and amazed too at the trouble he took to retract and guide us! An hour’s flight out of Stockholm took us to the Norwegian town of Bergen…. the second largest town in the country and the starting point of our journey into the fjords and some bits of heaven on earth!!!
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Machhli-the Junior Walks the Ramp Rear Admiral Sushil Ramsay (Retd) Ranthambhore is renowned for its large tiger population. Since its humble beginning in 1973 when meagre 60 square miles was allotted by the Goverenment of India, it has expanded substantially and now re-designated as the Ranthambhore National Park. Besides tigers, the reserve has a thriving bird population with more than 270 different species. Census of 2005 recorded presence of 26 tigers, though this was significantly lower than the population of 44 tigers in 1982. Thereafter the population has increased steadily and reportedly stood at 34 adult tigers in 2008.
Month of June may fall way outside the tourist season, but offers the best conditions for sighting tigers at any national park, denuded of foliage. This was incentive enough for our daughter, to surf the net to identify the best tigers’ reserve for a quick weekend get away from NOIDA! Ranthambore was identified for its best connectivity and the short distance travel, besides reviving childhood nostalgia of our last visit to Sawai Madhopur, way back in 1958! Booking accommodation in Sawai Mansingh Lodge at short notice was easy due to off-season. Stay at historic Sawai Mansingh Lodge, the official hunting lodge, established by His Highness Sawai Mansingh, Maharaja of Jaipur, itself was fascinating. The heritage lodge and the adjacent Circuit House are maintained in its pristine glory by Tata’s Hospitality Division, the Taj Group on lease from Jaipur Royalty. Old relics, furniture, tapestries, shikaar trophies and hordes of historical photographs are prominently on display, including that of the hunt organised for Queen Elizabeth II and Duke of Edinburg, Prince Phillip, during their last Royal visit to Jaipur as personal guests of the Maharaja of Jaipur. Then HH Sawai Mansingh and his elegant Queen, Maharani Gayatri Devi, along with then Maharajkumars Bhawani Singh and Jaisingh, were in the photo frame with the British Royalty and their prized shoot.
As the legend goes, a tigress known as “lady of the lakes” when very young was separated from her parents perhaps due to poaching. This tigress was named ‘Macchli’ since she has a mark resembling a fish on her skin. She grew up with a resolve to be the ‘Queen of Ranthambore’. In due course she mated and gave birth to three female cubs; one of them was christened as ‘Macchli - the junior’. This story is about Machhli -the junior, more of which later. Subsequently, the elder Macchli found another male, called Bumburam and again successfully mated to give birth to two cubs. Now this Queen Mother is old, weak, shy and has turned too docile to be sighted by the tourists. On day one of our safari which started in the early hours, we were allotted Zone 1 of the Park. As we entered the National Park there was much excitement based on the report of sighting of a tiger the previous evening. Our sixseater, Maruti Gypsy was very cautiously being steered by the driver and the guide highly attentive to catch the warning call! Three hours of anxious loitering in the jungle, bereft of foliage, on pebbled-dusty tracks turned futile, except sighting of decomposed carcass of a big Sambhar, which had fuelled the speculation of the presence of a tiger in that Zone. Second round commenced at 3pm and we were allotted Zone 3. As we entered the National Park, disappointing
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driver continued to proceed, albeit with due caution, on the same track towards Machhli - the junior, also code-named T 13. Our sheer excitement of sighting the royal tigress at such a close quarter, was at zenith. We were watching the show-stopper, a real professional in showing off, a la Naomi Campbell style!
news was received by us that a tigress was cooling off in the water stream dividing two Zones but on the verge of Zone 2. Possibility of crossing over to Zone 2 drastically faded as the Forest Guard informed presence of some senior officials and their families from Jaipur!! We decided to roam around Zone 3, hoping against hope that a sighting of a tiger would occur. But alas no such luck. By now patience was running out. We returned to the entry point of Zone 3 and tried to charm the Forest Guard to permit us entry into Zone 2. He sounded helpless as before. We decided to wait at the Gate with a hope that once the VIPs from Jaipur vanish the Forest Guard would relent. That decision turned out worth the wait, as after some time Shri Gulab Singh (actual name withheld), Zonal Forest Officer arrived at the spot. In sheer desperation, I decided to throw my rank on him to allow entry into Zone 2. He deliberately kept mum for a long time. In the meantime he was receiving messages on his walkie-talkie on the progress of VIP visit in Zone 2.
