By Commodore KP Mathew
Issue Vol. 29.1 Jan-Mar 2014 | Date : 22 Feb , 2014
Achieving maritime safety would entail ensuring that the laws and regulations which govern the operations of sea-borne craft are adhered to. The Indian Coast Guard has so far not been seen to play any role in this area. It has been the exclusive preserve of the Director General of Shipping who operates through the regional Maritime Marine Departments. The situation is quite different with the US Coast Guard which actively monitors this aspect in the US waters. The US Coast Guard boards vessels for wide ranging inspections including the conduct of safety drills. Vessels found deficient in any area are liable to be detained. Serious infringement can lead to imposition of penalties. They also keep a historic record of such inspections which classifies ships according to country of registry, the company to which she belongs and the result of inspections. When a higher than normal proportion of ships of a country or a particular company are found to be deficient, the rest of the ships of the country or company are highlighted for more intensive scrutiny.
The very idea of the Indian Coast Guard drew heavily on the well-established model of the US Coast Guard…
In the pre-liberalised era of the 1960s of strict import and foreign exchange controls, extensive seaborne smuggling was a way of life that was a threat to the domestic economy. The Customs with its limited resources could hardly cope and had to call for Navy’s help for patrols and interception. This scenario spawned the formation of a separate paramilitary coastal protection force in the form of the Indian Coast Guard, the very idea of which drew heavily on the well-established model of the US Coast Guard.
The interim Coast Guard came into being on February 01, 1977 with two corvettes and five patrol boats transferred from the Indian Navy and manned by its personnel. The duties and functions of the Coast Guard were formally defined in the Coast Guard Act which was passed by the Parliament on August 18, 1978, and came into immediate effect.
The Indian Coast Guard’s motto is the Sanskrit phrase, “वयम रक्षाम: ” (Vayam Rakshamah) which, in English translates to “We Protect”.
It has the following responsibilities:-
Maritime safety, search and rescue
Protection of offshore installations and assets
Law enforcement in territorial as well as international waters
Protection of marine ecology and environment
Scientific data collection and support
Maritime defence support
The Coast Guard now has a force level of over 90 ships with another almost an equal number on order…
From the fledgling interim set up to the present full-fledged Coast Guard, the growth in force levels has been phenomenal and continues at a galloping rate. The Coast Guard now has a force level of over 90 ships with another almost equal number on order. These consist of the Offshore Patrol Vessels capable of operations in the Exclusive Economic Zone extending to 200 nautical miles from the coast, Inshore Patrol Vessels for the 12 nautical mile territorial waters and adjoining contiguous zone and for closer inshore – Interceptor Boats, Fast Patrol Boats, Seaward Defence Boats and Hovercraft, besides a specialised Pollution Control Vessel. The air element has Dornier fixed wing aircraft and Chetak helicopters with the latter being capable of being operated from the larger patrol vessels. These assets are distributed amongst
42 Coast Guard Stations
5 Coast Guard Air Stations
10 Coast Guard Air Enclaves
The force is expected to be tripled in terms of vessels, aircraft and manpower by 2019. The question remains about what the nation is getting in return for this huge investment in material and human resources with regard to the missions that the force is tasked with.
Achieving maritime safety would entail ensuring that the laws and regulations which govern the operations of seaborne craft are adhered to. The Indian Coast Guard has so far not been seen to play any role in this area. It has been the exclusive preserve of the Director General of Shipping who operates through the regional Maritime Marine Departments. The situation is quite different with the US Coast Guard which actively monitors this aspect in the US waters. The US Coast Guard boards vessels for wide ranging inspections including the conduct of safety drills. Vessels found deficient in any area are liable to be detained. Serious infringement can lead to imposition of penalties. They also keep a historic record of such inspections which classifies ships according to country of registry, the company to which she belongs and the result of inspections. When a higher than normal proportion of ships of a country or a particular company are found to be deficient, the rest of the ships of the country or company are highlighted for more intensive scrutiny.
Piracy has become a serious and ever widening threat to seaborne trade…
Search and rescue is a reactionary operation. When a distress message is received or assistance is sought, the Coast Guard is meant to react as also other vessels in the vicinity. There is nothing exceptional in this role except that it tends to grab headlines. Even in this respect take the case of the grounding of tanker MV Pratibha Cauvery off Chennai port during Cyclone Nilam on October 31, 2012. The approach of the cyclone and cautionary signals were promulgated widely. When the vessel broke from her moorings and was being washed ashore, she sent out distress messages in the afternoon. The Coast Guard was conspicuous by its lack of response. 22 of the crew attempted to make it to the safety of the beach by the ship’s lifeboat. The lifeboat capsized. 17 of them were rescued by fishermen with the balance five reported to be missing. The Coast Guard appeared only the next day to airlift the 17 crew who had remained onboard the ship. This is in sharp contrast to HMS Bounty, a 1962-built replica of a sailing vessel which sank well off Cape Hatteras on the East coast of USA in Hurricane Sandy, which for its extraordinary ferocity was termed “Frankestorm”. 14 of the 16 crew of the ship who managed to board the life raft were all rescued by the US Coast Guard in the face of the raging storm.
