From a humble beginning in 1977, the Indian Coast Guard has grown by leaps and bounds in the past four decades and carved a niche in the maritime community across the globe. The present stature of the service, aptly known as the “Sentinels of the Sea”, is the result of the perseverance and pioneering efforts of our revered veterans.

Our veterans, with meagre resources and enduring tough times during the formative years, laid the foundation for our progress, concurrently discharging our ever increasing charter of duties. They brought unparalleled laurels and growth to the service ensuring that future generation reap rich benefits. Many of our torchbearers have hung up their boots andjoined the extended Coast Guard veteran family.

On behalf of the serving Coast Guard fraternity, I convey my gratitude to our veterans with my thought...

“We Owe you what we Own”

In order to look after post retirement matters of our Veterans, Coast Guard veteran Cell has been evolving itself. The issues of our veterans are being monitored at the highest echelon ofthe service and we assure wholehearted support for overcoming any difficulties being faced, as also welcome suggestions for course correction and further improvement. Your words of wisdom will continue to light our path.

This e-book was conceptualised with a thought of preserving the reminiscences of our veterans for future generations to cherish. I convey my appreciation for the efforts of the editorial team and all associated with this noble project of getting this e-book published, despite the unprecedented COVID-19 pandemic. My sincere gratitude to all veterans who have spared their valuable time in penning down their thoughts and experiences to make this e-book a reality. This e-book is sincerely dedicated to all our revered veterans. Let me conclude by these thoughts. ..

“While you all are in second innings, we are steadily progressing on your envisaged path. You may stop being a colleague, but you will always remain our beacon forever”.

May you all live long and wish you Good health & Happiness.

Jai Hind. Vayam Rakshamah.

FROM DESK OF

ADDITIONAL DIRECTOR GENERAL COAST GUARD

LESSONS FROM THE MEMOIRS OF VETERANS

Retirement is a culmination of the journey when an employee withdraws from the active service, as he is relieved of his official responsibility. It is a normal process and one meets this reality on reaching the prescribed age of superannuation; not necessarily because of decline in ability or productivity but simply to allow the renewal and revitalization ofthe organisation.

“The Old must make way for the new” is an unwritten law of the nature, even though in the words of McArthur, “you are only as old as your fears, doubts and despair and as young as your faith, self confidence and hope”. So, when retirement occurs as per age criteria irrespective of one’s own feeling of being in the pink of health, peak of experience, ability and wisdom, the transition to post retirement life becomes a challenge in itself. The lucky few who reach senior positions in the service and are accustomed to the perks, privileges and authority obviously have an additional dimension to deal with.

The withdrawal from active work with financial independence should ordinarily provide to be liberating experience, since there is no compulsion to work to earn a livelihood. There is absolute freedom to pursue individual passions and fulfill dreams and wishes, previously postponed in the name of ‘exigencies of service’. Those who planned to spend quality time with their children after retirement are likely to be disappointed as they discover that the grown up boys and girls are busy handling the ‘exigencies’ of their own job and struggling to find quality time to spend with their own children.

However, even ifeverything is hunky-dory on the family front, there are several other factors that impact transition to civil life. Life in the uniformed service molds us in a unique mental makeup very different from that of civil life. There is ceaseless involvement with service activities, on or otT duty. There are officers who eat, sleep, breathe and live coast guard 24 X 7. For them retirement is not just about hanging up their uniform, but the painful and exhausting task of purging the service from within to settle down in a new environment. The only thing that stays thereafter is the treasure-trove of memories associated with this remarkable journey.

Everyone onboard this journey cherished a dream for oneself and for the service. The Indian Coast Guard has come a long way since humble beginning in the late 1970s. Over the years, the service has emerged as a formidable force with credible achievements and a widely acknowledged international standing. The organizational achievements, accomplishments, growth and transformation are the sum total of the contributions of the officers who were part of this journey since inception. After all, they were involved in the relentless nurturing of this organisation. Therefore, there is much to learn from the memoirs of the veterans as to how the course was charted for the organisation and the significant initiatives that accelerated the progress towards the current stature ofthe service. Our memoirs also reveal as to what stays with us post retirement for a very long time or for that matter permanently. The most cherished memories of the veterans are about the organizational achievements during their tenure, the initiatives to introduce healthy traditions, specific individual noteworthy contributions and also in some cases not so pleasant experiences or the sense of being wronged.

So, the message for those who have years to go for retirement is that build your memory bank of service experience with savings of achievements, accomplishments and above all plenty of fond memories that will energies and enrich our post retirement life. Perhaps the organized events for CG veterans under the auspices of the proposed CG foundation could be a way ahead to create the much needed bonding and bonhomie, through sharing and recounting of times well spent together.

I also feel that writing is a powerful tool to reconnect the past with the present by pulling the pieces together into a story. I have personally gained so much by reading the articles sent by the veterans and I am immensely thankful to them for sharing their stories to the editorial team for piecing together relevant articles and publishing this e-book.

I wish all veterans a happy, healthy and successful retired life.

PREFACE

When formed as an interim organisation on 01 Feb 1977, the Indian Coast Guard was headed by Vice Admiral VA Kamath. With personnel drawn from the Indian Navy, its force level consisted of two erstwhile Naval frigates and the 5 P boats borrowed from the Indian Navy, which flew the naval ensign and retained all the naval characteristics. Today we have 156 ships and 62 aircraft with 1945 Officers, 11135 EPs and 1375 civilians with a distinct identity and flying our own ensign. We have come a long way over the last 44 years winning laurels and credibility the world over, as a resilient maritime force to be reckoned with. This would not have been possible if not for the foresightedness and hard work ofthe officers and men who chose to join this fine service and gave their best to build this marvellous organization brick by brick. We salute our torchbearers of yesteryears whose toil, sacrifice, vision, dreams and guidance have helped realize the grand edifice that we stand on today.

As the service completes the 44"year of its establishment, a significant number of officers and EPs have hung up their uniforms and presently more than 400 ex- ICG officers and 2320 EPs form a collective of CG veterans. Their contributions form part ofthe rich history of our service that needs to be preserved and appreciated.

On the occasion of the Coast Guard Day on 01 Feb 21, the Coast Guard Veteran Cell has endeavoured to bring out a chronicler, titled ‘Reminiscences of CG Veterans’. It is a small effort to collate and share the experiences and anecdotal reminiscences of our predecessors in the quirky and unique domain that we inhabit. The editorial team thanks all the veteran officers, EPs and their family member for their valuable time in contributing to this venture. I am sure it will be an enriching experience for the younger generation to re-live the past through these pages and also get inspiration and guidance with a healthy dose of humour in the bargain. We firmly believe that the instant venture will go a long way in strengthening the generational linkages and bonding between the serving and the retired fraternity.

We wish you all success and happiness. Happy reading.

New Delhi

1. I feel honoured to have served in the Coast Guard on deputation from 1987-90. It was indeed a privilege to have been part of a happy team which comprised of most dedicated and professionally competent officers and men who worked in complete harmony. Numerous memories come to mind; however, I will just recount two which have had perpetual and lasting effects on the service.

2. At that time, we had a very lucky break in apprehending a record number of gold smugglers. Newly commissioned CGS Vikram alone seized gold which was valued at much more than the cost of the ship. The simple strategy adopted was to go in the opposite direction to what was provided by the Intelligence Agencies.

3. I emphasized this achievement in my briefing to the new Defence Secretary. Senior Officers from all other concerned Ministries including that of Finance were present. All felt that Coast Guard should have more ships, specially Finance which was music to my ears. Taking advantage of this unexpected opening I said since number of landings take place in shallow waters, marshes and beaches so besides ships, we also needed fast small boats, hovercraft, helicopters and fixed winged aircraft. I was asked to put up requisite proposals which henceforth were considered more favourably than usual.

4. When I joined, Coast Guard Headquarters were temporarily lodged in two separate group of barracks more than a kilometre apart. The sole means of inter- communication was through unreliable and insecure landlines which was not satisfactory. Permanent Headquarters and residential accommodation were to be constructed in a plot located on the outskirts of Ghaziabad. Plans for the complex were ready for submission. I was very disappointed to see the area. The main entrance had slums on either side and was opposite an intercitytruck loading and unloading station. Path to a burning Ghat and a graveyard on its periphery was intended to run through our proposed complex. Overgrown with bushes and wild vegetation the area was being used as an open-air toilet by the local population.

5. We got to know that two of the four Temporary Barracks in the National Stadium Complex on lease to the Ministry of Defence (MoD) by the Sports Authority of India were being vacated by a DSC Company which was moving to its permanent accommodation. However,just six months ofthe lease period were left. We decided to 1 move into the vacated buildings till such time they were available. I consulted the Addl Defence Secretary. His view was that we should move into them, as in our country, accommodation once occupied is vacated only when the occupant desires. The final approval had to be taken by Defence Secretary who wanted to visit the site for permanent Coast Guard Headquarters before giving his decision. As eventually he could not find the time for the intended visit, he desired to see its video ofthe area.

6. Our officer who prepared the video had wisely decided to start at first light in the morning. The video showed the entrance and its vicinity. Then from a position of vantage it showed continuous procession of men and women walking into the area with “lotaas” that is water cans and squatting down in the bushes for their morning routine. We did have to censor some close-up action shots as they were too vivid to be shown. After seeing the 25 minutes video for just 7 minutes the Defence Secretary said that it was quite enough and ordered that Sports Authority be asked to extend the lease and Coast Guard to identify another location for its headquarters. Even though undeveloped and dirty, NOIDA seemed to be the best option owing to its vicinity to Delhi. Its Master Development Plan showed that out of the plots on offer, three would be in good neighborhoods. We decided on plot in Sector 24 (present CG Mess and Complex) for headquarters and plots 23 and 62 for residential complexes.

7. Realizing that we would occupy their barracks for the foreseeable time to come, the Sports Authority wanted them vacated for their urgent use. Fortune again smiled on us for the Former Defence Secretary had now been promoted to Cabinet Secretary. He had a meeting to discuss the issue. He asked the Sports Authority officer what use was intended for the vacated barracks. Seems that either he was wrongly briefed or taken unawares. To everyone's surprise he replied that the vacated accommodation will be used for Badminton practice by national players. The Cabinet Secretary, in angry response, ordered that the four barracks be transferred to MoD and Coast Guard Headquarters to continue functioning from them which it does till date. Of course, the present complex has no resemblance to what we started with by augmenting limited accommodation with porta-cabins and tents. Long story but an important part of Coast Guard history.

8. Now it only remains for me to wish this fine Service Good Luck and Godspeed. Manned by highly professional and motivated officers and men I have no doubts that our Coast Guard will continue to ascend ever higher peaks of achievements.

1. Regressing into the past enlivens memories randomly. It's not easy to localise fermented thoughts that hurriedly rush to the front for a person not habituated in scavenging the past. The Coast Guard is firmly associated with my career phase that includes navy and marine customs along an explicit continuum. It is not a faded past but active present. Though officially retired from Coast Guard, the momentum is still on. The ship is not stopped; it's still moving... into the future.

2. “Who will be in charge of safety and security of offshore oil platforms when they come up, the navy or the air force?” was a question that the senior most in the class, a wing commander, asked me, their instructor, rather ardently. It was a leading question. All my students were much senior to me at the prestigious Air Force Administrative College (AFAC) where I was assigned to deliver lectures on naval operations for junior commander's course (JCC). The year was 1974. I was a lieutenant. For the coordinator of training at Southern Naval Command, I was the right person to deliver the lectures. He said, “You have seen it all Paleri, you are the rightperson.”Actually he meant I was disposable.

3. I realised the tone in the question from the smiling and agile Wing Commander. I was the junior most in that class, though an instructor. All my students adorably ragged me asking difficult and irrelevant questions. Of course, it was a pleasure to be with them later in the air force mess.

4. I paused a second before answering the question, “Who will protect the offshore rigs?” It cannot be army or BSF. So it has to be either navy or air force. Then it suddenly dawned in me that the navy was in the process of taking over maritime recce from the air force at that time. The latter was getting ready to ditch or convert the remaining fleet of Lockheed super constellations (superonnies). My dilemma was that of a prisoner. If I say navy, they will shoot me; if I say air force, I will be wrong because ofthe transition. Thinking for a moment I said, “Sir, it will be a new maritime force that will take care of offshore oil rigs.” There was momentary silence in the class, a sign of disbelief, when a squadron leader from the front raw bellowed in a rather off-tone voice, “Which, one?” I felt I was in a quiz competition and thought of saying “pass.” That was when I realised I would have said the one answer for every question from seniors: “/ shall find out, sir.” The good sense didn't prevail in me. It also happened to Karna on Kurukshethra.