She took notice of our presence, yet unfazed, made us realise our status of intruders in her proud territory! She was at the ramp setting it ablaze all the way. She continued her march, giving ample opportunities to click her from all angles. She stopped close to our Gypsy and bared her pearly teeth to caution us not to over-step the grand-stand hospitality doled-out to us! Now she moves off the track into the rough and soon spots a full grown Sambhar. With stealthy steps, she approaches the prey and stops about 50 meters short. We watch spell bound with bated breath, as she poises to launch attack and gets into eye-ball to eye-ball contact with Sambhar, which too had its tail up, ready to bolt but frozen in steps. This posture was maintained by the two for quite a while, as we waited for the rarest of rare sight of a tigress going for the kill. Monkeys were shrieking to high heavens, as the birds were raising hell! Alas Machhli - the junior relents and moves away from the launch pad. She turns around and proceeds further into the jungle. Our Guide is quick to comprehend her further intentions and asks the Driver to move fast to watering hole which by detour was about 2-3 kms away. He drives furiously and we reach the
After a while he indicated to me that the tigress has left the stream and was moving upwards, though the direction of movement was not certain. Our guide turned out to be a smart fellow. We turned the Gypsy around to drive fiercely towards the stream from Zone 3 side. As we reached the spot, lo and behold we were bewildered to witness what was in front of our bewitched eyes! In true majestic grace Machhli - the junior was walking up the ramp in a laid-back style. After all she was the mistress of her territory. Our 155
is received and we drive down the slope cautiously on this most treacherous track. We are not disappointed. We could see a pair of tigers lazing in the stream, enjoying morning sun rays, but at quite a distance from the culvert. Some pictures were taken where the tigers could barely be seen. Nonetheless, we returned quite satisfied with success rate of sightings of famous tigers of Ranthambore. How I wish we had video-recorded our sightings, which would certainly be an asset for the ongoing ‘Save Tigers’ campaign!! Adieu Machhli-the junior, may your kingdom flourish to a glorious stature. watering hole in advance to face approaching princess. She recognises our presence and again readies herself for yet another show. As she reaches the watering hole she stops, turns around and enters into the water, hind legs first. She ensures that she is visible, bust upwards, making a majestic sight for us. Cameras start whizzing again. She drinks some water perhaps to give us another pose to click. She lazes in that pose for quite a while and then emerges out of the pond to go back the same way she had arrived. All this while ours was the sole Gypsy to watch this exclusive one tigress show! Having fully quenched of our appetite, we decided to return to the entrance of Zone 3 to inform others of this sighting. Enroute we found two 12-seater Trekkers and three Maruti Gypsys. They all went on over-drive to reach the spots of our sightings, later to return heart-broken as Machhli-the junior by then had disappeared from the scene.
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The Last round of our Safari was early in the morning the next day in Zone 4. This Zone has long stretches of plains, but nearer the brook, are very treacherous tracks and steep slopes. On reaching the top, we waited for the signal of sighting from three groups already congregated at the culvert of the stream. Finally, the signal 156
A Dream Fulfilled Lt Cdr Gitesh Biswas (Retd) kinds of Ayur and herbal plants, which was both interesting and educative. Tasting pure honey directly from the mini apiaries installed across the plantation with swarms of bees busy making honey was a rare treat. But the highlight of our Thekkady visit was a boat ride on the Periyar Lake. As the crowded motor launch chugged along on the still water through the famous tiger sanctuary we were lucky to spot a wild Tusker, Sambhar and a Languor as they came out of their forest habitat, but no Tigers.