Law enforcement in territorial and international waters and ensuring the protection of offshore installations would encompass the prevention of smuggling, illegal immigration, piracy and terrorist activity. Amongst them, post liberalisation, smuggling of gold, electronic items and the like have lost its earlier glitter. Drug smuggling is a distinct possibility. However, one has not come across any report of active preventive pursuits being instituted against this activity. Piracy has become a serious and ever widening threat to seaborne trade, especially in the Arabian and adjoining sea areas. One reads only of an Indian Navy role in anti-piracy operations and not that of the Coast Guard. Illegal immigration and sea-borne terrorist activity, especially the latter, is an ever present and potent threat. Our vulnerability in this area was glaringly exposed during the 2008 Mumbai terrorist strike. Whether we are safer today is a moot point.
Protection of marine ecology and environment involves the enforcement of stringent international marine pollution laws. Maritime pollution laws stipulate that no garbage of any kind is to be disposed of within three nautical miles of land. Only food waste can be discarded between three and 12 nautical miles. Items such as paper, glass and metal ground to small size and so on up are to be thrown over 25 nautical miles from land. Disposal of plastic items is totally banned. Similar stringent regulations also govern the discharge of fluids with oil content. There is no enforcement whatsoever of these anti-pollution laws along the Indian coast. Waters of ports like Mumbai are a cesspool of garbage that is dumped with impunity by ships. This is the state within three nautical miles of the nearest land where no garbage is allowed to be dumped. The less said about garbage dumping in the waters further away the better.
In sharp contrast to our non-existent enforcement of anti-pollution laws, the US Coast Guard has a very active enforcement ethos…
So is the case with dirty oil discharge. Oil slicks can be found within harbours and along the coast. Periodically, there are reports of tar balls fouling the once pristine beaches such as those of Goa. Besides lack of enforcement of anti-pollution laws, a contributory factor is the lack of an effective garbage and waste oil collection system in any of our ports that the state is meant to provide.
In sharp contrast to our non-existent enforcement of anti-pollution laws, the US Coast Guard has a very active enforcement ethos. The US waters are regularly patrolled and policed. The functioning of the ship’s anti-pollution equipment such as oily water separator is inspected. Any oil slick detected or reported is tracked to its origin and the offending ship’s Master and Chief Engineer brought to book, which includes possible jail terms.
The effects of this proactive enforcement were very evident. There are two examples of this: the first is of the Great Lakes which is a fresh water body bound to the South by the US and to the North by Canada. On the lake shores, are large industrial cities such as Detroit and Chicago. The lakes are traversed by a large number of ships which call at these ports. Despite all this, there are regions marked on the lake charts from where the water can be pumped directly into the ship’s fresh water storage tanks for domestic use. Many ships avail of this. The second is an incident relating to garbage bags in a drum which was being hoisted from the ship alongside a jetty. The intention was to lower the drum to the shore reception point. During the hoisting the line of the winch parted and the drum with the garbage bags fell into the water. The frantic efforts that next ensued to retrieve the floating garbage bags was personally supervised by the Master with almost the entire ship’s company being called to take part in the operation. Would there be such a commitment to anti-pollution laws in India?
Any scientific data collection efforts of the Coast Guard have been unheard of. As for the last mission of maritime defence support, when wartime operations are instituted, the Coast Guard would be placed under the operational control of the Indian Navy.
If the Coast Guard appears to be making minimal or nil contribution to achieving its stated missions, what does this large force do?
Cargo ships have called many times at minor ports which have a Coast Guard presence such as Porbandar, Okha and Beypore. Porbandar port has a dedicated Coast Guard enclosure with a jetty that appeared to be home to two Offshore Patrol Vessels, two Fast Patrol Vessels and an assortment of Interceptor Craft. In the many visits which had stays at the port for four days at a time for loading, these ships hardly ever left their jetty abode. One could see the crew being occupied with a daily routine of physical training in the morning, shipboard maintenance and work during the day and games in the evening – a schedule more suited to an office environment. At other ports, the pattern was the same. The times when the ships were seen patrolling and keeping a check appeared to be when there were scheduled exercises.
Policing requires presence at sea on a regular and continuing basis…
As for security, what could be perceived while sailing extensively along the coast are calls on the radio from the Coast Guard to ships to check vessel name and other particulars. Most of this information is readily available to all in the vicinity from the reception of the Automatic Identification System (AIS). This equipment which are mandatorily fitted on all ships continuously transmit the ship’s name, position and movement data and can be received by any craft which has similar equipment. Hence, the security benefit from these calls remains a mystery.