5. “It will be called the Coast Guard,” I said loud and unpretentiously. I remembered reading about US Coast Guard (USCG) in a book on war while at college.

6. I had a sigh of relief when I left. But it lasted only for a moment. The news of the new armed force which I blabbered spread around and finally reached the C-in-C who had only one question to my commanding officer, “How did Paleri know the government is thinking about a Coast Guard?”Nobody believed me when I told I was just guessing to get out of a situation. They wanted to know, “How was I privy to the knowledge?” But the admiral believed me and told me “Son, you are right.” He was the intrepid Ronald“Ronnie” Lynsdale Pereira.

7. Indian Coast Guard (ICG) became a reality in 1978 as an armed force of the union under Seventh Schedule, Article 246, List-1, Para 2, of the Constitution of India under its own Act. The service went through many trials and tribulations, natural to any organisation. All the time it stood firm on the strength of its Act, and the forbearing of its people.

8. There are ’ 143 Coast Guards in the world including those of quite a few landlocked states All of them are unique and country-specific. Their roles are universally similar: law enforcement and service besides other roles in the national interest as specified under their respective laws. The charter of ICG is very specific and crisp, which it will perform as “deems fit” and “without duplication of efforts” individually or along with other armed forces. The Act makes ICG totally dynamic operationally, if the government so desires, and a firm model for others to adapt for country-specific requirements. India has reasons to be proud of its Coast Guard.

9. Sweden created the first Coast Guard (Kustbewakning) in the world (1638). Interestingly it was a decade before the Peace of Westphalia was established affirming the concept of sovereign states, as the countries are today. The peace treaties were established after the Thirty Years' War in Europe. The Sri Lankan Coast Guard (SLCG) is the latest(2010).

10. It is not that ICG does not have its fears and uncertainties even today. A drawback is absence of formal training system. The training is outsourced or done in situ without formal academy or institute. This also means the Coast Guard does not have any arrangement for strategic research or training in practical enforcement topics like moot court, etc. on subjects that define its roles. This is a major drawback even after 42 years of its existence. It is encouraging to see that the government is serious about a Coast Guard academy which the service may ensure on fast track.

11. The service had to face criticalities ab initio with frequent efforts from similar organisations to take over command and control especially eyeing for senior vacancies. This will paralyse the operational service and jeopardise performance effectiveness and efficiency. It is important to understand a Coast Guard is a much specialised service where experience in chartered duties under terrain specificity matters. The government understands it and has handled prudently so far. But any sort of continuation to dilute the service and its duties can be counterproductive. This is my exclusive and considered opinion. It will be good if the government puts a moratorium on takeover bids or shifting. The government also needs to exploit the Coast Guard to maximum advantage.

12. ICG has no limitations in the area of operations under the Act, except in territorial seas of other countries. This is especially so since the ocean beyond the territorial sea is a global commons. In the territorial sea too the service can operate with the permission of host countries under agreements and memorandum of understanding for mutual benefit if there is consensus ad idem between governments. India believes in working together for everybody's benefit. Limiting ICG operations to specific areas is not a matured decision and goes against its charter under the Act unless it is a matter of operational optimisation. Ultimately it is for a government to decide on policy and use its armed forces and agencies in the best interest of the nation and, thereby, its people based on the Constitution.

1. At the outset let me state that it has been a singular honour and matter of immense pride for me to have been in Command of Indian Coast Guard. May I also admit that when CNS first gave me a hint that I would be moving as DGCG, it was a big surprise as such an appointment had not crossed my mind. What happened further was that during my first three months as DG, I was dual hatting! My predecessor was moving as C-in-C of a Command and even though I had been selected to take over as DG, for some strange reason the file was delayed in the labyrinth of official machinery. Successor to my post as COP had also not been appointed. So, there was no ceremonial taking over from my predecessor and for the first three months from November 2011, it was the hat of DGCG in the forenoons and afternoons in the office of COP! Now to the humour in it, for a Function or event as DG, I would be travelling in the official vehicle of DGCG with DG's Flag and in COP's vehicle otherwise! My staff were one up and I often found both cars lined up next to each other! A week or so into the dual hatting, I was informed that the Honourable Raksha Mantri wanted to see me. When I reached his office, he asked why I had not called on him as DGCG? I responded that without formal appointment how could I! He smiled and said“Oh the file will take its own time, but as far as I am concerned you are DG”. And that's how it all began.

2. I was indeed fortunate that my time at the helm of CG coincided with the unprecedented expansion taking place in the service. Post the 26/11 terrorist attacks at Mumbai, the nation had been jolted from its complacent outlook on Coastal Security. The expert committee that analysed the incident had recommended a slew of measures to enhance Coastal Security and the role and responsibilities of CG. While some of these were underway when I took over, we still had a lot to coordinate with multiple Central as well as State governmental agencies for speedy implementation of measures to ensure seamless coastal security. Calling on Governors and CMs of all coastal States and UTs helped and two such calls were unforgettable. One was with the CM of Gujarat, now our PM Shri Narendra Modi. On completion of the meeting he requested that points we discussed be given to two officers on his staff who will monitor progress and brief him. All issues were resolved in less than three months. The other was with the late Ms J Jayalalitha, then CM of Tamilnadu. As I was exiting her office after our meeting, she called out to me and said “Admiral if whatever we have discussed and agreed today is not completed in three months please give me a call”. As I recall, State agencies completed their tasks in two months! It was professionallyvery satisfying to ensure completion of almost all measures.

3. The special focus on Coastal Security by the government afforded us the opportunity of expanding capabilities of CG, both force levels and manpower. We were also fortunate to have a very understanding RM who was always positive to the needs of CG. We soon got approval for our Perspective Plan up to 2027! While some new platforms were in the pipeline, we were able to obtain sanctions for many more and begin construction of a number of ships of various sizes. I recall telling with pride at various professional forums that from 70 odd ships and 50 odd aircraft in 2012, CG was set to double to 150 plus ships and 100 odd aircraft in five years. We set up an additional CG Region in North East and more CG Stations came up covering every part of the coastline to have 42 of them, with additional Air Stations and Enclaves on the anvil. It would have been even more satisfying if we had been able to get a real move ahead on the CG Academy for which the foundation stone had been laid before my time close to the Indian Naval Academy. Sadly, for a variety of reasons the project is yet to fructify. While the CG got a number of additional manpower sanctions to meet the growing capabilities of the service, of special significance was the elevation of a CG officer to its first post of ADG. This paved the way over the next couple of years for more posts of ADGs, CG Commanders to oversee the Regions on the Western and Eastern Seaboards and eventually the appointment of the first DG of the force from Direct Entry CG officers.

4. I was also fortunate that we had a President's Fleet Review during my tenure. In the PFR of December 2011, CG units too displayed their might and I proudly flew my Flag on Samudra Prahari. A whole host of fond memories come back as I recall my visits to various CG stations and units, from the smallest to the major ones, quite a few of course for Commissioning. I was able to visit every station and interact with the teams proudly executing their tasks with professional élan even in remote locations. It was equally rewarding to interact with Heads of other CGs across the world, some visiting India and others while paying a visit to their country or at international conferences. The joint exercises with Japanese CG off Chennai and a combined Indian, Sri Lankan and Maldivian CG exercise off Male were noteworthy. It was also an honour to get a special meeting with the President of Maldives on that occasion.

5. No recollection of my tenure would be complete without a mention of the MV Enrica Lexie incident. The tragic shooting of innocent fishermen off Kerala coast by Italian Marines onboard the merchant ship, mistaking them to be pirates, brought to the fore the professional acumen of CG. Immediately after receiving the initial report at night, MRCC was quick to identify and locate the ship from the multitudeof contacts in the area. Coast Guard units then brought the ship into Kochi enabling India to initiate legal actions.

6. Changing tack, while the traditional At Home function hosted on CG Day by the DGCG, was attended by the RM, other high dignitaries and officers, I observed that the men or Enrolled Persons had no such occasion to meet at the home of DGCG. I started such a function for them on the day after the CG Day. I can never forget the cheer and thrill that I observed on their faces as they came with their ladies for the function.

7. While I can recount many more nostalgic moments, let me close by reiterating that it was a great honour to have been at the helm of Indian Coast Guard. The kindness and regard being shown to me even now by CG makes me truly blessed. My wife also recalls with great fondness the warmth and affection showered on her as President CGWWA and how as a team they could undertake a number of welfare activities.

1. I took over as Director General, ICG (DG ICG) on 01 Feb 2015. It was literally 'baptism with fire' since 1st Feb is celebrated all over the country as Indian Coast Guard Day. So, after taking over the reins of the ICG from the outgoing DG, Vice Admiral AG Thapliyal, on 31 Jan 15, I got started with all activities like courtesy calls, walk around the complex and also the various ceremonial events associated with the ICG Day planned for the big day, i.e. ‘1st of Feb’. Fortunately for me, the most important function associated with the Coast Guard Day, i.e. the Reception at the DG's residence, which is attended by a large no of VVIPs like the Hon'ble RM, the Service Chiefs etc was conducted a day earlier at Admiral Thapliyal's residence. Thus began my stint with the Coast Guard, which was short, just 13 months long but very educative and eventful. It was also a great learning experience and a great education, heading a maritime service. I was very impressed with the professionalism and efficiency of the Coast Guard, since being a small organization its functioning was bereft of the usual bureaucratic delays, which normally tends to plague bigger services.

2. Whilst there are a no of memories to reminisce about during my tenure, one which is etched in my memory, though not a pleasant one, is the crash of the CG Dornier on 8th of June 2015. The Dornier aircraft had taken off from Chennai at about 1830 hrs for a routine sortie but crashed off the Tamil Nadu coast, killing all three aircrew. The entire Search and Rescue (SAR) machinery of the ICG as also the /Nwas put in place immediately. Days kept passing by but there was no joy for about a month. In the meanwhile, inputs were also being taken from various organizations associated with oceanography related institutes like National Institute of Ocean Technology (NIOT), Indian National Centre for Ocean Information Services (INCOIS), ISRO etc to undertake satellite imaging and see if they could discern something from tell tale signs like oil spill, any floating debris etc to pick up remnants of the aircraft but to no avail.

3. In the meanwhile, the relatives of these aircrew (all officers) were getting restless, quite naturally and they used to approach us demanding answers. The media was also quite active in portraying the inability of the ICG in not being able to give any concrete inputs about the aircraft. However, I don't blame the parents and relatives of the missing aircrew since it was a big trauma for all of them. They had met me a number of times and despite my re-assurance that everything possible was being done to recover the missing aircraft, their anxiety couldn't be assuaged. They also met the Hon'ble RM, late Shri Manohar Parrikkar but it is to his credit that he didn't put any pressure on me and let the ICG do its job. At times like these, people also start believing in supernatural powers and become immensely superstitious. For instance, one family mentioned that they had met an astrologer who had told them that their son was alive and that the aircraft had crash-landed in Sri Lanka. We got in touch with the DA in Colombo, who reverted after two days saying that he hadn't got any such input.

4. In order to undertake search in the underwater domain, assistance of a submarine was requested from the Indian Navy and an EKM submarine INS Sindhudhwaj from Eastern Naval Command, under the command of a dynamic officer Cdr Das was made available. The submarine operated out of Chennai. We also tasked the Naval Oceanographic Data Processing and Analysis Centre (NODPAC), a naval establishment based at Kochi, for underwater topography of the area of interest to us. This proved very helpful, in guiding the submarine during undertaking the underwater runs. Prior to the submarine sailing out for the task, elaborate briefing was undertaken, based on input from NODPAC. Prior to obtaining the requisite data from NODPAC, the submarine was making blind runs on hit and trial basis. However, based on data about underwater topography, the submarine made runs at varying depths in a controlled manner, taking into account the depth contours of the area, whilst catering for underwater cliffs. The aim was to get an intercept from the Sonar Locator Beacon (SLB) of the crashed aircraft, which was lying embedded is such a position that its transmission was being blocked by the rocks and cliffsurrounding it.

5. Amongst the concurrent actions that the ICG was taking during that time, one was also to make use of a specialised vessel hired by Reliance Industries, from a Norwegian company, called ‘MV Olympic Canyon’ which was being used by Reliance for drilling efforts in the KG Basin. This vessel had capabilities like powerful side scan sonars as also the capability to use its Remotely Operated Vehicle (ROV), to undertake seabed search in depths of about 3000 mts. It also had the capability to scan the seabed by illuminating it and pick up any items of interest with its robot arms. The issue was that Reliance themselves were paying a hefty sum of Rs 1 crore a day as hiring charges for the vessel, so hiring this vessel would have been prohibitively expensive for the ICG. To tide over that problem, CGHQ informed the MOD about possible need for additional budget and I took the opportunity to sound the RM. However, Reliance Industries were very gracious and waived off the rental charges for employment of this vessel. This was a big relief, since getting an infinite amount sanctioned from MOD would have been a big issue, since we were not sure, for how many days, we would need the services of the vessel.