Anticipating a merciless summer punctuated with regular power-cuts to aggravate the suffering, we had planned to temporarily move to Mumbai to get a respite. It was our first ride on the recently-introduced HowrahMumbai Duronto Express. Mercifully, the journey was shorter, comfortable and undoubtedly cleaner, thanks to the Railways for introducing the innovative auto-janitor like those in the aircraft. At Mumbai, we joined our daughter’s family for a week’s excursion to Kerala first at Thekkady and then at Munnar. Air India flight from Mumbai to Madurai was uneventful except for an unscheduled plane change at Chennai airport. Driving partly on hilly road after crossing Tamil Nadu border for 3 hours, we checked in at Club Mahindra Tusker Trail, Thekkady. It was a great relief from the simmering heat and we rushed to its dining hall for the lavish buffet dinner after a short rest and a quick freshening up. At 2700 ft. Thekkady has a pleasant weather with temperatures between 15-30 degrees Celsius throughout the year.
On day 4, we left for our next destination - Munnar. If Thekkady was known for its spices plantations, Munnar is better known for its tea plantations. The road to Munnar runs right across Kerala’s high range negotiating steep sharp hair-pin bends before reaching a height of 5000 ft. to end an uneasy but otherwise a memorable journey. Lake View Resort, where we checked in for the next four nights offers a panoramic view of verdant tea estates and mountain peaks surrounded by a veil of mist - a real feast for the eyes. With temperatures varying between 10-25 degrees Celsius, the hill station is an attractive destination with peak season in December-January when Munnar is choc-a bloc with tourists.
The Next day after a short and exciting elephant ride, we took a guided tour of a spices and Ayurvedic plantation. With guide’s help we got our very first experience with all kinds of spice plants and different 157
unbelievable. A quick run through the popular Katari Bagh was our next agenda to wind up the excursion. But plan had to be dropped after some brain-storming as none of us could recall the exact numbers of two different types of accommodation where we once resided in succession for a few years. Rather disheartened, we returned to our hotel room and cooled ourselves in the sea-side pool before preparing for the return flight from Kochi airport on the following day.
Besides covering some romantic spots with enchanting scenic beauty, a visit to the Tata Tea Museum was most interesting. After an illuminating talk followed by screening of a documentary film, tourists were guided inside a mini manufacturing plant where the entire tea making process from loading the green leaves to the finished aromatic product was shown. The visit was concluded with a refreshing cup of cardamom-flavoured tea which seemed to shake off the day’s sight-seeing fatigue.
Our short trip to Cochin at the fag-end after a long gap was both nostalgic and rewarding for the coveted opportunity to relive many past memories. No wonder it is said that ‘past is invariably a dream of happiness’. All in all, the excursion was interesting and exciting, if not rejuvenating.
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It was time at last to say goodbye to the fun, fabulous food and wellness spa we had enjoyed at both resorts over the past week, not to speak of the pleasant and salubrious weather. Madurai and Kochi, conveniently serve as the entry and exit points or vice-a versa to Kerala’s high range. It was another longer and tiresome road journey till we checked in at Taj Malabar in Willingdon Island, not far from the Naval Base. Despite time crunch, we managed to visit some popular tourist spots at Fort Cochin and shopped at Mattancherry for the Kerala’s tasty crunchy banana chips and a few attractive souvenirs in the prevailing sweltering heat, before heading for the Naval Base, Curiously, we drove around INHS Sanjivani to fulfill my daughter’s long-cherished dream of someday visiting her place of birth. Sanjivani’s current makeover from her earlier avatar 40 or so years back was truly 158
Western Naval Command The Western Fleet participated in TROPeX 2010 on the Eastern sea-board along with ships of the Eastern Fleet.
Oct 2008 on a continuous basis providing succor to the Indian and International sea- farers.
Fuelling with Aditya
Escort operations by INS Mysore
INS Betwa attended DImDeX 2010 organised at Doha, Qatar from 28 to 31 Mar 10. Her Excellency Mrs Deepa Gopalan Wadhawa, Indian Ambassador to Qatar and other distinguished visitors from participating navies like Adm Chah Chawarn Amrapala, Senior Advisor, Royal Thai Navy; Col Ngang Boon Kiteng, Head Naval Underwater Centre, Republic of Singapore Navy; Brig General US Air Force Barb Jaulkely attended.