Overall, the Coast Guard seems to have assumed the role of a reactionary force in its allotted tasks. Such an approach suits the Indian Navy of being a maritime sword arm that is capable of punishing any endeavor that is inimical to the nation’s maritime interests and thereby acting as a deterrent. The Coast Guard’s approach to meeting its tasks needs to be different and should be that of being the maritime policeman. Policing requires presence at sea on a regular and continuing basis along with active and, wherever necessary, physical interrogation of all craft using our waters. With their ships stuck to the shore or of taking a detached interest, this does not seem to be happening.
Conclusion
The force needs to radically reorient its operations philosophy to that of policing the seas…
The Indian Coast Guard does not pull its weight in meeting its stated missions for the huge investments being made by the nation on its development and upkeep. The force needs to radically reorient its operations philosophy to that of policing the seas. In undertaking such policing, it needs to arm and train itself for:
Ensuring the adherence to the laws and regulations governing the operation of sea-borne craft.
Regular and sustained patrols along coastal and off shore waters as a deterrent against piracy, terrorist strikes, illegal immigration and narcotics smuggling. Such patrols should also involve active interrogation of the users of the seas when there is the slightest room for suspicion.
Proactive measures to ensure the prevention of pollution and protection of environment right from the port precincts to the offshore areas.
About the Author
Commodore KP Mathew
Commodore KP Mathew, former Chief Staff Officer Training at the navy’s training command (HQSNC) and Directorates of Naval Plans and Combat, Policy and Tactics at NHQ. http://www.indiandefencereview.com/news/the-indian-coastguard-a-non-performing-asset/
Issue Vol. 29.1 Jan-Mar 2014 | Date : 22 Feb , 2014
Achieving maritime safety would entail ensuring that the laws and regulations which govern the operations of sea-borne craft are adhered to. The Indian Coast Guard has so far not been seen to play any role in this area. It has been the exclusive preserve of the Director General of Shipping who operates through the regional Maritime Marine Departments. The situation is quite different with the US Coast Guard which actively monitors this aspect in the US waters. The US Coast Guard boards vessels for wide ranging inspections including the conduct of safety drills. Vessels found deficient in any area are liable to be detained. Serious infringement can lead to imposition of penalties. They also keep a historic record of such inspections which classifies ships according to country of registry, the company to which she belongs and the result of inspections. When a higher than normal proportion of ships of a country or a particular company are found to be deficient, the rest of the ships of the country or company are highlighted for more intensive scrutiny.
The very idea of the Indian Coast Guard drew heavily on the well-established model of the US Coast Guard…
In the pre-liberalised era of the 1960s of strict import and foreign exchange controls, extensive seaborne smuggling was a way of life that was a threat to the domestic economy. The Customs with its limited resources could hardly cope and had to call for Navy’s help for patrols and interception. This scenario spawned the formation of a separate paramilitary coastal protection force in the form of the Indian Coast Guard, the very idea of which drew heavily on the well-established model of the US Coast Guard.
The interim Coast Guard came into being on February 01, 1977 with two corvettes and five patrol boats transferred from the Indian Navy and manned by its personnel. The duties and functions of the Coast Guard were formally defined in the Coast Guard Act which was passed by the Parliament on August 18, 1978, and came into immediate effect.
The Indian Coast Guard’s motto is the Sanskrit phrase, “वयम रक्षाम: ” (Vayam Rakshamah) which, in English translates to “We Protect”.
It has the following responsibilities:- Maritime safety, search and rescue
Protection of offshore installations and assets
Law enforcement in territorial as well as international waters
Protection of marine ecology and environment
Scientific data collection and support
Maritime defence support
The Coast Guard now has a force level of over 90 ships with another almost an equal number on order…
From the fledgling interim set up to the present full-fledged Coast Guard, the growth in force levels has been phenomenal and continues at a galloping rate. The Coast Guard now has a force level of over 90 ships with another almost equal number on order. These consist of the Offshore Patrol Vessels capable of operations in the Exclusive Economic Zone extending to 200 nautical miles from the coast, Inshore Patrol Vessels for the 12 nautical mile territorial waters and adjoining contiguous zone and for closer inshore – Interceptor Boats, Fast Patrol Boats, Seaward Defence Boats and Hovercraft, besides a specialised Pollution Control Vessel. The air element has Dornier fixed wing aircraft and Chetak helicopters with the latter being capable of being operated from the larger patrol vessels. These assets are distributed amongst
42 Coast Guard Stations
5 Coast Guard Air Stations
10 Coast Guard Air Enclaves
The force is expected to be tripled in terms of vessels, aircraft and manpower by 2019. The question remains about what the nation is getting in return for this huge investment in material and human resources with regard to the missions that the force is tasked with.