6. Meanwhile the submarine was undertaking search in a planned manner and in one such run, she literally struck gold, when she received a barrage of transmissions from a particular bearing, which as later found, was from the sunken aircraft. It is pertinent to mention that the designed life of the battery of the SLB is 45 days and 37 days had passed since the crash. The vessel Olympic Canyon had embarked ICG officers and Naviks to guide them to our desired objective and the vessel was directed to proceed in that bearing. However, while direction of the transmission was known, distance was not known. Once along that bearing the vessel lowered its Remotely Operated Vehicle (ROV). Since ROVs, are equipped with at least a still camera, video camera, and lights, it was able to transmit images and video back to the ship. After extensive scanning, the ROV was able to locate the debris of the crashed aircraft and with its robot arms, was able to pick up the entire debris, all of which was also done very professionally. The ROV not only retrieved the debris of the aircraft but also the mortal remains of the aircrew on the 39th day of the crash. Unfortunately though we couldn't save the lives of the aircrew, we could retrieve the entire debris of the aircraft, which also included the mortalremains of the three aircrew.

7. The Hon'ble RM, late Mr Manohar Parrikar was monitoring the progress regularly. As a matter of fact, he had discussed the technical details of the functioning of the SLB with me about a week before. He greatly appreciated the coordinated efforts of all concerned, the ICG, the IN and Reliance Industries in recovery of the crashed aircraft. I had suggested to him to write a ‘Thank you’ letter to Mr Mukesh Ambani, the Chairman of Reliance group for sparing the vessel ‘Olympic Canyon’ to ICG free of cost. However, the RM left the option for me to do the needful, after which I went to Mumbai and personally thanked Chairman of Reliance Industries for the kind gesture of sparing the vessel for us.

8. The recovery of the debris of the crashed aircraft from sea, from a depth of more than 1000 mts, in just 39 days, though a tragic one for the ICG, was an evolution, quite unprecedented, which reflected on the coordination mainly between the IN and the ICG and the professionalism of all concerned. It drew applause from various quarters of the Govt and was suitably covered by the media. Overall, it augured very well for the image of the ICG as an efficient service.

1. In September 2001, while in Command of CGS Varuna, I was transferred as CSO to RHQ (A&N). The incoming Commanding Officer delayed taking over as his stars weren't very conducive. Meanwhile, my family and I were packed up - luggage ready to be shipped, children's school transfer certificates in hand and spending the last few nights in Kochi sleeping on the floor of our apartment, waiting for things to move.

2. While we were set to leave for A&N, change of guard happened at CGHQ and overnight, I was instead directed to report at Delhi. This time around, the stars of incoming Commanding Officer also suitably aligned for takeover.

3. Once in Delhi, while proceeding for my children admission at Naval Public School, I was informed to immediately take over as D (Pers) following a case filed in High Court. I had always kept safe distance from this Directorate (infamous for moving you out, the moment D (Pers) saw you loitering) so this came as bit of a shock. Nevertheless, I rolled up my sleeves and got to work.

4. First task at hand was to have Business Rules for systematic working of the department. This was not to the liking of officers calling the shots on the transfers as their ability to manoeuvre was severely restricted. I soon realized it was an uphill task to make things move in the right direction as any discussions or plans I tabled were transmitted to“powers” in no time.

5. One of the first files put up for my consideration was to accept the board proceedings for a revised seniority list for the officers. Keen eye clearly indicated brain wave of few individuals who were now posted in the concerned department and had tried to tamper with the laid down norms. There were no representations or observations on the CG lists in vogue for almost 12 years. A simple recommendation “Not to Disturb the Apple Cart” till someone puts grievances in writing was duly approved.

6. In order to get around horse-trading, I resorted to extreme measures - stopped working during office hours, burnt mid night oil, worked on all the proposals during night & weekends, and moved files by hand for approval of the competent authority. This resulted in the 'Civilian King Pin' getting side-lined without any work. Investigations into pending serious corruption cases were initiated. Anonymous complaints against me started pouring in but I managed to carry on without letting it impact the delivery of my work.

7. Next came E/Ps promotion board proceedings for approval. So far there had been no weightage for their performance in courses/ higher rank boards. As a result, some bright EPs were not making the grade. We immediately corrected this by putting in place a system which incorporated the same in promotion matrix. This passed through easily before anybody realized its impact. The system stood the test of time and very soon we had professionals going up the ladder.

8. Need was felt to check growth of incompetency in the officers' cadre and give suitable weightage to the professional competency. As the proposal was taking final shape, the 'King Pin' and my 'Well Wishers' had their say, I was eased out. Rest is history.

9. There is no dearth of lessons we learned as a family during the years in service, most important one being to change & adapt to the circumstances, and to keep persevering.

10. We as a family, remain eternally indebted to “Indian Coast Guard” for providing us challenging and professional environment for working.

1. President's Fleet Review was scheduled in Feb 1989 at Bombay and full dress rehearsals were in progress. The Indian Coast Guard, being very young, had very few ships to participate in the Fleet Review. These included 4 OPVs - Vikram, Vijaya, Veera and Varuna in addition to a few IPVs, SDBs and IBs. CGS Veera was commanded by then DIG NS Achreja(later retired as DDGCG in the rank of Inspector General) and CGS Varuna was commanded by Cdr MP Taneja (later retired in the rank of Rear Admiral).

2. All ships were lined up at anchorage as per the allotted positions and regular rehearsals were conducted wherein the ship earmarked as President's Yacht used to transit and “Teen Jai (three salutes)” were being practiced. Needless to state that for this purpose, operational availability of the Main Broadcast System onboard the participating ships was the most important requirement. As luck would have it, the main broadcast system onboard CGS Varuna developed a fault just one or two days before the actual date of fleet review. Those were the days when even for electronic equipment we used to take up component level repairs unlike the present days where, more often than not, repairs are by replacement of defective PCBs. The defect could be traced by the efficient Varuna team to the failure of power transistors for which the ship did not have any spares. However, having earned his ‘Competency Ticket’ onboard Vijaya and'SeaAcquaintance' onboardVikram, the Deputy Electrical Officer (DLO) of CGS Varuna (then Asst Comdt Sunil Maneshinde) knew that a complete amplifier unit was available as onboard spare on the first 3 ships ofthe class i.e., Coast Guard Ships Vikram, Vijaya and Veera. Further inquiry by CGS Varuna revealed that only the spare amplifier onboard CGS Veera was operational. Running against time, CGS Varuna lowered the Sea Rider (ship's boat) and despatched her DLO to meet Electrical Officer CGS Veera which happened to be me (then Dy Comdt SK Goyal) with a request to get the spare amplifier on Temporary Loan. Knowing the criticality of the Main Broadcast and that CGS Veera was to be the flagship of Indian Coast Guard during President's Review, CGS Varuna was very doubtful whether the amplifier would be spared by CGS Veera that too when the equipment had abnormal failure rate on all ships. Notwithstanding this, CGS Veera received an unexpected guest onboard inAsst Comdt Maneshinde.

3. Parallelly, communication link was established on VHF set between the Commanding Officers of both the ships. The Commanding Officer, CGS Veera had reluctantly agreed to spare the amplifier if and only if his LO gave clearance after ensuring that the ship would continue to have operational Main Broadcast at all times till completion of the President's Review, as he would not like to have any failures or any difficulty during the big event, especially when they would be embarking Vice AdmiralH Johnson, Director General Coast Guard.

4. Maneshinde and myself, though very young at that stage, but still both of us, as individuals, could empathise with each other and could feel the pain in the mind of the other. The frequency of puffs on our cigarettes was increasing and many cigarettes went up in smoke in an effort to bring down the tension and cool down the nerves. We mutually agreed that in case Veera system faced any difficulty, Varuna would return the item immediately. Thereafter, myself-a determined Electrical Officer, knocked on the door of the Captain's Cabin to seek permission to part with the amplifier.

5. Once inside the Captain's Cabin, I was questioned, “What is the fall-back arrangement?” I replied that the first action would be to recover the amplifier as agreed with DLO, Varuna. However, if it was not possible to recover the amplifier, the other fall-back action would-be ship's PA system which would be kept rigged until the event was over. I further added, “Sir, God willing, the main broadcast will remain operational on both the ships.” He smiled and just said, “Okay. Ask them if they need any other assistance.”Very magnanimous response...indeed.

6. Asst Comdt Maneshinde returned to CGS Varuna with the operational Main Broadcast amplifier in his own safe hands. As narrated by Maneshinde, he was given a very warm welcome back onboard his ship as if he had returned with a “shikaar” for a hungry group!!!

7. Finally, both the ships had an excellent President's Review with no problems faced by either ship till the curtains were drawn. True to the saying:

(With inputs from Commandant Sunil Maneshinde who is presently serving as General Manager(Planning) of Goa Shipyard Limited)

8. This episode shows only one side ofthe coin. I would like to show the other side also, though in a short and precise manner. The scene shifts to the year 1989-90 when I was Electrical Officer of CGS Vivek still holding the rank of Deputy Commandant. CGS Vivek was a Bombay based OPV and another Madras based OPV (say CGS XYZ) was on operational deployment to Bombay.

9. CGS XYZ was to proceed to sea for routine patrol and it's Magnavox Navigator was non-operational due to a defective PCB. The Electrical Officer (LO) of the ship approached me with a request to part with the PCB from my operational Magnavox Navigator. Since my ship was under SMP and didn't have any immediate sailing schedule, I took my Commanding Officer's (then Cdr KLM Krishnan) verbal approval and handed over the required PCB to LO, CGSXYZ. He was requested to cover it up with a signal keeping RHQ(West) in the loop. However, he forwarded only a PHM (Priority Hand Message) without keeping RHQ(West) in the loop. Anyways, the PCB was returned on completion of CGSXYZ 's deployment.

10. A few days later, our ship was to sail for anti-poaching deployment based on specific intelligence. As luck would have it, the printer of my ship's Magnavox Navigator was found non-operational during pre-sailing checks and it was crucial to have a printout showing parameters like date, time, latitude, longitude, etc., at the time of interception of the defaulting vessel for legal process.

11. I very confidently approached LO, CGSXYZ seeking loan of the printer for two days since their main set was still non-operational. He went to his Commanding Officer to get the customary approval. On return from CO's Cabin, the LO tells me, “Sorry, he has not approved.” Shocked, I just asked him, “Don't you believe in give and take?” and returned to my ship without waiting for the reply because I knew he didn't have one.

12. CGS Vivek sailed off with defective printer. However, after leaving harbour, one of my very efficient enrolled personnel (can't recall his name) started working on the printer and fortunately got it going before we actually required it.

1. It was in 1982 when ICG ships were prefixed with 'CGV' — Coast Guard Vessel, thereafter changed to ‘CGS’ — Coast Guard Ship, and now ‘ICGS’ — Indian Coast Guard Ship. CGV Kirpan, a Bombay (now Mumbai) based Blackwood Class Anti- Submarine Frigate, seconded from the Indian Navy, was commanded by a very vibrant Commanding Officer, who would never settle with anything less than the best. No reasoning for a failure would ever satisfy him. A great ship handler, I had seen him successfully taking the ship alongside at Cochin (now Kochi) without using tugs ('Kirpan' was a single screw steam ship and the currents in Cochin channel are well known to all seafarers).

2. I was an under trainee onboard for my Competency Ticket. The ship was scheduled to sail from the home port in the morning and enter Cochin after about seven days' patrolling. The Electrical Officer disembarked the ship to proceed on leave and was to rejoin the ship at Cochin. All pre-sailing preparations went off very well and the ship commenced movement without any unusual happening until she cleared the harbour and reached the open sea.

3. 'Kirpan' was equipped with Gyro Compass and Admiralty Gyro Magnetic Compass (AGMC) as navigational aids. Gyro is a non-magnetic compass and finds the true north whereas AGMC finds magnetic north due to magnetic surfaces around the ship including earth's magnetic field. One each “Tape Repeater” was provided to indicate the Gyro and AGMC readings in the bridge unlike the analogue and digital repeaters available since a long time now.