Operation malabar 10. Indo-US bilateral naval exercise was conducted in Apr 10. Indian Naval Ships Godavari, Mysore, Brahmaputra and Tabar along with USN Ships Shiloh, Curts, Chaffee, Lassen and Annapolis participated. The Flag Officer Commanding-in-Chief, Western Naval Command, General Officer Commanding-in-Chief,
CO Betwa being presented a memento
Patrol off gulf of aden. Ships of the Western Fleet have been involved in Presence cum Surveillance Mission and Anti Piracy patrols in the Gulf of Aden since
Southern Army Command and Air Officer Commandingin-Chief, South Western Air Command attended 17th Tri-service Conference and witnessed Op Demo.
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The IN ship Talwar was nominated for 11 out of possible 14 individual trophies at stake. The ship won the most prestigious ‘Best Ship of the Western Fleet’ trophy for the second time in succession, and for the third time in last four years. The ship also won the Western Fleet Regatta Cock for the first time. INs shivalik, first of the three new ‘Stealth’ Frigates was commissioned by the Raksha Mantri, Shri AK Antony, on 29 Apr 2010. The ship commanded by Captain MD Suresh was built by Mazagon Docks Limited, Mumbai.
The Naval Investiture Ceremony was held at INS Shikra. During which CNS conferred the Presidential awards. Nao Sena Medal for gallantry was awarded to Lieutenant Commander Rohit Mishra, Lieutenant Vikas Dahiya, Petty Officer Yaimachoul Singh and Leading Seaman Vishwanath V Bhat for Anti-Terrorist operations in Taj on 26/11, Lieutenant Vikas Dahiya and
Leading Seaman Jaidev for counter insurgency operations in the Kashmir Valley and Lieutenant GB Yaduvashi and Petty Officer Sajjan Singh (Clearance Diver First Class) for their role during Anti Piracy Operations in Gulf of Aden. IN Ships Ranvir and Beas and submarine INS Sindhughosh were the recipients of Unit Citations.
INsV mhadei. Commander Dilip 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 voyage, were given a rousing welcome by the nation. sailors Widows’ Hostel - ‘sahara’. ‘Sahara’, a residential facility for widows of sailors was inaugurated by Mrs. Rajni Bhasin President, NWWA (WR) on 21 Sep 10 at New Navy Nagar, Colaba, Mumbai.
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golden Jubilee of INas 300 To mark the 50th anniversary of commissioning of INAS 300, a seminar on Naval Fighter Aviation was organised at INS Hansa on 06 and 07 Jul 10 under the aegis of Flag Officer Naval Aviation. Commissioned on 7th of July 1960 in Royal Naval Air Station Brawdy, UK, flying the Sea Hawk aircraft, the squadron is a battle hardened unit which has won many gallantry awards and played a sterling role in the 1971 war. In recognition of the yeoman service rendered by the Squadron over the past five decades, the Government of India bestowed a unique honour by releasing a commemorative postage stamp by the Minister of State for Communication and IT, Mr Gurudas Kamat on 07 July 2010. His Excellency Dr SS Sidhu, the Governor of Goa unveiled the blow up of the commemorative postage stamp. The Coffee Table Book - “White Tigers on the Prowl”, reflecting the glorious past of the Squadron was released by His Excellency, Dr SS Sidhu.
asvini turns 60. INHS Asvini which is one of the historical landmarks of Mumbai has completed 60th year of service to Indian Navy on 18th Sep 2010. The hospital set up as the King’s hospital for British Sailors in 1756 and amalgamated with the Sepoy hospital for Indian soldiers later, the hospital has been providing medical care to the Mumbai Garrison for over two centuries. The grand arcaded building which stands proud even today was built in 1899. After Independence, the hospital was commissioned as Indian Naval Hospital Ship Asvini, the first hospital of the Indian Navy on the 18th of Sep 1951. Over a period of time, the hospital evolved into one of the finest in the city of Mumbai and one of the preferred centers for post graduate training under the Maharashtra University of Health Sciences. A modern hospital complex with 825 beds was built facing the Mumbai harbour in 2001. The multi-storey new building at the harbour mouth is a landmark for mariners.