Achieving maritime safety would entail ensuring that the laws and regulations which govern the operations of seaborne craft are adhered to. The Indian Coast Guard has so far not been seen to play any role in this area. It has been the exclusive preserve of the Director General of Shipping who operates through the regional Maritime Marine Departments. The situation is quite different with the US Coast Guard which actively monitors this aspect in the US waters. The US Coast Guard boards vessels for wide ranging inspections including the conduct of safety drills. Vessels found deficient in any area are liable to be detained. Serious infringement can lead to imposition of penalties. They also keep a historic record of such inspections which classifies ships according to country of registry, the company to which she belongs and the result of inspections. When a higher than normal proportion of ships of a country or a particular company are found to be deficient, the rest of the ships of the country or company are highlighted for more intensive scrutiny.
Piracy has become a serious and ever widening threat to seaborne trade…
Search and rescue is a reactionary operation. When a distress message is received or assistance is sought, the Coast Guard is meant to react as also other vessels in the vicinity. There is nothing exceptional in this role except that it tends to grab headlines. Even in this respect take the case of the grounding of tanker MV Pratibha Cauvery off Chennai port during Cyclone Nilam on October 31, 2012. The approach of the cyclone and cautionary signals were promulgated widely. When the vessel broke from her moorings and was being washed ashore, she sent out distress messages in the afternoon. The Coast Guard was conspicuous by its lack of response. 22 of the crew attempted to make it to the safety of the beach by the ship’s lifeboat. The lifeboat capsized. 17 of them were rescued by fishermen with the balance five reported to be missing. The Coast Guard appeared only the next day to airlift the 17 crew who had remained onboard the ship. This is in sharp contrast to HMS Bounty, a 1962-built replica of a sailing vessel which sank well off Cape Hatteras on the East coast of USA in Hurricane Sandy, which for its extraordinary ferocity was termed “Frankestorm”. 14 of the 16 crew of the ship who managed to board the life raft were all rescued by the US Coast Guard in the face of the raging storm.
Law enforcement in territorial and international waters and ensuring the protection of offshore installations would encompass the prevention of smuggling, illegal immigration, piracy and terrorist activity. Amongst them, post liberalisation, smuggling of gold, electronic items and the like have lost its earlier glitter. Drug smuggling is a distinct possibility. However, one has not come across any report of active preventive pursuits being instituted against this activity. Piracy has become a serious and ever widening threat to seaborne trade, especially in the Arabian and adjoining sea areas. One reads only of an Indian Navy role in anti-piracy operations and not that of the Coast Guard. Illegal immigration and sea-borne terrorist activity, especially the latter, is an ever present and potent threat. Our vulnerability in this area was glaringly exposed during the 2008 Mumbai terrorist strike. Whether we are safer today is a moot point.
Protection of marine ecology and environment involves the enforcement of stringent international marine pollution laws. Maritime pollution laws stipulate that no garbage of any kind is to be disposed of within three nautical miles of land. Only food waste can be discarded between three and 12 nautical miles. Items such as paper, glass and metal ground to small size and so on up are to be thrown over 25 nautical miles from land. Disposal of plastic items is totally banned. Similar stringent regulations also govern the discharge of fluids with oil content. There is no enforcement whatsoever of these anti-pollution laws along the Indian coast. Waters of ports like Mumbai are a cesspool of garbage that is dumped with impunity by ships. This is the state within three nautical miles of the nearest land where no garbage is allowed to be dumped. The less said about garbage dumping in the waters further away the better. In sharp contrast to our non-existent enforcement of anti-pollution laws, the US Coast Guard has a very active enforcement ethos…
So is the case with dirty oil discharge. Oil slicks can be found within harbours and along the coast. Periodically, there are reports of tar balls fouling the once pristine beaches such as those of Goa. Besides lack of enforcement of anti-pollution laws, a contributory factor is the lack of an effective garbage and waste oil collection system in any of our ports that the state is meant to provide.
In sharp contrast to our non-existent enforcement of anti-pollution laws, the US Coast Guard has a very active enforcement ethos. The US waters are regularly patrolled and policed. The functioning of the ship’s anti-pollution equipment such as oily water separator is inspected. Any oil slick detected or reported is tracked to its origin and the offending ship’s Master and Chief Engineer brought to book, which includes possible jail terms.
The effects of this proactive enforcement were very evident. There are two examples of this: the first is of the Great Lakes which is a fresh water body bound to the South by the US and to the North by Canada. On the lake shores, are large industrial cities such as Detroit and Chicago. The lakes are traversed by a large number of ships which call at these ports. Despite all this, there are regions marked on the lake charts from where the water can be pumped directly into the ship’s fresh water storage tanks for domestic use. Many ships avail of this. The second is an incident relating to garbage bags in a drum which was being hoisted from the ship alongside a jetty. The intention was to lower the drum to the shore reception point. During the hoisting the line of the winch parted and the drum with the garbage bags fell into the water. The frantic efforts that next ensued to retrieve the floating garbage bags was personally supervised by the Master with almost the entire ship’s company being called to take part in the operation. Would there be such a commitment to anti-pollution laws in India?