4. Not too long alter the SSD and cable party were secured, the Commanding Officer himself announced on the main broadcast asking me to report to the bridge. I reached the bridge moving on the double, climbing the stairs at a speed never before and never after, and saluted the Commanding Officer. He looked at me and said pointing at the two tape repeaters rather angrily, “What is this? One repeater is running to the left and other to the right. The difference between the two is twelve degrees. I don't want to see more than five degrees difference.” I acknowledged the orders by salute and 'Aye Aye, sir and returned to the Ward Room thinking foolishly whether I could really alter the magnetic field around the ship.

5. After getting convinced that I had no control over the external effects on the ship, I started looking for alternate means and ways to satisfy the command. I went to the Gyro Room where both the compasses were installed. Had a good look on both the systems and yes ... I need three personnel and a connector screwdriver to do the job. Onboard Kirpan, manpower was not really an issue being an ex-warship and many of the systems were not in use for Coast Guard role.

6. There was a potentiometer with a grooved slot on the AGMC, the rotation of which using connector screwdriver in either direction would alter(increase/decrease) the AGMC reading. I called the Departmental Master Chief and directed him to start 1-in-3 watch for adjustment of the AGMC reading. Three junior hands were nominated and thoroughly briefed to maintain the difference of about three degrees between the Gyro and AGMC. For a few hours, I was taking frequent rounds of the Gyro Room to ensure good watchkeeping by the boys and was fully convinced of their satisfactory performance. Now the Gyro and AGMC were operating with a difference in their readings not exceeding three degrees. Thereafter, I shifted my concentration to other departmentalaspects ofthe ship at sea.

7. The same evening, after sunset, I heard main broadcast announcement asking me to report to the bridge. On my arrival at the bridge, the Officer of the Watch signalled through his eyes to meet the Commanding Officer who was also present in the bridge and was seated in captain's chair. I reported to the Commanding Officer with a salute and'fear ofthe unknown' could possibly be seen in my eyes. He looked at me from top to bottom followed by a long stare on my face. I could hear my heartbeat in that pin drop silence. And then, I heard, rather loudly, “Well done. The AGMC is working.”

8. The 1-in-3 watch in the Gyro Room continued till CGV Kirpan entered Cochin. After a few hours, the Electrical Officer rejoined the ship, as scheduled. He was briefed on all the developments during his absence on leave including the 1-in-3 watch. He smiled and said, “Very good. Welldone.”

1. I recall the lilting words of Sarojini Naidu's poem which was prescribed for us in high school, unfolding the mystery and romance behind the close nexus between the sea and the fishermen! Ramu Karyat’s award winning film Chemmeen had a similar impact. Based on the literary masterpiece of Thakazhi Sivasankaran Pillai, the film with its breath-taking panorama ofthe coast, soul stirring music and powerful dialogue truly reflected the lives ofthe children ofthe sea, their customs and manners, joys and sorrows, longings and aspirations! Hailing from a sleepy coastal town, Nagapattinam in the erstwhile Thanjavur district of Tamil Nadu, I used to marvel at the idyllic life ofthe fishermen. Nagapattinam is an old town that has been in existence since the Sangam Tamil period!

2. During school/college days, we used to spend our evening on the beaches ofthe town. We could witness the in and out movements of fishing boats through a small canal called ”Uppanar“between the town and the sea. It used to be a pleasant sight to see the catamarans being pushed into the sea by fisher folks for a night haul of fish! Most of the time we used to wait and watch the anchored cargo ships switching on their deck lights during sunset. Only a passenger ship named MV Chidambaram plying between Singapore/ Malaysia and then Madras (Chennai) used to anchor for a couple of days to embark/disembarkpassengers. My endeavour to venture into sea by catamaran or fishing boats never materialised. The fishermen reasoned that I would be unable to withstand seasickness being a fragile town boy. Neither was it possible to board an anchored ship as the formalities and obtaining approval through the ever vigilant Customs was a daunting task. Hence, venturing into the sea remained a distant dream. Frequently, I would stop and be mesmerized by the horizon ofthe blue sea where you could appreciate the “Raman Effect”. Rarely, we would spot a blue- eyed mariner in uniform at the evening bazaar ofthe town. He would stand out amidst the fisher families and other villagers thronging the evening bazaar! This sight would immediately remind me of the Poompuhar town of Tamil Sangam period wherein Greeks/Roman mariners (so called “Yavanars”) frequented the “Nalangady” (day- time bazaar) in town! Despite all these circumstances, I had never thought of becoming a sailor even in my wildest dream.

3. Having completed my master's degree in Physics in 1978, I had started working on a PhD in physics in 1979 at IIT-M. With no inclination for joining the Armed forces, I had last heard of it during my first year in college, when one of my classmates suddenly disappeared from college to join the NDA. Neither that, nor a small stint in the NCC Army Wing, could generate much enthusiasm in me! During the mid-seventies, I chanced upon some naval officers in the corridors of HS block at IIT-M. After meeting them in the recruitment cell, I learned that I didn't meet the age requirement to join the executive branch ofthe Navy as a cadet.

4. Few more months rolled by and while I was reading the newspaper in the hostel's library, I happened to go through an ad for direct recruitment for the first batch of the Indian Coast Guard officers with the picture of a small patrol boat in the background! As luck would have it, I was eligible age-wise for direct entry into the officers' cadre! Rank structures like Assistant Commandant, Commandant, Inspector General, etc., fascinated me. Further, the pay was equivalent to class one gazetted officer and a Physics PhD scholar had recently got a class two gazettedjob.

5. I had a discussion regarding this post with my close friend Sridhar who was doing his research in Mathematics at IIT-M! Both of us were called for a preliminary test and interview to the Chennai local office. We appeared for the interview and the president of the board, Late Cdr CS Menon flanked by two officers, grilled me. I was cleared for the final round at Delhi.

6. The final board was headed by none other than Admiral VA Kamath. While examining my school leaving certificate, to my pleasant surprise and sheer coincidence, the Admiral exclaimed that he was also an alumna of the same high school in Nagapattinam where I had studied! His father had served as the Port Health Officer before independence. Admiral Kamath passed out from National High School, Nagapattinam and joined the “TS DutTerin” before being commissioned into the RoyalNavy. I wondered ifhis stay at the same coastal town had enticed him to join the Navy!

7. Later, as a Captain of a major ship, I had an opportunity to have a bird's eye view of Nagapattinam when I undertook a coastal reconnaissance by a ship borne helicopter. In a few seconds, we covered two square km of the town and the bazaar looked like a lane. It was a dream come true.

8. After spending a score and seven more years in the Coast Guard, I had the privilege of serving in the corporate sector for twelve years! When I look back on those years that I spent in one of the finest services, I am still grateful for the opportunities I had, including commanding almost all kinds of ships.

9. CG service trained me to become a good team player and enabled me to be a professional in handling difficult situations. During the 2015 Chennai floods, when most areas were inaccessible and Tata Consultancy Services (TCS) facilities were threatened, as a CG veteran I was able to exhibit high professionalism and utmost determination in safeguarding the lives of many TCS associates and also the facilities with no untoward incident. Post the floods, I coordinated a major TCS CSR activity wherein, in tandem with IIT-M and TN Govt, two major lakes of Chennai city were desilted and rejuvenated which won appreciation from the general public. For all these achievements, I am grateful to the CG service which had indeed brought out the potential in me.

1. I joined the Technical Division of the Indian Coast Guard on 15th of September 1978 at Coast Guard Headquarters in New Delhi. The Service was 15 days old having been commissioned on 1" of September 1978 by prime minister Morarji Desai by cutting a tape on CGS Kuthar in Naval Dockyard, Bombay. I was present at the ceremony where all invitees were presented with key chains as a memento, which carried a Coast Guard crest without the motto on it.

2. The service was operating out of six rooms in “B” Block hutments opposite Sena Bhawan. I reported to Director (Materiel) Cmde RC Bhalla, Indian Navy, who became a Rear Admiral later. I was appointed as Deputy Director (Technical) at CGHQ that involved dealing with all technical matters i.e. Hull, Engineering, electrical work pertaining to ships and shore establishments, new acquisition, recruitment and training of technical personnel including setting up of Coast Guard Afloat Units (CAUs) on the lines of Navy BMUs. It was a huge mandate, and I was assisted by a Lt Commander Gupta (Armament Electrical Officer) who handled administration and transport duties.

3. The two ships CGS Kuthar and CGS Kirpan and five Pulicat Class boats that had almost outlived their useful life in the Navy were transferred to Coast Guard. Navy continued to maintain these ships until they were decommissioned.

4. Three Seaward Defence Boats were being built by Garden Reach Shipbuilders and six High Speed fiberglass boats, with General Motor engines were also under construction at GRSE in collaboration with Swallowcraft, South Korea, were also transferred to CG.

5. With the limited infrastructure to keep these ships/boats maintained was a formidable task. The Navy had its own ships to maintain and could not take additional load. Various ships required to patrol India's EEZ were being finalized. Based on global inputs the types of ships were listed as follows: Offshore Patrol Vessels (OPVs), Inshore Patrol Vessels (IPVs), Interceptor Boats (IBs) and Deep Sea Patrol Vessels (DSPVs) for patrolling up to 200 nautical miles including firefighting and pollution control roles.

6. The Director (Plans) was working on staff requirements for ships whilst Director (Materiel) was to decide on the fitment of machine/equipment based on the SRs. Data from US Coast Guard Cutters, the UK Island and Castle Class OPVs Was obtained and analysed. The Nordkapp Class OPVs of the Norwegian Coast Guard were also studied. Finally, in 1980 it was decided to build the First of Class of the Indian Offshore Patrol Vessel at Mazagaon Docks Ltd Bombay. They were already constructing Leander Class frigates for the Navy.

7. The main engines ofthe ship were selected after a detailed technical analysis of international manufacture of repute. Medium speed engines of M/S Paxman UK Pielstick and SACM France, GMT Italy, and MTU Germany. Finally, the French engines Pielstick's PA6 series was selected. This engine was to be manufactured in India by Kirloskar Oil Engines, Pune (KOEL) under license, five years from the date of signing the contract. They would provide lifetime maintenance and logistics support to the ICG. The vessel was to have 100 per cent standby power diesel alternator sets manufactured by KOEL, Pune were already in use by the Navy. They provided logistics support for these also.

8. The final specifications and GA drawings for the OPVs were sealed by Coast Guard Headquarters in the beginning of 1981. The 600-odd manufacturing drawings pertaining to Hull, engineering, electrical equipment, and drawings were approved at CGHQ by a team comprising of DD (Tech Services), Chief Draughtsman Babu and Head Draughtsman Kamlesh. Model tank tests of the Hull were conducted at the 'NEVESBU” ship design unit in Holland. The ship was classed with the American Bureau of Shipping to rules applicable to United States Coast Guard ships.

9. The first OPV was launched on 19 September 1981 and commissioned at Mazagoan Docks Bombay on 19 December 1983. She was named Vikram by Prime Minister Indira Gandhi. It was a red-letter day for Coast Guard and our great nation had acquired another service at sea.

1. This was the year of 1986-87 more than 30 years ago I do not recollect the exact dates, three young Assistant Commandants posted onboard brand new Indian Coast Guard Ship brought from Japan CGS Jijabai (Pennant No 64). I will mention two incidents where the officers and crew onboard displayed thorough professionalism and extremely high level of courage and never give up attitude.

2. February 1986, In temporary command of the young lady in the absence of Commanding officer with my colleagues and very close and dear friends then Asst. Commandant KR Nautiyal (Now ADG KR Nautiyal PTM, TM, Retired) and Asst. Commandant MA Thalha (Now Retd. DIG MA Thalha) sailed from Port Blair on a bright and calm morning with the Hon'ble Lieutenant Governor of A&N Islands Lt. Gen. TS Oberoi PVSM, VrC onboard to visit rare Jarawah tribe settlement. This was a very important high profile visit with most of the senior officers of Andaman Administration onboard along with LG to establish FIRST EVER civilian contact with Jarawahs tribes on Western side of Middle Andamans. Unlike the current scenario there was no crew briefing by COMCG staff, the Regional Operation Officer (ROPO) gave us the position where the Jarawas were last sighted, the name of the area was Port Anson. Looking at the only available small scale Admiralty Chart with old Survey we located the strait on the western side of Andamans near Port Blair. There was no Harbour charts available at that time for the area, so we were totally dependent on this small scale chart. We departed Port Blair in the early hours and proceeded at max speed to arrive off Port Anson in the forenoon as identified on Radar(note: at that time there was no equipment or telescopic sight available onboard IPVs for taking the bearing of the objects from the wings of the ship and therefore we were totally dependent on the ship's radar).