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Eastern Naval Command group participated in 18 Competitions. Visit to INs Jalashwa. INS Jalashwa, hosted special children from various schools of Visakhapatnam on 14 Nov 09. Over 143 Special children including wheel chair-bound children and 40 faculty members from ‘Sankalp’, ‘Arunodaya Special School’, ‘Lebenshilfe’, ‘Omkar and Lions School for Deaf’, ‘Sunflower Special School’, ‘Bethany School’ and ‘Pavani Institute’ visited the ship.
Flood Relief Operations. The ENC relief teams participated in rescue and relief operations in the affected districts of Krishna, Kurnool and Mehboobnagar in Andhra Pradesh. Apart from transporting relief materials, the teams also ferried the Andhra Pradesh Minister of State for Small Scale Industries, Ms DK Aruna ‘Kalanjali’ Inter school Cultural Fest. Flag Officer Commanding-in-Chief, Eastern Naval Command inaugurated Kalanjali- 2009, the two day Inter School Cultural extravaganza organized by Navy Children School, Visakhapatnam 29 Oct 09. More than 1200 students from 22 schools of the city, in different age
CNs Visit. CNS accompanied by Mrs. Madhulika Verma, President NWWA, visited Visakhapatnam
from 20 Dec 09, on a two day visit. CNS reviewed the Eastern Fleet at sea during his stay. Mrs. Madhulika Verma interacted with the ladies of the ‘Sahara’ Group and with the Executive Body of the NWWA, Eastern Region and attended a ‘Milan’. eastern Fleet Pulling Regatta-2010. The Eastern Fleet Whaler Pulling Regatta was held on 19 Jan 2010, in which a total of 22 teams competed. INS Jalashwa emerged the winner and received the coveted ‘Cock’ from C-in-C, East.
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‘sankalp’ Celebrations. ‘Sankalp’, the Navy School for Special Children, under the aegis of NWWA (Eastern Region), celebrated its twentieth anniversary on 29 Jan 10. The Flag Officer Commanding-in-Chief, Eastern Naval Command, congratulated the children on putting up a delightful performance and gave away prizes.
Change Over – asD(V). Rear Admiral Vijaya Kumar Namballa, took over as ASD (V) from Rear Admiral Raman Prabhat, at a formal ceremony on 19 Mar 10. singapore Naval ships’ Visit. As a part of ‘SIMBEX10’, Joint Naval Exercise between Navies of India and the Republic of Singapore in the Bay of Bengal, two ships of the Singapore Navy, RSN Intrepid and RSN Victory with Commanding Officers and Colonel Giam Hock Koon Tan Kai Hoe onboard, visited Visakhapatnam on Saturday, 10 Apr 10.
Injured of anti-Naxal Operations evacuated. Responding to an appeal from District Collector of Visakhapatnam, Government of Andhra Pradesh on 10 May 10, the Indian Navy evacuated casualties from Chintapalle Mandal, over 95 kilometers from Visakhapatnam. A UH-3H helicopter of the ENC airlifted six casualties, including three ladies with two in critical conditions. The personnel were seriously injured during Combing operations against Maoist rebels near the forests of Chintapalle Mandal. “Little angels school” at Dolphin Hill. The Little Angels school at Dolphin Hill was inaugurated by Mrs Nani Singh, President NWWA (E/R) on 18 Jun 10.
Decommissioning of INs Vela. INS Vela, was decommissioned on 25 Jun 10, at a ceremony held at the Naval Base. INS Vela had served the Indian Navy for the past 37 glorious years. The 166
Attack Craft were commissioned by His Excellency, Shri ESL Narasimhan, Governor of Andhra Pradesh, on 29 Jun 10. Visit of air Chief. Air Chief Marshal PV Naik, Chief of the Air Staff and Chairman, Chief of Staff Committee (COSC) visited Visakhapatnam on 29 Jul 10 for a two-day visit to the ENC. On arrival, the CAS attended a briefing on the role and functions of the ENC. Decommissioning Ceremony saw a traditional ‘Pay Off’ of the Submarine as the Naval Band playing the ‘Last Post’ with the hauling down of the National Flag, the Naval Ensign and the Decommissioning Pennant at sunset.