Any scientific data collection efforts of the Coast Guard have been unheard of. As for the last mission of maritime defence support, when wartime operations are instituted, the Coast Guard would be placed under the operational control of the Indian Navy. If the Coast Guard appears to be making minimal or nil contribution to achieving its stated missions, what does this large force do?
Cargo ships have called many times at minor ports which have a Coast Guard presence such as Porbandar, Okha and Beypore. Porbandar port has a dedicated Coast Guard enclosure with a jetty that appeared to be home to two Offshore Patrol Vessels, two Fast Patrol Vessels and an assortment of Interceptor Craft. In the many visits which had stays at the port for four days at a time for loading, these ships hardly ever left their jetty abode. One could see the crew being occupied with a daily routine of physical training in the morning, shipboard maintenance and work during the day and games in the evening – a schedule more suited to an office environment. At other ports, the pattern was the same. The times when the ships were seen patrolling and keeping a check appeared to be when there were scheduled exercises.
Policing requires presence at sea on a regular and continuing basis…
As for security, what could be perceived while sailing extensively along the coast are calls on the radio from the Coast Guard to ships to check vessel name and other particulars. Most of this information is readily available to all in the vicinity from the reception of the Automatic Identification System (AIS). This equipment which are mandatorily fitted on all ships continuously transmit the ship’s name, position and movement data and can be received by any craft which has similar equipment. Hence, the security benefit from these calls remains a mystery.
Overall, the Coast Guard seems to have assumed the role of a reactionary force in its allotted tasks. Such an approach suits the Indian Navy of being a maritime sword arm that is capable of punishing any endeavor that is inimical to the nation’s maritime interests and thereby acting as a deterrent. The Coast Guard’s approach to meeting its tasks needs to be different and should be that of being the maritime policeman. Policing requires presence at sea on a regular and continuing basis along with active and, wherever necessary, physical interrogation of all craft using our waters. With their ships stuck to the shore or of taking a detached interest, this does not seem to be happening.
Conclusion
The force needs to radically reorient its operations philosophy to that of policing the seas…
The Indian Coast Guard does not pull its weight in meeting its stated missions for the huge investments being made by the nation on its development and upkeep. The force needs to radically reorient its operations philosophy to that of policing the seas. In undertaking such policing, it needs to arm and train itself for:
Ensuring the adherence to the laws and regulations governing the operation of sea-borne craft.
Regular and sustained patrols along coastal and off shore waters as a deterrent against piracy, terrorist strikes, illegal immigration and narcotics smuggling. Such patrols should also involve active interrogation of the users of the seas when there is the slightest room for suspicion.
Proactive measures to ensure the prevention of pollution and protection of environment right from the port precincts to the offshore areas.
About the Author
Commodore KP Mathew
Commodore KP Mathew, former Chief Staff Officer Training at the navy’s training command (HQSNC) and Directorates of Naval Plans and Combat, Policy and Tactics at NHQ. http://www.indiandefencereview.com/news/the-indian-coastguard-a-non-performing-asset/
23 comments:
The article shows either the shallow knowledge of the author about the Indian Coast Guard or attention diverting attempt from recent failures/incidents occured in Indian Navy.
The comparision by author between ICG and US coast guard is ridiculous. I advise the author to study the assets (both infrastructure as well as human resource) of both Coast guards and then comment on performance.
Now why should us compare with US CG, here we have our own defence force- Indian Navy. It will be better if he can compare the asset based performance of ICG and IN. If you compare the asset (Capital) possessed by IN and ICG you will find it above the ratio of 200:1. ICG have no luxury of having large infrastructures in metro cities, high networth ships/platforms or manpower like Navy. The budget allocations by govt in last ten years itself will give the evidence.
The author has made silly comments about the utilisation of ships in Porbandar. It is unfortunate that a senior retd Naval officer has forgotten (intentionally?) to compare the sailing pattern of IN and ICG ships. forget about it, if you can make a study about the average sea service of one officer/ sailor in IN and that of ICG you will find out the reality.There are personnel in Navy who never went to sea !!!!! But there are personnel in ICG who are at sea through out their service.
I am not asking the author to compare the pay and perks of an ICG and Navy personnel.Neither I am asking to compare number of personnal onboard an OPV of ICG and Navy OR compare average number of day at sea of similar class of ships. Because I know the author have intentional (or selective) Amnesia to do so....
So my kind request to the author is not to make blunt statemtns with "surface" knowledge.
Sir ..you seems to be ill informed about coast guard and its operations which are being carried out ....or rather I will put this way that u r not aware what's happening out sea ....to quote as you said at porbander some one saw ship tied along side and doing daily chores of life and service for four days ....Did u checked from any ops centre that whether at time CG ships were sailing out at sea or not in that area..?? Am sure u have not ....
I will request u to check the ships log book u will come to know about number of days at sea ...
Now question is performing role as chartered ....how ...I have so many agencies involved in that coming to conclusion is difficult... Let there be one man show ...CG ....u have not provided ant teeth to force in terms of law regulations and policing power to catch and punish culprit put at sea .....