3. From a distance we could see the smoke on the island giving us a clear indication of presence of Jarwahs. Based on radar picture we proceeded to enter the Strait with one officer on deck for lowering the boat and another officer was on radar with me on Bridge. Everything was perfect with extremely high soundings, (of course not matching with chart), yet we proceeded inside and observed a big rock protruding in the middle of the strait at a distance of less than a cable from the ship, depth in area was more than 25 meters. This was not comfortable sight at all. As youngsters we had learnt that if in doubt stop ship and fix position on chart and then proceed. We stopped and realized that we have entered the wrong strait. Engines were put in full astern mode to safe waters.

4. Middle Strait was identified half a mile above this location. The ship entered Port Anson through the Middle strait and anchored safely in unknown waters to complete the mission. LG embarked the ships boat loaded with rice and Coconuts to greet Jarawahs. This unforgettable sailing earned the ship a letter of appreciation and personal commendation from Hon'ble LG. Big lesson learnt always visually identify objects and cross verify with other Navigation aids such as Radar and Echo Sounder.

5. Another Andaman story which I would like to share unfolded in Mar 1987 with again three of us onboard and self again in temporary command in absence of the Commanding Officer. This incident is deeply etched in my memory lanes and even today I can recollect every details like a Hollywood movie. In absolutely flat calm seas and on a bright sunny morning we sailed from Port Blair with then COMCG(A&N) Cdr PV Subbarao onboard to proceed to Carnicobar Islands about 150 NM from Port Blair. By about 1300 hrs, the ship anchored about 1.5 NM from the island in depths of about 10 meters. The weather was clear and the sea was calm. The ship's boat was lowered and was secured alongside Starboard side to disembark COMCG(A&N) to Carnicobar Island. While we were in the process of preparation, the weather suddenly deteriorated. The wind speed developed over 30 knots, heavy rains, almost zero visibility conditions and the sea state became 4 plus from calm conditions. The boat ropes parted and the ships boat was adrift, slowly drifting towards shallow coral waters. In no time ships both engines were started, anchor was weighed and the radar was switched on. The ship continuously tracked the boat on radar (about I NM away) and proceeded to recover the boat which was slowly drifting towards the coral shallow waters. Recovering the boat without crew onboard in Zero visibility conditions, heavy rains and rough seas was a very difficult task as we were now less than a mile from land in 4 meters of water. While the ship was maneuvered close to the boat recovery was only possible by sending crew onboard the boat.

6. One under trainee watch keeping officer along with one EF, Shri Selveraj (Enrolled Follower) stood on the Foxle. As the ship was maneuvered close to the boat on Stbd bows, I ordered the crew to jump overboard and before I could name the person to jump, Selveraj jumped into the water and got into the boat. The boat was recovered onboard at 6 cables from land in 4 meters depth. As soon as the boat was recovered onboard the weather returned to normal. The courage and dedication of this young EF is unforgettable and inspires me even today. The COMCG onboard on bridge witnessed the emergency response of the ship's crew and appreciated the efforts to recover the boat from a disastrous situation.

7. I shared the above happenstance with ADG KR Nautiyal, PTM, TM (Retd) and he wrote back I quote “The above incidents were in fact was a life changing experiences and gave me a lesson for rest of my career how a mature and balanced head of a young Assistant Commandant (read then Assistant Commandant AKVerma) could salvage both disastrous situations at sea and it bore testimony to his leadership and professional credentials. He surely is a role model whose professional leadership skills were sorely missed by the organization due to his voluntary retirement”unquote.

1. “Hands to flying stations, hands to flying stations, hands to flying stations”, the routine announcement came from the general broadcasting system of ICGS Vivek on the wee hours on 28 Dec 2004. The Andaman Sea was a little calm, may be it was fatigued, after exhausting her energy in generating 15 meters high demonic waves accompanying the earth quake, taking more than 5000 lives in A&N Islands just two days back, due to an effect bearing an uncommon name called Tsunami. ICGS Vivek, one of the few capital ships and work horse of the tri-services command, was engaged in rescue operations as part of “Operation Sea Waves” off the Nicobar Group of Islands.

2. Like the previous two helo sorties, the current one too was in full swing, airlifting injured ladies, children and the elderly from desolate places in the island. Ship's Medical Officer, Medical Asst and the detailed team assisted the distraught passengers in disembarkation, taking them one by one to the Helo hangar and thereafter to the make shift first aid post set up in the Sailors' Dining Hall. The fiiry of the sea could be gauged from the grave injuries sustained by the rescued persons - broken hands, legs, deep bruises and blood stained torn clothes caused by the 2004 Indian Ocean Tsunami.

3. As per plan, ICGS Vivek was to evacuate the injured and aged people from Teresa, Trinkat, Chowra, Katchal, Bompoka, Nancowry, the most affected islands and disembark them at Port Blair for further medical management in hospitals and relief camps. During helo fuelling onboard, Lt Cdr Dipak, the senior pilot, one of two on temporary duty iiom /N for the mission asked me, “Do you have sufficient AVCAT fuel onboard? During this long deployment we are going to make many a sorties in the Great Nicobar Group of Islands and will be flying at full load both way - outbound with relief food material for handing over to the beleaguered islanders and the inbound with the evacuees needing urgent medical attention”. I answered promptly “Available, exactly 08 KL, but considering the intensity ofhelo operations as you have told, it might not be sufficient to sustain the full deployment duration.” His reply was “Okay, I have an idea, I got a hint from my counterparts, I could try taking fuel from 37 Wing Air Force Station, Carnicobar, though the area is badly devastated having maximum casualties, but the fuel storage tanks have withstood the impact and are intact, unharmed.”

4. I was very happy as onboard fiiel would be conserved and can be used for the upcoming multiple helo operations off Great Nicobar Group of Islands. The best part of the gloomy situation was that the AVCAT fuel, ex IAF Car Nic Station was in hygienic condition and available in plenty too, which enabled our several helo sorties. May be the divine power knowingly had left a ray of hope for the sufferers who could be rescued by Helicopters.

5. In the afternoon, our ship headed for Port Blair CG Jetty to disembark the severely injured Tsunami victims for further medical treatment and rehabilitation at relief camps functioning from Schools, Colleges, and sports grounds. The following day also our ship was deployed off Car Nic Island and ship borne helo was engaged in a series of evacuation sorties. Evening hours our ship entered ICG Jetty, halted for a brief period, disembarked the victims, loaded tons of relief material, mainly food and tentage/roofing material, received from different parts of mainland-India. Thereafter, ICGS Vivek headed for CampbellBay, our next area of operation.

6. Early morning, ICGS Vivek entered Campbell Bay harbour anchorage and dropped anchor. We had information about the large scale damage of the wharf, which was visible from ship. The broken columns bereft of deck concrete slab, twistedjetty crane and vessels sunk alongside left a proof of the colossal power of nature's fury. In Campbell Bay town and nearby villages, many people were washed away. The Indira Point light house which was part of shore had been submerged by the surging sea by around 500 meters. Even Campbell Bay wharf was devastated almost fully, leaving hardly a few meters ofjetty intact, close to the shore. Vessels of different types, fishing boats, ferry boats could be seen lying grounded inside the harbour in shallow waters, some even dotted the sandy beach.

7. Ships main purpose was to transfer the relief material - Rice, Dal, Sugar, Jerry cans and bottles containing potable water, tentage material for the distressed people of Campbell Bay numbering around four thousand, housed in different relief camps. Using ships Gemini to ferry ship's crew to shore and for boarding operations was fine but transporting relief material in a small craft was a gigantic task in itself. Moreover the available petrol for the Gemini OBM operation was just sufficient for normal deployments only.

8. Whenever there is a problem, a solution is not far behind, it is said. I could notice a ferry boat at a distance, far from shore, in the harbour anchorage area but there was no movement of any soul onboard. After pondering a while, I went straight to the CO, DIG Ali Muttahar, who was engaged in some discussion with XO, on the helo deck and explained him my dilemma about petrol scarcity. He gave me a patient hearing and asked “What is the solution?” My reply “We need to hire a boat for ferrying the relief material. But no boat could be seen around, all either grounded or lying on the beaches except one. The boat in sight seemed abandoned and we can try using that.” He smiled and gave a thumps up signal. On getting the go ahead clearance and anticipating technical problems in the boat, myself and ships PSE(ER) carrying a tool box boarded the boat using ships gemini. To our surprise, we observed not a single crew was onboard and the boat was anchored with the help of a poly propylene rope, living area was dishevelled and about a feet of water in engine room partly submerged main engine.

9. Our first task was to de-flood the water manually using buckets which were available onboard followed by attempt to start the engine after through checking of engine systems. First two attempts were unsuccessful, and with the third, the engine started. Once the initial success was achieved, our next task was clutching the engine. We were lucky, the engine was clutched in during the first attempt itself and we made a happy turning circle inside the harbour. The then COMDIS-10, Comdt MM Patil who was fully engaged in relief work was contacted by ship to find the details of owner of the boat so that it could be hired by ICG for a short duration but his sincere efforts proved liitile. Finally an executive decision was taken by the CO and by noon the boat was tied alongside ICGS Vivek, ship's company commenced loading gunny bags containing relief material. Thereafter the boat, proved a real asset and was used extensively for over five days for transporting relief material to the shore from ship, in addition to ferrying the relief teams to and from shore. As ships Gemini was used sparingly, petrol was saved resulting in its use for relief operation in other islands in subsequent deployments.

10. All good things come to an end too. During one such sortie to shore, the boat developed leakage from stern tube area when it was approaching shore. Ships personnel manning the boat confirmed that the propeller shaft had given away and got broken. As the repair was not feasible, the crew abandoned the boat and after an hour or so the boat which had rendered immense service sank and sat on the sandy floor with only crew's cabin roof and mast visible. It remained as a wreck also as an evidence for an upcoming legal battle in A&N court after a year, which had a happy ending.

1. It was in July 1990, a small bunch of youngsters reached Goa to report at INS Mandovi Goa for their initial training at INA located in picturesque corner - far removed from the exciting places and beaches ofthe famed city.

2. I was surprised to see a ‘small bunch of batch mates numbering eight accommodated not at the traditional Fleet dormitories (Central Square) but in a corner shack reserved for lethargic ‘others or short termers’. We were welcomed in the traditional way by the so called youngsters who looked that they just came out of their puberty. Just as we were indoctrinated with subordination at all times, efforts were made continuously to break us down physically and mentally. In due course of time we went through the rigmarole of military training and subsequently our batch was joinedwith/NGSES as a separate Division, in view of our small batch size. There was always an air of underlying friction between the graduate trainees and the 10+2 cadets. The Cadets joined the Academy at avery young age, had tremendous stamina, had good experience in parade drills, excelled in academics and demonstrated hubris in large amount. Accordingly, we almost came in the last pack in the cross country, performed moderately in academics and were overall considered below par when compared with 10+2 cadets.

3. One of the important elements in the INA training was performance of the Officers as a team during the camp, which was conducted alter the mid-term. We as a team had already made up our mind that we may not be able to beat those 10+2 cadets and instead focussed on not losing to other GSES (Tech) teams. Accordingly, we paid attention on our strengths i.e. tent pitching as we had few ex-NCC Officers in our batch. To our hard luck, the erect tent pitched in quick time by the expert batch mates, just collapsed when the jury was inside the tent inspecting it. Having got nil points from the first event, we almost gave up.

4. When our Divisional Officer Lt. KJS Batta approached us and instead of the anticipated dressing down, he cheerfully lauded us for the effort made for tent pitching and motivated us by stating that we had the potential to come first. We never believed it earlier and after that speech by our Div Officer, something changed within us. We could hardly sleep and we started to work as a cohesive team, took everybody's viewpoint, assigned tasks to persons who had particular strengths and encouraged the physically weak officers to put in their best for the team during the events. To our utter surprise, we came first in map reading, long distance running/trekking in jungles, won the kabbaddi finals, came first in situational awareness contest and took the overall Champions Trophy.

5. It was quite unparalleled in the annals of INA,that the supposedly lower graded graduate entry officers beat the hell out of the experienced and the top notch 10+2 cadets, hands down and the success of it rubbed on us so much that our batch performed exceedingly well in academics, sports, extracurricular activities and to crown it all one of our batch mates (Now IG) was appointed as the Academy Cadet Captain (ACC). He was also the Parade Commander during the Passing-Out Parade. Such a transformation was unprecedented and it remains one of the finest moments in my life.