IN ships CaNKaRsO & KONDUL Commissioned. IN Ships Cankarso Kondul, Water Jet Propelled Fast
Raksha Rajya mantri Visit. Shri MM Pallam Raju, Hon’ble Minister of State for Defence inaugurated the All India Sainik Schools Principals Conference on 16 Sep 2010 at Sainik School, Korukonda. Shri D Manikya Varaprasad, Hon’ble Minister of Education, Govt of Andhra Pradesh was the Guest of Honour. A visit to Ships and Submarines in harbour was organised on 18 Sep 10.
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Southern Naval Command
medical Camp at Lakshdweep Islands. A 23member medical team led by Surgeon Commodore Girish Gupta, Commanding Officer of INHS Sanjivani, conducted a medical camp in the Lakshadweep Islands from 27 to 30 November 2009 as part of the Navy Day celebrations. armed Forces Tribunal, Kochi Bench Inaugurated. The Kochi Bench of the Armed Forces Tribunal was inaugurated on 06 Dec 2009 at Kochi by Justice Ashok Kumar Mathur, Chairperson of AFT at INS Dronacharya. Hon Chief Justice of Kerala Justice SR Bannurmath was the Chief Guest on the occasion.
Visit of J&K students. 23 students from J&K, accompanied by two teachers, and personnel from 322 Air Defence Regiment of the Indian Army visited SNC. The children were from the Iqbal Islamia Model High School, Baramulla. NBC Defence seminar 2010. A seminar on ‘New Advancement in NBC Defence Radiological Safety Practiced On Board Ships and Submarines’ was conducted at NBCD School, INS Shivaji from 22-23 Mar 2010. 125 delegates from three services, DRDO Lab, BARC, SFC and Civil Industries participated. Vice Admiral Ganesh Mahadevan, Chief of Material was the chief guest.
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Brave Divers’ memorial. ‘Jalveer Smriti’, a Memorial dedicated to the Underwater Warriors of the Indian Navy who achieved Martyrdom was inaugurated by the Flag Officer Commanding-inChief, Southern Naval Command on 11 May 2010. Renovated modular Blood Bank. A newly renovated modular blood bank was inaugurated at INHS Sanjivani, Kochi by the Flag Officer Commanding-in-Chief, Southern Naval Command on 16th June 2010. A Blood Donation camp was also inaugurated by Smt Letha Sushil, President NWWA, Southern Region.
Commonwealth games Baton. The Commonwealth Games Baton was accorded a befitting reception on 29 Aug 2010, led by the Flag Officer Commanding-in-Chief, Southern Naval
Command. International and national level sports persons from the Indian Navy, naval personnel in uniform and scores of students from Navy Children’s School were present. The Baton was received by Bibu Mathew, Chief Petty Officer, Bronze medalist at the Asian Athletic Championship in Triple Jump. The Baton was then handed over as a relay, by Shijas P Mohammed, Master Chief Petty Officer who was the Captain of the National Volleyball team, LJK Singh, Petty Officer, Bronze medalist in Kayaking in Asian Championship, and Naresh Yadav, Petty Officer, Gold medalist in Athletics at Asian Grand Prix. Lieutenant Commander K George (Retd) Age 70, a veteran Navy athlete finally handed over the Baton to C-in-C who then handed over the Baton to Shubhangi Swaroop, National Champion in Taekwondo, as well as Arjun Chaudhury, Kerala State team basket ball player and a student of Kendriya Vidyalaya II. INs Kalpeni Commissioned. The Latest Fast Attack Craft, INS Kalpeni was commissioned by Hon’ble Mr Justice Jasti Chelameswar, Chief Justice, High Court of Kerala at Naval Base. The ship commanded by Lieutenant Commander Subhal Nathan, was conceived, designed and built indigenously at Garden Reach Shipyard, Kolkota.