Point taken that we need to empower more ....but by counting the number of asset we have as of know on paper are obsolete in terms of tech ...we have choppers who can't fly in gusty wind and cannot carry out night operations ...when service demands new assets with tech capabilities then is being told that Navy need this whereas u being peace time force just chill...
The discrimination is need to be stopped and negative views need to be stopped in media ...would have appreciated had u suggested some solutions instead of point weakness ....
Regards
M surprised navy realised just too late d potential of d author...n he cud manage to reach d rank of commodore. As u read through u wud realise d officer was gud at writing articles and blogs..certain officers do tht becoz they hav d luxury of time at their disposal..after he nvr sailed..his sea time wud b just more than d annual leave of a young coast guard officer (read less than 6 yrs of service)..finally if utility against investment is of so much importance thn d very respected senior officer wud hav to deposit all d perks he earned in active (read inactive) service. Its my humble request to d author to continue writing such blogs becoz his comic sense of writing does amuse a bit..afterall whr do v find such good example of literary humour in uniform.
Rubbish.... Who is cmdr mathew????? He didnt know anything about Coast Guard. I think he never gone to sea. He just sitting in AC cabin and consumes ration provided by navy.
I think the author requires to know ICG in depth prior writing on the topic.Hving Surface/Bookish knowledge & writing on the said subject is consideered not in order.
Well this article is the best example of freedom of expression in india. One can write any thing and get away. But let me give this author some reality check. During peak of monsoon from mumbai a distroyer class casts off and comes back to berth from mouth of harbour and a Coast Guard IPV casts off goes 170 Nm from coast completes its patrol and return harbour after 4 days. Wakeup its morning man
He doesnt know the facts and is over obsessed with a nation which is atleast 50yrs ahead of us in everything. He needs to update himself (money matters) navy's submarine mishaps costed the common man by more than10,000 crore rupees that's 1/6th of waiver given to farmers loan. 4 captains of capital ships were sacked from office. That service has the experience of sinking a ship in peacetime.. what bullshit he talks abt a much more capable and a professional force where each offr /men can do work of atleast 4 eqvt by sacrificing his personal life and health. Also that our offrs do not run after actresses and murder neither do they swap wives.. the list is endless. He shud nt have raked the issue.....bade.log keh gaye hai ki'". jinke ghar shishe ke hote hai woh light off karke.. kapde change karte hai"... pse refrain and apprise
Doesn't seem to comments from an officer. Even naval sailors are much well informed. Being an outsider I think coast guard is doing much more for the nation than navy. it should be strengthened more.
Well. Let me put in my experience. This is 1996. I am onboard my OPV and we apprehend around 25 Burmese poachers off an Island in A&N group. This was done not by a vhf set but through two days long landing operation.Messages fly from ship to shore and viceversa. Navy sense an opportunity and despatch two naval ships with the famed MRCOS. Our orders were to h/o operation to Navy and leave. This humble soul as the senior watch keeper and also as a member of landing party(In CG we don't have the luxury to play senior officer and avoid action) personally brifed the Marcos and prepared to leave the island for ship anchored 3 nm off. The Marcos Gemini returned to as sooner than it departed asking for us directions. After this went on in cycle for some time we the landing party realised that the famed Marcos was shit scared to enter the pitch dark woods of the island from where we flushed out 25 Burmese(myanmarese) poachers!!!
Let there be no doubt about the competency of ICG.......
Yes, Mr. Mathew is right! He is not biased. His statement, as I can appreciate, is factual. Today there is no visible sign that a coast guard exists in India. This is seen especially since recent times, post 26/11. This can also be said of the navy.
Please be honest and don't let emotions carry you. Where does the coast guard with its complacent, corrupt and infighting officers figure in the country’s security matters today? Does it have leadership? Does the government with its meek defence minister ever steer and make it accountable? Instead they put it under the navy. It suits them. The coast guard today is totally a subservient service under the navy with no freedom for independent action. The officers dance to the tune of a navy that is not capable of driving itself. They get fringe benefits. Are they aware how their juniors are visualizing them? Ask anybody. Journalists like me are aware because we talk to them.
Today the Indian Navy demoted itself to a coast guard and put the coast guard in its servant quarters (as one of the young officers told us!) This has made the coast guard an impotent service with no voice of its own. This situation suits its infighting officers too. No accountability at all. After the 26/11 fiasco the coast guard chief has been awarded a medal post-retirement! Not the sack. Can you believe the incompetents getting rewarded and awarded in a service? If so how the service will be?
First the government should release the coast guard from the mouth of the lazy python, the navy. It is not able to swallow it totally and is lying with its mouth open unable to look after its own duties!
The government should make the navy do its job and the coast guard its own. Make them accountable and sack the incompetent holding high positions for non-performance on the security front.