6. As per information gathered for past 30 years this feat of winning the camp by a small bunch of Asst Commandants and nomination of ICG Officer as ACC and Parade Commander during Passing out Parade seems to have never been repeated. I would like to state that everyone goes through several challenges and conflicts in life at many stages and during those times they need positive words of encouragement and motivation from their leaders and seniors to come out of the adverse circumstances. Dressing down, ridicule and putting subordinates down does not yield any positive outcome. It does a lot to motivate the team and can surely work a miracle like we did in late Oct 1990.

1. Our four month stint in the training academy at INS Mandovi with our naval counterparts was replete with hilarious anecdotes. On one such occasion, after the first class with Cutlasses on the parade ground, we all marched up to the dining hall for a well-earned lunch. When asked by the senior cadets what we had learnt on parade that day, one of us smartly blurted out “We performed the CUTLERY drill Sir”!! On yet another occasion, one of us was being grilled on the history of the Academy and the Navy during lunch in the Dining Hall. Armed with the OLQ of a 'never say die'positive attitude, whilst being completely at sea with the dates and data, the reply to each of the question was “I will find out, Sir”. Five or six questions down the line, exhausted with both her ignorance and the standard insipid response, the cadet posing the questions finally asked, “Do you know how many times you've said'I will find out"’, to which the prompt reply was “I WILL FIND OUT SIR”!! While that 'KBC' was in progress, the cadet seated next to the 'hot seat' realized that he was robbed off the fruit on the side- plate that afternoon, as the young lady officer in the nail biting moments of the grilling session had, in fact, inadvertently polished off his quota of the fruit! Needless to say, our lunch for the day was topped off with a dessert ofextra drills!

2. A few months later, during our first major training course at INS Hamla, we were entrusted with the duties of AOOD. An important part ofthe duty was the muster of CBs. Fresh out of the Academy, our understanding of the acronym was limited to Civilian Bearer, and harmlessly armed with this knowledge, the young AOOD waited for all the CBs to muster near the Guard Room at the given time-which never happened! She reported their absence to the OOD, who not only enlightened her with the correct expansion ofthe acronym (Charge Books), but also 'awarded'her two extra duties!

1. As four young women, we entered the hallowed portals of the youngest Armed Force of the Country, to etch an indelible chapter in the Nation's maritime history. An opportunity afforded to us in the 20th year of the setting up of Indian Coast Guard when we joined the Academy as the first batch of women officers on Coast Guard Day 1997. Our arrival was celebrated in more ways than one. Our entry coincided with the announcement of the Fifth pay commission, thus drawing comparisons with the Goddess of wealth “Lakshmi” - considered as the harbinger of wealth and prosperity- which was to be extrapolated later to keepers of Govt wealth (Imprest) and also as “Annapurnas” (providers of food and clothing (LOGOs)} - based on the duties assigned to most of us during the initial phases of our careers. And some even celebrated it as the opening of matrimonial opportunities within the Coast Guard officer fraternity!

2. I, for one, joined CGAS Daman on my first appointment in the year 1999 as Asst LOGO. On receiving the appointment letter, I first reached for the map of India to figure out where was ‘Daman and Diu’ because that's how one imagined them - Daman and Diu close together in one single ‘frame’! However, school geography lessons were quickly re-learnt and I reported to the base with bag, baggage and loads of nervousness, as it was probably for the first time that I had walked out of a predominantly Naval set-up (courtesy our training curriculum and my family background!) to face my fellow Coast Guard officers nay brethren. The Naval connection, however, continued as my CO for a major part of my tenure, was a Naval officer and so were a number of naval aviators on deputation to the Coast Guard for clocking flying hours! The tenure introduced me not only to the intricate administrative liinctioning of an Air Station but also to the operational challenges and stress that comes along with the handling of invaluable flying assets - both in air and on ground. Apart from the weekends comprising of Route Marches and Shramdaans on the runway and TRV, as a young Asst Commandant, one ofthe most vividly etched memories of the tenure was the integrated operations of aviation assets of all Armed forces during Ops Vijay and the awe-inspiring landing of one of the Army's largest helicopter on the Daman Airfield that one time. Not to forget my own miniscule contribution as the 24X7 Security Officer during the Operations, on my toes, operating from the Regulating Officer's cabin(next to the runway in those days), shuttling to and from the Wardroom for uniform change on my black KiHo (Kinetic Honda for the uninitiated!) which I ‘flew’ like the Dorniers stationed in the Squadron! The Logistics duties were a learning experience too as I handled Flying clothing for the first time and got to know about aircrew emotions attached with these items, especially the Flying Goggles (unofficially known as the ‘Ray Bans’)and Aircrew watches!

3. After a four year long tenure at Daman, I shifted base to Mumbai in 2002, to join not only my new unit - the Bureau of Naviks - but also my spouse who had been posted onboard a ship based in Mumbai since the first two years of our marriage! The Bureau was an eye-opener of an appointment, a space comprising of barely three rooms that acted as the HR Nerve Centre of the Coast Guard - an achievement accomplished through Self-made (‘Aatma-Nirbhar’) in-house developments in Information Technology over the years-the scope of error being negligible as it involved careers of the workhorses on ground. What amazed me was the ‘never say die’ attitude of our staff who on one hand haggled for inches of space with the ‘big brother’ and at the same time ensured that these ‘inhospitable environs’ did not affect their quality and efficiency of work. A young mother with an eight month old infant travelling in a car-pool with fellow officers who patiently waited for the mother-son duo while she dropped the little bundle off and picked him up from the caretaker's custody on her way to work, was how I was morally supported during some of my trying times. The bonds of camaraderie that I forged in BUVIK - one of the smallest units of the Coast Guard - on not one occasion but also during my second tenure later, have continued to this day. The other thing that I carried forward from that tenure is that you don't have to personally rote - learn every rule in the book, but you sure must know where to find them!

4. The next two tenures spanning six years at two of the largest District Headquarters on the Eastern seaboard, viz., DHQs - 5 and 6, brought with them a professional adrenalin rush that I thoroughly enjoyed albeit in bits and pieces! The opportunity to play an important role in the nearly ‘nine month’ run- up to the commissioning of first ICGS Pondicherry (now Puducherry) and later ICGS Kakinada were experiences like preparing for the birth of a baby in more ways than one- the anxious parents (read unit assigned the job of commissioning!) burdened with the expectations of even more hyper-anxious family members (read all senior formations!). I was even awarded the coveted ‘on the spot’ commendation by the Director General Coast Guard for my role in the commissioning of ICGS Puducherry, but the challenge of tying up loose ends like invitation cards, guest lists, menu finalisation, draft speeches, seating arrangements etc, not to forget the numerous visits to CDAs (to ensure that basic kitting up of the units didn't invite any audit objections at a later stage), was something that I had not bargained for! The new thing that I dabbled in atVizag was duties as the DistrictWorks Officer as I took ‘on-the-job’ lessons in the art of creating assets through reams of paper and constant liaison with the ‘creators’ (read MES authorities)!

5. I headed to Mumbai for another stint at BUVIK but not before a short tenure at CGSD(Mumbai) ...living with resources stretched to the hilt yet ensuring an unhindered supply chain that is sure to put all Amazons, Flipkarts and their ilk to shame! Although this was followed by a two year course at NIFM where I grappled with the nuances of Financial Management, the next tenure at Kolkata and my first at any RHQ (after almost 17 years of service) was a real stress builder in the otherwise ‘sleepy’ metro in the East! Handling logistics challenges for all underlying units had its share of ‘kicks’ and the ‘hot chair’ of Staff Officer to COMCG only compounded the anxiety manifold! And to quote from Spiderman“With great power comes greater responsibility!”

6. Back in Mumbai in 2016 again, in the final home stretch, me and a dedicated team of handful service and civilian personnel were entrusted with procurement of spares for ships and units under the Western Region. At one point, the LP Cell had more than 60% women as its staff- with both Oi/C and her Deputy being women who had never served onboard, but were entrusted with the role of ‘providers’ to ensure that operational assets were up and about at all times.

7. This was perhaps an indication of the way things have shaped up within the service with respect to the growth and contribution by officers of the opposite gender. From my small group of four dreamy youngsters with little inkling of their duties, to a clan of nearly 100 officers performing well-defined multifarious tasks on land, sea and the sky today, the role of women in the Coast Guard has certainly seen a quantum jump. Our only regret of not serving onboard an operational afloat asset was assuaged when four young women were assigned to operate hovercrafts a few years back. Today, amongst the four ofus from the pioneer batch, three (including me!) have hung their boots and joined the Veterans' clan. The last woman standing is truly a fighter - a version of Goddess Durga - and continues to be our torch bearer. I wish her all luck!

1. In my long journey in Indian Coast Guard, there are so many incidents which gave me a lot of happiness and are nostalgic feeling even today but I wish to share only one incident which changed my perspective and attitude towards service and changed my life.

2. I belonged to a business family and being youngest I was pampered, smart, good in sports and very protected girl. My family was not at all interested in marrying me to a service person especially Defence Service person as they believed that they don't have a settled life, while I always wanted to marry a Uniform person. Fortunately, I got a chance to marry an officer of Indian Coast Guard and after many hurdles, my dream came true and I got married on 15 April 1988. I was very happy but life had many challenges in store for me.

3. After 5 days of our marriage, my husband left me with my in-laws to join his duty in Sri Lanka (IPKF deployment). We were in touch on phone for about two months whenever he visited shore. My all dreams were shattered. During those two months, I use to consider myself as his second wife as service was his first one. I was very upset and was keeping myself busy in my job. Finally, after two months he told me to come to Vizag his base port.

4. During those time there was no direct flight from Delhi to Vizag, therefore, I was supposed to change flight from Hyderabad for Vizag with a gap of about 4 hrs. One can imagine my situation as someone who never ventured alone to market was going so far alone. I was scared and worried still showing a brave face. On reaching Hyderabad I saw an officer in uniform with a placard for me. It gave me a sigh ofrelief. As we came out of the airport a Naval jeep was waiting for us. He told me that he is ADC to the Governor of Andhra Pradesh and we are going to his house situated in Raj Bhawan. He introduced me to his family and offered me a hot lunch. I was slightly surprised by the events happening with me which gave me some confidence. After 3 hrs or so the officer left to the gate of the aircraft bound for Vizag which was again very surprising for me.

5. On reaching Vizag, I was received by a handsome ICG officer who accompanied me to my house in ICG Jeep. At home, I was welcomed by my husband. My house was beautiful next to the hills and one can see the sea on the other side which impressed me very much. Our next-door neighbour a senior officer's wife dropped in to welcome me with Andhra delicacies. Everything was a new experience for me. As soon as she departed my husband told me to get ready for the evening party onboard ship. Though I was a bit reluctant as things were moving like time machine but didn't have any option so I got ready. There was an ICG Jeep to pick us up for the Venue and we reach the ship which I was seeing for the first time. Seeing the venue where there were two ships berthed together with twinkling light nicely decorated, my eyes were wide open with surprise. This I had seen only in movies. To welcome me there was the Commanding officer, Dist. Commander with his wife and other ladies at the gangway. Everything was happeningjust like fairytales. I was a bit nervous and bit scared as all were unknown people but was feeling proud to be with brave people. Sensing my nervousness the Dist. Commander's wife took me along and introduced me to all and made me comfortable.

6. I found everyone very nice and friendly having a good sense of humour. In no time I became part of the Indian Coast Guard family wherein everyone is for everyone with no consideration of caste, creed and colour. I have gifted a small memento on this occasion which still I have and feel proud whenever I see it which me a nostalgic feeling. I was feeling proud to be a part of this lovely family. ...my second family. Since then I have grown with this family learnt many things in life and feeling very satisfied. This was the first and beautiful ever cherished step of my new journey in this beautiful service.

7. I sincerely thank all the ladies of this family, senior to me, my peers' group and myjuniors and of course all Officers for their affections and support in this journey.

1. I am neither a numerologist nor a player of number games. But when I recollect my experiences with numbers, I am surprised to find that the number nine has been my lucky number in service. Years ago, during an informal conversation, a senior naval officer mentioned that some ships were always lucky because of their call signs, whereas other ships were not so.

2. My experiences as the Commanding Officer of CGS Ahalyabai (call sign 72) and Varuna (call sign 36) are vividly etched in my memory. Both ships not only brought laurels to the service but also played a significant role in my career. These ships responded swiftly to developing situations and were instrumental in a large number of apprehensions and seizures in the service.

3. Ahalyabai, during her maiden voyage from Singapore to India, intercepted a foreign vessel involved in smuggling raw rubber in the Andaman Sea. We had no armament onboard to engage the vessel as per the rules of engagement. My chief boatswain mate with his technical ingenuity fabricated a make-shift gun and positioned it on the starboard bridge wing. He simulated sound signals as if there was gunfire from my ship. We apprehended the vessel after thirty minutes of hot pursuit, amidst rapid gunfire!