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Charter News
AGM Navy Foundation
Bangalore Charter A get-together of members and their spouses was held on 4th October 2009. A presentation on comfort homes for Veterans was given. Navy Nite was organised on 19 December 2009, as a part of Navy Week celebrations. A popular band and DJ music was organized. A get-together was again held on 21 March 2010. This event was co-sponsored by Trident Hyundai. Latest models of Hyundai cars were displayed and a free check-up of vehicles offered.
SRS Gopal (Retd) and Cmde FH Dubash (Retd) were elected as co-opted members. Capt AK Wason from DESA attended the AGM and gave a presentation on the various welfare schemes for Exservicemen. Bhubaneshwar Charter This charter meets every two months alternately in Bhubaneswar and Cuttack. During these meetings all circulars/information received from NHQ and other sources were read out. These get-togethers were followed by a lunch on each occassion.
Election of the office bearers were held on 27 June 2010. Cmde KSK Prasad (Retd), President, Cdr GJ Singh (Retd), Vice President & Secretary and Capt Saikumar (Retd), Treasurer were elected. R Adm
Delhi Charter The AGM was held on 20 Feb 2010 and this was followed by the annual Gala Dinner and Dance.
Get-together of members
Annual Gala Dinner and Dance 172
Lecture China, US, India and the Strategy in Asia
AGM of the Kerala Charter
Luncheon get-togethers were held on 11 Jul 2010 and 20 Nov 2010. On 11 Jul 2010, a Talk on “China, US, India and the Strategy in Asia” was delivered by Mrs. Indrani Bagchi, Senior Editor, Times of India.
Paul Raj, a distinguished member, was felicitated on being conferred Padma Bhushan. Scholarship cash award of Rs 3000/- each were given to six students for merit in the academics.
Admiral RD Katari Memorial Lecture was organized on 20 Nov 2010 at the DRDO Bhavan. Shri Shiv Shankar Menon, National Security Advisor to the Prime Minister of India spoke on “Strategic and Economic Issues for the Future”.
The festival of Onam, was celebrated at the NWWA Kala Kendra, Katari Bagh on 26 Sep 2010 with C-in-C, South and Mrs. Letha Sushil as the chief guests. The Onam celebrations ended with a sumptuous traditional Onam sadya on plantain leaves. In outreach program to assist the needy and poor through voluntary donations, the Govt. Old Age Home at Thevara was the first beneficiary. The essential needs of the Home and the inmates were identified and met.
Hyderabad Charter Quarterly Meetings were conducted on 17 Jan, 18 Apr, 18 July and 10 Oct 2010. Commodore MVS Kumar, PDESA/Secretary Navy Foundation attended the meeting held on 18th July 2010. Navy Golf Cup Tournament consisting of 8 Teams from Army, Navy and Air Force Units at Hyderabad including 2 Teams from our Navy Foundation was organised on 19th January 2010. On completion of Tournament, Lunch was hosted for all the participants.