The entire blame is on the government for this sorry state of affairs. The navy and the coast guard were not like this once upon a time. The government needs to take urgent approach to induct experts in a team to study about the way to change the pathetic situation and seriously consider firm action plans. To find knowledgeable experts will be difficult and the existing in-service personnel won’t fit the bill. There are only quacks around with fixed opinion about everything. What do we do? Can the media, especially the visual media lead? Or shall we leave it to the next government? Mind you, they too could be equally bad.
Otherwise the navy, in the very near future, will sink totally taking the coast guard with it. Or has it already happened? Wish we have time.
A concerned journo (anonymous)
Dear Editor,
I am amazed and surprise that how such a prestigious publication can publish such an article which is far away from the truth and facts.
Yes, Mr. Mathew is right! He is not biased. His statement, as I can appreciate, is factual. Today there is no visible sign that a coast guard exists in India. This is seen especially since recent times, post 26/11. This can also be said of the navy.
Please be honest and don't let emotions carry you. Where does the coast guard with its complacent, corrupt and infighting officers figure in the country’s security matters today? Does it have leadership? Does the government with its meek defence minister ever steer and make it accountable? Instead they put it under the navy. It suits them. The coast guard today is totally a subservient service under the navy with no freedom for independent action. The officers dance to the tune of a navy that is not capable of driving itself. They get fringe benefits. Are they aware how their juniors are visualizing them? Ask anybody. Journalists like me are aware because we talk to them.
Today the Indian Navy demoted itself to a coast guard and put the coast guard in its servant quarters (as one of the young officers told us!) This has made the coast guard an impotent service with no voice of its own. This situation suits its infighting officers too. No accountability at all. After the 26/11 fiasco the coast guard chief has been awarded a medal post-retirement! Not the sack. Can you believe the incompetents getting rewarded and awarded in a service? If so how the service will be?
First the government should release the coast guard from the mouth of the lazy python, the navy. It is not able to swallow it totally and is lying with its mouth open unable to look after its own duties!
The government should make the navy do its job and the coast guard its own. Make them accountable and sack the incompetent holding high positions for non-performance on the security front.
The entire blame is on the government for this sorry state of affairs. The navy and the coast guard were not like this once upon a time. The government needs to take urgent approach to induct experts in a team to study about the way to change the pathetic situation and seriously consider firm action plans. To find knowledgeable experts will be difficult and the existing in-service personnel won’t fit the bill. There are only quacks around with fixed opinion about everything. What do we do? Can the media, especially the visual media lead? Or shall we leave it to the next government? Mind you, they too could be equally bad.
Otherwise the navy, in the very near future, will sink totally taking the coast guard with it. Or has it already happened? Wish we have time.
A concerned journo (anonymous)
IN PUBLISHING THIS ARTICLE THE COMMODORE HAS COMMITTED A CARDINAL MISTAKE...HE HAS REVEALED HIS MIND...WHICH NO NAVAL OFFICER IS SUPPOSED TO...THE COAST GUARD TRULY STANDS TO BENEFIT FROM THIS REVELATION
I am absolutely not surprised by the ignorance coupled with arrogance of Cmde Mathew. We Coasties have seen it umpteen number of times. Publicity hungry, work shy and averse to risk IN is more known for groundings, collisions at sea and crimes by Naval personnel in Naval residential areas. Most of the Indian Navy hasn't seen any real action at all. Bullying the young service and keeping it suppressed is the only strength of likes of Mr Mathew of course besides the size of samosa and softness of paneer.
Well he needs to find out who was responsible for security of Maharashtra coast when Kasab attacked Mumbai. The Navy managed to put the blame in CG lapse as the DGCG - a junior Vice Admiral would not dare to contradict the senior service - where a carrot or a stick may await him after his current appointment. Does Mr Mathew know that the DG on watch when Mumbai was attacked was rewarded with a medal within days after the attack? The Navy surely thought he had excelled in protecting the country!
It may also do him some good to know, Who employed all the CG resources for their own Defence of Gujarat exercise against CG wish leaving the entire west coast open, even when some int about a team of terrorists leaving Karachi by sea was received? Study your subjects thoroughly sir lest you open another Pandora box!Look after your own assets and learn to manage your own human resources. That will be a great service to the nation... and you are paid for it - in cash as well as in kind!
Is c this author really a commodore? ????I think if he v is then he was not actually properly entertained on one of the parties hosted by cg...... I won't b calling him sir.... Since he is retired mr Mathew plz increase ur overall awareness. ....I firmly belive when you had been COS at kochi..... standards of officers performance would have have really touched a new low. ...coz of it was u at the top of helm, I can understand what type of training u would have imparted to them.... it was really va wise decision by navy not to promote u to rank of Admiral. .... plz visit some chai wala shop he will have more situational as well as overall awareness v then u..... You have actually become like present political leaders. ...I don want to v talk about incidents n accidents in past in navy coz u will b more than informed than m......Mathew is time for hands call rather than pipe down. ..
pschch pschh Mr Mathew, You really have freedom of expression but at least keep your disgruntled feelings only upto You. Agreed that You have some serious problem in your thought process, but if things are discussed at this forum like this. . . .I am really very thankful to God, that You could not go beyond Comde. or You should have made IN suffer more than it is fighting to regain its name today. . . but now I understand why IN is in this situation today...there are many more Mathews still remaining "active" in there. . .