4. In February 1989, all the Coast Guard ships and aircraft ofwestern region were deployed off Gujarat coast for anti-smuggling operations. Ahalyabai during her barrier patrol intercepted the dhow Subhan Allah with the entire crew Pakistani nationality. She had supposedly lost her way and requested the heading for Karachi. We brought her to Porbandar instead. To everyone's surprise, the customs authorities found gold worth Rs. 3 crore while rummaging her holds.

5. Varuna incidentally holds the record for the biggest gold seizure of all times, worth Rs. 28 crore. She holds the rare distinction of apprehending the maximum poacherstoo.An interesting incident comes to my mind.

6. When Varuna was on a routine patrol off Lakshadweep islands, we intercepted a foreign fishing trawler off Suheli Par. The ship's boarding party was sent to search the vessel. The boarding officer inspected the trawler and her logs. He then radioed that the vessel was on innocent passage and permitted her to resume passage. We continued patrol and the trawler resumed her innocent passage. By this time the sun had already descended the horizon. During the night two other Coast Guard ships and an aircraft operating in the area reported no contact. However, as the sun brightened up the skies at morning twilight the same trawler was again sighted, this time with her lines down. She was apprehended under the Maritime Zones of India Act, 1981 while fishingjust about 10 miles off Suheli Par.

7. These are only a few of the many exploits of these mighty ships under my command. The call signs 72 and 36 were lucky for me and I believe that they would have been lucky for others who commanded them. As for me, the smile of Lady Luck is permanently etched in my mind.

1. It was most unexpected to see the instincts of rodents at its best onboard the flag ship of the Indian Coast Guard, Kuthar. A rat brigade of several siblings led by their sturdy, well fed and well-bred mother was finding ways to find food onboard when fortunately they happened to take shelter in our hellhole cabin called JOM (Junior Officers Mess).

2. From the very day of stepping onboard for our midshipmen phase, the JOM was perceived to be the most peculiar place onboard. Situated a little aft of amidships, between the main switch board and a water tight bulk head atop the fuel tanks, the JOM has been the landmark living space for the under trainee officers since commissioning.

3. During sailings, a mere whiff of the most foul and peculiar smell of fuel was sufficient to make us throw up. Therefore, the question of sleeping in these quarters was unthinkable. We searched for vantage positions like behind the main mast, in the crow's nest, in the middle of the rope coil, atop the limbo control room, etc.

4. Daytime in harbour and at sea, was most hectic and gruesome. After dinner at the end of the day, our priority was to get as much sleep as possible to meet the toughschedule of the next day. So was the schedule on that fateful fourth day of our attachment to the ship.

5. The rodent brigade led by their mother usually step out around midnight when most of our colleagues are asleep. It was during those moments that I watched the charge of the rat brigade after the change of watch. For a while I just lay motionless and watched their exploits.

6. The mother moved carefully sniffing like James Bond 007 style. Then, it made a calculated move, and hopped on to the bunk where Sushil Kumar was asleep and they started to nibble at his weary heels. Very cautiously, the siblings followed, for finer bites. Soon there were about 20 rodents having their delicious fill until one of the siblings bitjust hard enough. Sushil turned over and his movement scared the brigade, who went into hiding ina flash.

7. The ruckus creators gone, most probably after having their fill, I slept off. Half an hour or so later, a loud shriek shook us so badly that we felt that someone got violently attacked.

8. When the lights were switched on, we found Sharad bleeding profusely from his ear. Probably the mother mouse had given a nice kiss (bite) on his ear lobe. After giving him first aid and leaving the lights on, we tried to sleep but it was elusive. But our tired bodies gave up and we slept like logs.

9. Next morning we were in for a surprise. Sushil was groaning badly and was unable to stand on his feet. Reason? Both his heels and toes had been nibbled to tender flesh. We never knew that the rats loved the human flesh so much.

10. That was sufficient to put him off duty for the next two days and more importantly for us to commence our practical lesson on de-ratting onboard Kuthar.

1. I belong to the first batch of the Indian Coast Guard. Our first batch comprising of ten general duty and five technical Assistant Commandants reported at the Regional Headquarters at Chennai in the first week of February, 1980. We were kitted up and transferred to the NavalAcademy at Cochin for four and half months of gruelling basic training. Thereafter, we engineers proceeded for an eight week marine engineering acquaintance course at INS Shivaji and on successful completion, reported onboard CGV Kuthar for award of watch keeping certificate. Three weeks later, our general duty counterparts also joined ship for their midshipmen phase.

2. Sports were a major part of our everyday curriculum along with ship acquaintance and work experience. I being a keen footballer and having played for the Southern Naval Command Afloat team at the Naval Academy was entrusted with preparing the football team of Kuthar. I mustered a team of ten Assistant Commandants and two sailors, Mukherjee and Dutta. They were good players. Within a week we were the cynosure of the eyes of the football teams who practiced alongside at the Navy Nagar playgrounds.

3. One morning, our course coordinator, Lieutenant Thomas took me to the Commander Paralkar, our Commanding Officer. The Captain in his cool impressive tone said “Nilgiri had challenged our ship for a football match. He wanted me to accept, and I did”. In the evening, with best wishes from the CO we took on the mighty Nilgiri team. We won by a single goal. It was quite an upset in the fleet.

4. The next week we accepted the challenge of the mighty K-25 Squadron team. Our energetic soccer team floored them by a score of three goals to one. Hardly had we stopped rejoicing our little victory when we received a challenge from the formidable Vikrant, the mightiest and largest warship of the Indian Navy. It was a scary proposition. The Vikrant football team had eight active players of the All India Navy team that used to participate in the Super League at Cooperage in Bombay as well as at other places in India. Notwithstanding our stature, we accepted the challenge.

5. We assembled on the playground at the decided hour,the sky was over cast and Vikrant team was overflowing with confidence. My teammates were sweating profusely in that fine afternoon weather. Sensing the pensive mood, I huddled my teammates just before start and shared my strategy. The teams came face to face in their respective halves. A wait of half a minute seemed like eternity. Finally, the referee blew the whistle.

6. The match began with display of full vigour and tactics from both the sides. I could switch to all positions with my preferential position as centre half, the schemer and feeder. In the very first minute, on our first look at the opponent's goal mouth, this opportunity was converted into a goal with élan by our fine striker, Rajasekhar. It came as a big surprise to our opponents and a boost to my team. My scheme was beginning to materialize. In the next ten minutes we scored another goal. Our next attempt was thwarted by the opponents by tackling me, resulting in a foul in their penalty area. I took no chance and converted the penalty awarded into our third goal of the day, just before the halftime whistle.

7. Half time over, both teams resumed their pitched battle for supremacy. Ten minutes later the opponents pierced our defences and scored their first goal. By this time it started drizzling. We changed our style and scored two goals in quick succession in next five minutes. That did the trick. The opponents' team was thoroughly demoralized. By the end of the game, the champion team of the fleet had been drubbed by a margin often goals to one.

8. Back onboard, we received the appreciation of our Commanding officer. It was later learnt that the shore liberty of the other team was curtailed for the next forty five days. The first batch of Coast Guard officers had registered their formidable entry in the Western Fleet.

1. Memories comprise of both the good and not so good moments. The human mind tends to erase the not so good one and rejoicing the good times. I intend sharing some of my good experience.

2. When our batch joined the Academy, the uniform issued to us was grey in colour. This really made everyone wonder as to which country the force belonged to. Especially once, when our platoon was marching down to class and our platoon commander after ordering, “Eyes Right” saluted a passing officer with his left hand.

3. I also remember the day our class received a severe punishment for a very funny reason; the platoon leader instead of acknowledging with the customary, “Ji Shriman” on being summoned by the Divisional Officer had said“Jai Shri Ram”.

4. Once, during a football match between the Himgiri and Nilgiri divisions, the officers' of Himgiri started cheering their team with the jingle, “Aa Ho ka ha, Himgiri Ki Jai Ho”. That was not appreciated by the Divisional Officer. He punished the entire division with bare-backed front rolling around the basketball court. One under trainee officer kept rolling; much after the order to stop rolling had been given.

5. When I was undergoing engine room watchkeeping on Kuthar, we intercepted a group of four Taiwanese trawlers after a hot pursuit. During subsequent questioning, none of the fishermen professed to understand English. The problem was soon resolved during mealtime when vegetarian lunch was being served. One of them asked for ‘fish’ in English.

6. One particular experience goes away back to the eighties, when Goa was the destination of the hippies living close to nature. I and four batch mates were strolling on the Calangute beach after swim. As we had left our wrist watch and belongings behind in the van, we were looking for someone to tell us the time. We soon spotted a couple sunbathing, clad only in sunglasses and necklaces. We asked them the time. They did not oblige. Thereafter, one of us returned with only his swimming costume on and again asked them the time. The tourists promptly obliged.

7. There's yet another incident at Goa which remains stuck in my memory. Vikram was on her maiden visit and four of us from the ship had proceeded ashore. Those days, there were no bridges across the Zuari and Mandovi rivers. On our return leg we discovered to our chagrin that the last ferry had departed at 6.30 p.m. A reception for the Governor was scheduled onboard at 7.30 p.m. We engaged a fisherman promising a bottle of rum and a princely sum of Rs.100. When we approached the ship, the reception was on. We dared not cross the gangway in beachwear. So we clambered onboard by the head rope, quickly changed into red sea rig and joined the reception. After the reception, the Executive Officer marched us up to the Captain. Dressing up in no. 2’s was most painful.

8. As board member of a watch keeping examination, I asked one under trainee the location of the Harbour Diesel Alternator. He promptly replied that he had only studied about dieselalternatorsJffed onboard.

9. Once, while riding my scooter with my coursemate as pillion, we collided with a taxi. Both of us were thrown over the cab. My scooter was damaged. Our raincoats and cigarette packet were flung out of the basket. We were knocked out cold. My colleague surprised everyone upon regaining senses. The first thing he asked for was a cigarette.

10. I remember a meeting held at Mazgaon Docks limited, Mumbai on major issues related to Coast Guard ships in refit. It was to be chaired by DIG Hitendra Singh, the then Director (Materiel) at CGHQ. The yard had prepared very well, arming themselves with past records, minute details, and facts and figures. Director (Materiel) arrived for the meeting and started cracking a series ofjokes. The entire gathering was in convulsive laughter. Finally, he asked if there was any problem. When everyone replied that there was no problem, he adjourned the meeting.

11. Last, but not the least, once DIG Hitendra Singh, booked a lightening trunk call to his Joint Director, Comdt DN Beri from the office of the Chief Staff Officer (Technical) at Mumbai. He had barely said “Hello”, when the operator terminated the call stating that three minutes were over. Where upon, Hitendra Singh remarked to the operator that if three seconds seemed like three minutes, then she must be most satisfied woman in the world.

1. Life seemed to be one hell of a struggle when I joined the service in 1980. In fact, it was hell when I joined the Naval Academy and it worsened as the days progressed. All of us were dazed out of wits, as if the daylight had been knocked out of us. I would often see stars in the daylight.

2. Nevertheless, the never-say-die spirit in me kept waiting for the day of respite or rather the ‘good days’ to come; the ‘real purpose’ for which we hadjoined the Coast Guard-total relaxation, no studies, no parental checks and balances, unlimited freedom ofpocket money expense and so on.

3. That dream has never come true. It appears it will always remain a dream. I am left chasing the ghost of good days. The proverbial mirage of ‘good times’ has remained elusive.

4. Those fancy ideas were knocked out the very first day at the Academy when I was made to climb the rope till my arms felt limp. I was made to do push ups till I fell flat on my face and could get up no more. The great ideas of bravado and adventure died the day I was repeatedly made to go and touch the Base Supply Office gate on the double till I could run no more, because no run was ‘good enough’.

5. The final shock came at the barber shop. My youthful moustache was cruelly and coldly eliminated. Nothing was left on my head. Only a symbolic black patch, the Academy staff believed was hair. Oh! What a sight I presented when the barber showed me the mirror. And God they even photographed me after that (to keep me in the archives for posterity). It was a torture.

6. It was often emphasised that the staff there, were out to make us officers. It was all for our good. I was sceptical though. They made us lift stones, broom the floors, do front roll and back roll. I developed serious doubts about the Academy staff’s motives. But then, the usual refrain of the staff, ‘You are being chiselled out for great deeds in the future’ subdued my doubts till the time I was made to climb a huge tree in front of the Academy block at ten in the night for some innocuous ‘concocted’mistake on my part. The alleged offence being, the OOD sighting invisible particles of dust on the study lamp during night rounds.