mumbai Charter 23 May 2010 - Annual General Body meeting of the Charter was held at IMSC, Dhanush. R Adm Arun
Kerala Charter In Feb 2010 the members had a memorable getaway, by way of a picnic to Kumblangi, a back water village tourist spot. AGM of the Charter was held on 16 May 2010. V Adm R P Suthan was elected as the President. Cmde A J
Get-together of members
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Picnic at Cdr DD Naiks Farm
Musical Chair
Auditto (Retd) was elected as the new President of the Mumbai Charter and Lt Cdr F Tarapore as the new Hony, Treasurer. The following lectures were organised by the The Maritime History Society: - “Heatlth in the French Navy in the 18th century and its Impact on Naval Operations in the Indian Ocean” by Mr. Peter Greenwood of the China Land Power Company, Hong Kong. - “Sagarparikrama - Solo Circumnavigation” by Cdr. Dilip Donde. - “The North Indian Ocean Trade in the Ancient Period” by Dr. Shinu Abraham of St. Lawrence University, New York. - “Visit of Foreign Travellers to the Konkan Coast in the Medieval period” by Dr. Neeta Khandpekar, HOD of History, Sommaya, College ,Mumbai. Veteran’s v/s Serving Naval officers Golf tournament was held at the US Club Annexe on 20 Nov 2010. Serving Naval Officers won the Tournament. This event was sponsored by the CMD, MDL. Pune Charter AGM of the Charter was held during which Cmde (Retd.) P K Malhotra –Chairman and Cdr (Retd.) P Rawat--Vice Chairman were elected unanimously. The Charter also organized a picnic at Cdr D D Naik's Farm House on the outskirts of Pune. 174
List of Contributors V Adm MP Awati (Retd) V Adm JN Sukul (Retd) Late Cmde MK Banger (Retd) V Adm Parvesh Jaitly (Retd) Capt Haridasan (Retd) Capt Sunil David (Retd) Cdr TS Trewn (Retd) Cmde HML Saxena (Retd) Mrs Usha Sukul Cdr JK Sharma (Retd) Mrs. Ruma Purkayastha R Adm SK Das (Retd) Capt PN Mathur (Retd) Admiral RH Tahiliani (Retd) R Adm YN Inamdar (Retd) Admiral Jayant Nadkarni (Retd) Cmde MB Kunte (Retd.) Cdr Noel Lobo (Retd) V Adm V Pasricha (Retd) Cdr BS Hothi (Retd) Lt Cdr Mathew Joseph (Retd) Mrs Manju Gupta (nee Manju Rajan) R Adm SK Das (Retd) Cmde JP Carneiro (Retd) V Adm RKS Ghandhi (Retd) Cdr RM Verma (Retd) Cmde RS Malia (Retd) Surg Cmde Ranjit Das (Retd) Capt NV Sarathy (Retd) Cdr VK Mohan (Retd) Lt Cdr GA Mathew V Adm Harinder Singh (Retd) V Adm PS Das (Retd) Cmde Rajeev Sawhney (Retd) Cmde RPS Ravi (Retd) V Adm RN Ganesh (Retd) Cmde RK Dass (Retd) V Adm AK Singh (Retd)
05 09 10, 45 13 16 19, 130 22, 51 23 24 27 28 31, 106 35 41, 90 43 47 49, 135 52 53 55 59 63 64 66 67 68 69 70 72 73 74 74, 85, 115 75 77 79 82 84,135 86
V Adm Vijay Shankar (Retd) Capt Srikant B Kesnur Admiral VS Shekhawat (Retd) Dr Anuradha Kunte Mrs Minni Sharma Cmde Ravi Sharma (Retd) V Adm KV Bharathan (Retd) Cdr K Kutty (Retd) Surg Cmde JK Gupta (Retd) Cmde SM Sundaram (Retd) Late V Adm SM Gadihoke (Retd) Cdr NA Mullerworth (Retd) Major General Subroto Kundu (Retd) Cdr R Ganapathi (Retd) Col NS Rawat (Retd) Dr CT George Cdr Tushar Dutt (Retd) V Adm Pradeep Kaushiva (Retd) R Adm Subir Paul (Retd) Cdr Manav Handa Mrs Grace George Mrs Jhilmil Sengupta Mrs Veryam Kaur Trewn V Adm AC Bhatia (Retd) Cdr Vikram Arab V Adm Ganesh Mahadevan Mrs Dulcie Suresh Cdr V Viswanath Lt T Jayanth Kumar Mrs Lakshmi Viswanath Capt GP Philipose Cdr Neil Gadihoke Lt Cdr Yogesh Athawale V Adm IJS Khurana Mrs Padmaja Parulkar-Kesnur Mrs Yamuna Govindan R Adm Sushil Ramsay (Retd) Lt Cdr Gitesh Biswas (Retd) 176
88 92 94 95 96 97, 105 98 100 102 103 107, 108 110 111 113 116 118 119 120 121 122 123 124 125 126 127 128 132 133 134 134 136 138 140 141 147 150 154 157