Only one thing for consumption . . .there were more than a dozen your ships operating off Guj coast for an "exercise" for many days before and after the 26/11 incident.... and it is not this service looking upto IN but it is IN which do not want to give up the top seat of ICG. . . You know very well why...!!
just ask some of the more informed naval officers about what they know about coast guard. ICG was not necessary to be borne only if people like You that time could have done India proud by delivering what was expected from You. . . .
Also ask those naval officers who made lot of money while here...by all means. . .your ref of corrupt and infighting officers ...is definitely for those. . .
Compare the expenditure and output of IN . . . you may have some new phrase for IN then. . . .
Old man at least stop now spitting venom which ever since the service was borne people like You have been doing....we have seen from day one...
I Think Mr Mathew didn't do his homework before writing this article. Comparison between ICG and USCG is just ridiculous. He should have studied the assets of both the organisation before commenting on performance and duties. Mr Mathew didn't have ground knowledge of Indian Coast Guard. With little knowledge, writing something rubbish and getting it published is not good...wake up Mr Mathew.
You couldn't be more correct. The impotent navy has castrated the CG. Has set a culture of gifts, parties and complete sychophancy. The Vice Admiral who was then chief of CG actually forced the regional commander to deploy all his forces in a naval exercise thus leaving border open. The IN refused to relieve a CG ship even after int of likely attack was received. He retired on 01/12 with a medal from IN and prize appointment of chairman of a tribunal.. The Admirals who were corrupt allowed corrupt in CG to grow and here we are today! Hope the new government acts wisely....
You couldn't be more correct. The impotent navy has castrated the CG. Has set a culture of gifts, parties and complete sychophancy. The Vice Admiral who was then chief of CG actually forced the regional commander to deploy all his forces in a naval exercise thus leaving border open. The IN refused to relieve a CG ship even after int of likely attack was received. He retired on 01/12 with a medal from IN and prize appointment of chairman of a tribunal.. The Admirals who were corrupt allowed corrupt in CG to grow and here we are today! Hope the new government acts wisely....
Hallo Mr. Mathew....I don't understood this article you wrote to promote US navy or to criticise ICG....let me remind you...ICG was initially set up with all help from navy including men and officer. till late nineties they remained in ICG.as a matter of fact they treated this service as a vacation from navy...now coast guard is recovering and in rehabilation phase and definitely will prove its worth..as Mathew told about various ICG roles ,which it never achieved..one should know still ICG is headed by a vice admiral rank navy officer..who definately has more capability ,experience and knowledge than a commodore.. I don't know why they never seen such shortcomings(if exists) and taken corrective measures....comparing with US navy is just disgusting... Both vastely differs to each other in terms of power and resources... ICG air wing has chetak A/C for SAR and other sea related activity..instead of telling I suggest do gogle..forget about inclined weather operation...normal operating is very difficult...bottom line is those who have never been invited in ICG ball and have grudges against coastguard should stop vomiting in such articles...*we protect*
I m not feeling sorry becoz I can just laugh and excuse this uneducated man. If he has been a naval officer then I should feel afraid for navy. He didn't deserve to be promoted from sub leitunent to leitunent only with this kind of attitude and understanding. Then how he reached up to Comdr..? Now coming to sailing part Mathew ji pls come onboard some cg ship as an Pmt appointment for just one year and choice of place of yours anywhere in India in any ship which includes porbander also I can bet you will keep pissing all around and you will not have those fantasy ideas which you have pen down in such a disappointing way. Do you really know the ratio of sailing of cg ship in a month. It is good have drink and beer. But at the same time it is not all good to write anything after drinking. Which you have done.moreover you know very well what a naval officer does after drinking just do that. Pls sir in fact I m not feeling like to address you sir also becoz by calling you sir I will demean all naval officers. I don't blame navy for recent contionous man and material losses I even don't compare navy and cg in any term but surely I look up to navy for producing such an excellent and amazing officers but how you have been produced by navy with such shallow and constipated ideology. Otherwise officer of your rank my God worth of salute worth of .... However I don't have any grudge angaist you becoz I can be rest assured in my taking into account one thing that navy has faced so many mishap and accidents in last few months now I got the answer of all my doubts. Pls do some nation work and prove your salt rather than writing this bullshit and wasting your time pls use both time and energy for Navy 's development. Or if not pls use your time and energy for your family perhaps they may be quite benefited. But I don't think so with this kind of man anyone can remain happy. Pls sir improve yourself and let people take sigh of relief. You know sir very well for whom I am using word people. May god give you understanding and open mindedness so that you can come over from this mentality. I request all naval and cg officer to pray for him.
very aptly written...
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