7. During mealtimes, the steward would always serve others and miss me. I could not even protest or call him, lest I got checked for lack of officer like qualities. Almost every other day I would encounter a partner at the dining table who would disrupt my meals and try to discipline me.

8. “God, I was better off as a civilian. Why did you send me here?” I would often say to myself. But the worst was yet to come; the sea attachment after the passing out parade on CGS Kuthar, in the form of sailing, seasickness, and the terrible stench of furnace fuel oil. The cowsheds stay on Kuthar and then the breaking point - the wrenching of the gut that spilled the bowels out.Yet, the back would again be straight, the sailor in me alert and on watch, sight though dimmed, the lids falling over the straining eyes to keep the horizon in focus.

9. Honestly speaking, I had a harrowing time till I went in for my watch keeping ticket. I was struggling against the elements, the sea, winds and the synthetic forces of the training establishment.

10. After about three months at the Academy - we were to be let out on our first liberty ashore. All of us were smartly dressed up in formals with tie, et al or so we thought. Hardly had we stepped out, we were promptly sent back, front rolling all the way, shoes in hand. Reason being told was that the smartness in turnout was lacking. The Officer of the Day pointed out at the liberty fall-in that our civvies had uneven creases, missing belts, improperly polished shoes, and what have you.

11. When we did manage to proceed on the ever elusive liberty, what a treat it was to see the first female. The Academy seemed to have taken the colour out of our lives. It was white, white all the way with a bit ofblack mixed here and there. But here out on liberty, the world was indeed very colourful. I could hardly take in the colour. The liberty was over before I could even enjoy the outing.

12. Recollecting those times 25 years down the line, I think I would never survive them if I were to live them again. What a paradox! I never realized it then. Despite all that, I went on headlong to suffer even greater tortures; jumping from Thevara bridge at Cochin, enduring cut throat swimming competitions, surviving the exhausting afternoon cross-country runs, and walking through heavy slush wearing lead boots, not to speak of the free floating in the diving well with full gear on. I endured all that to become a ship’s diver. I learnt to stayafloat, always and forever.

1. I was in command ofthe Vigraha. We were on a prolonged deployment. I told my coxswain to get me some fresh water for bathing and place it in the bath tub. We, in uniform, are supposed to be good at passing orders. My coxswain, too in uniform, without batting an eyelid, called for the civilian bearer onboard and pat relayed the order for execution, albeit in his own words, “Captain wants to bathe immediately. Fill up freshwater in the tub.”

2. The civilian bearer, appeared a wee bit confused and sought a clarification from the coxswain, “Sir, how much water is required?” “Don't you remember what I said”, roared back the Captain's coxswain and continued, “I once again tell you to get fresh water and fill it in the bathing tub.”

3. “Yes”, said the bearer and carried on, a little uncomfortably though. As the saying goes, at times the pawn is more powerful than the king on the chessboard.

4. It was a different matter that very limited fresh water was available and the ship was following a fresh water routine. An extended sea sortie had compounded the scarcity. But nobody dared to cross check the actual requirement of fresh water for Captain's bath.

5. The civilian bearer went on sulking, climbing the ladders up and down to top up the Captain's bath tub. It was a different story though that officers and ships company watched the civilian bearer comply with the Captain's supposedly splurging order, unapprovingly. After all, who could say the king (Captain) was without the proverbial shirt. Even the Engineer Officer, the officer responsible for provisioning fresh water, watched helplessly and wondered how long we could sustain before the sounding tape went completely dry.

6. Finally, a beaming coxswain made the completion report. In all eagerness the captain while humming an old song of the Late Talat Mehmood as usual, opened the bathroom door. To his shock (considering the paucity of fresh water onboard) and pleasant surprise, he found the tub full of placid water. It looked like a blue lagoon in the very midst of the ship.

7. Moments later, the captain reconciled to the inviting bath and said to himself, “A wish fulfilled on a wrong day.”

1. An Offshore Patrol Vessel berthed at south breakwater jetty at Mumbai was hosting a party. One of my course mates undergoing training onboard the ship, was detailed to usher one of the guests at the Lion Gate.

2. The guest arrived at the Lion Gate at the appointed time; a typical civilian by appearance, past middle age, respectable. The transport wasn't available in those days. Hence, both of them were walking down to the ship.

3. As the distance was more than a kilometre, small talk was unavoidable. When one is young in the service, spirits are generally high. Not to miss the opportunity, my course mate began his monologue. By the time they reached the gangway, he managed to explain every single term from the Seamanship Volume-I, he was studying for his board. The guest smiled in admiration all along the long walk.

4. On reaching the ship, while the guest crossed the gangway ahead of him, my course mate looked up and felt something amiss. His commanding officer was saluting. Obviously, a Captain wouldn't salute his under-trainee officer. But neither would he salute a civilian. Further, when the guest stepped onboard he was greeted with a curt, “Good evening sir. Welcome aboard”.

5. He was introduced to my course mate as a Commodore retired from the Navy. The Commodore nonetheless conveyed to the Captain that he had a very bright and motivated officer who would surely pass his seamanship board.

6. At about the same time another of my course mate onboard Vigraha was dispatched, also to Lion Gate in the ship's jeep. He was tasked to receive personal guests of the Executive Officer(XO). The appointed hour arrived but not the guests. Another fifteen minutes passed with no sign of them. My course mate promptly returned to the ship and proceeded directly to the trainee officers' cabin.

7. Sometime later, a shore call for the Executive Officer was announced on the main broadcast. It was from the guests calling from Lion Gate. Without the gate pass they couldn't enter. The Executive Officer almost blurted that an officer in uniform was waiting to usher them. The alert quartermaster, who overheard the conversation, conveyed to XO that the ushering officer had already returned onboard.

8. My coursemate was announced to the gangway. The XO told him to proceed to Lion Gate once again in addition to conveying his disappointment for dereliction of duty. Being grounded firmly in values, he refused to usher guests who had no regard for an appointment. And he stood by it, as an under-trainee officer.

1. The incident dates back to ‘the Ops Pawan’ days, when the Indian Peace Keeping Forces were deployed in Sri Lanka to bring truce between the LTTE and the Sri Lanka Army. The Palk Bay served as a conduit for the LTTE activists to smuggle arms, men and material to Sri Lanka. To choke this conduit, the entire stretch of sea lying between Pt. Calimere and Rameshwaram on the Indian coast and Sri Lanka's Kankesanturai, Delft Island and Pt. Pedro was constantly patrolled by the Coast Guard and Navy. Every contact was investigated to deny influx of any external support to the LTTE cadres.

2. It was at the crack of dawn, the lookout in the starboard bridge wing onboard Coast Guard Ship Avvaiyyar reported a floating object half a mile on her bows. The officer on watch immediately focused his binoculars to identify the floating object. The Captain, who would be invariably pacing up and down the bridge wing during the morning hours, ordered an alteration ofcourse so as to take a look while being at a safe distance.

3. As the ship closed the object, it appeared to be a box, perhaps 3 feet x 3 feet, drifting slowly and steadily as per the dictates of wind and current and tossing up and down with the waves. Caution was the better part of valour those days. It could it be a detonator, an IED (Improvised Explosive Device) or any such device which may endanger ship's safety. Be as it may, it was a prudent practice that any floating object should not be left adrift to hazard the safety of other mariners.

4. The captain ordered a safe approach to the UFO(an unidentified floating object in the sailor's parlance) at a slow speed, up to a distance of two cables. Meanwhile, the machine gun crew was closed up to engage the target in case it happens to be some explosive device. When all intuitions and guesstimates to establish the identity ofthe floating object came to naught, it was decided to destroy it at sea and sink it. The hands were piped to action stations. That was more of a routine those days than an exception.

5. With precise aim from the machine gun post, one shot after another was fired onto the target. The bullets scored hits one, two, and three... up to five of them. No explosion, no fireworks and no sinking also. Emboldened by its non-threatening nature, we closed the object to less than two cables. Five more shots could be seen hitting bang on the floating object. It was now clearly seen as a square box with its better part submerged, but still very much afloat. A few more rounds were fired to preclude all possibilities of a detonation before approaching any nearer.

6. Slowly but surely, the ship manoeuvred very near to the object. From the starboard bridge wing it could be doubtlessly seen as a square gunny bag floating in a skewed position. The ship was stopped and drifted onto the object. The gunny bag was retrieved with the help of grapnels and ropes. It lay on the quarterdeck neatly packed as if by packers and movers, albeit thoroughly holed and bruised on all sides. The cooks and stewards lent a helping hand in unfastening the metal strips wound around it. The gunny covering the cardboard carton was dismantled in ajitTy.

7. And lo! and to everyone's amusement we found beautiful cotton sarees nicely wrapped in polythene bags, about 500 saree pieces in resplendent colours and designs. A few were opened up and spread. Alas! Every saree had several holes pierced across its folds. Against all hope, the EPs looked for some sarees which are intact and without holes. Even the gunners who looked on, felt remorse. The ship's quarterdeck looked like a veritable dhobi ghat. The ship's dhobi with the intention of darning some holed sarees, too gleefully spread each saree to see if any one of them had survived the mariners' mauling. But no, all of them had borne the brunt ofthe gunner's bullets brutally. All faces were crestfallen. Hands engaged in the stripping operations were wrung in despair.

8. Nevertheless, for the next one month or so the bullet holed sarees were used as botha on the decks, in the engine room and for cleaning various equipment onboard. Their softness brought an instant shine and also made easier for the men to handle than the store supplied bothas. The gunners were not to be left behind and used those to clean their small arms. The mundane morning clean ship was a cherished evolution until the last ofthe holed saree was used as a mop, oiled, drenched and squeezed over and over again.

9. By the time we were back home at Chennai alter 23 days of sailing, the incident of Avvaiyyar having made a cache of sarees had become the talk of the Coast Guard fraternity. In every get together, we faced oblique innuendos, particularly from the ladies, about the how and where of the cache, and particularly why it was attacked with brutal force.

10. I sometimes wonder what if those UFOs (sarees) were salvaged intact and how we would have dealt with the situation both from operation angle and from the queries ofthe peeress.

1. Any seaman worth his salt always relates to piping in an unique manner. The biological clock of a seaman is tuned to the sound of a boatswain's pipe. He needs to hear it to eat, sleep, start and stop work, so on and so forth. Being an aircrew, I learnt that most of the issues are intertwined to Murphy's Law, i.e., “Anything that can wrong will go wrong”. I was not sure, whether the Murphy's Law applied onboard ships and there was this incident about piping onboard that reaffirmed my faith in Murphy's Law very early in my career that applied everywhere.

2. As a young officer on duty onboard a Coast Guard Ship, I had closed up at the gangway to receive the Regional Commander. As expected in such a situation, everybody was quite charged up; the Executive Officer trying to marshal his resources, the Subordinate Officer of the Day checking the finer details of the ceremonial sentry and the Captain taking a stroll, desperately trying to project his nonchalance. My primary job was to ensure that the quartermaster was better than perfect in piping the side. The side pipe with its twelve second duration over three different notes is considered to be difficult to master. To me, the quartermaster seemed to be doing just fine. It was just a matter of time before all this hullabaloo would come to an end.

3. The Regional Commander arrived in the cacophony of pipes sounding alert from adjoining ships and a pin drop silence was brought in force with the Executive Officer's order, “Standby to pipe”. As the tall, imposing figure of the Regional Commander began to measure the steps of the gangway, the Executive Officer ordered, “Pipe the Side”. Amidst great expectations, the only sound that came out at that solemn moment was the air escaping through the boatswain's pipe and some spit. The ceremonial 'side pipe' was not heard at all! I could see the quartermaster frantically shaking the pipe and attempting, but to no avail. The Regional Commander gave awry smile and remarked, “Perhaps, a little practice will help”.

4. That passing remark served as a severe indictment and for the next five hours, the quartermaster was only piping the side and Officer of the Day was breathing down on him. Having almost perfected the side pipe, both secured just in time to get ready for the routine sunset ceremony.

5. Now our Commanding officer invariably used to be present at sunset drills and that day was no different. Everybody formed up for the sunset ceremony. As soon as the hands on the upper deck were called to attention, the quartermaster piped the best side pipe, I ever heard. The only problem was that; he should have sounded the still pipe for sunset ceremony!

6. I did not know what hit me. In that momentary trance, I realised how Sitaji would have felt in the epic Ramayana. The poor quartermaster was trembling and I was preparing mentally for the worst.

7. Surprisingly, our Commanding Officer just smiled and said, “Murphy’s law, sunny boy, Murphy's law!”