Pakistan Navy | News & Discussions.
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fatman17
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CPEC — EXPANDING ROLE OF PAK NAVY
NOVEMBER 20, 2016
BY KALEEM SHAUKAT
The importance of guarding the seas
CPEC will integrate the economies of the entire region. China will benefit from shortest access to the Indian Ocean to reach the markets of Middle East, Africa and Europe
Pakistan and China enjoy an all-weather friendship that has endured the test of time.Pakistan was one of the first three countries that recognised the Peoples Republic of China in 1950. Since then, relations between our two countries have been on an upward curve. Beginning with establishing diplomatic ties in 1951, both the countries have – over the period of time – strengthened mutual cooperation in all spheres especially economic and military. The trade between Pakistan and China was recorded as US$16b in 2015. The China Pakistan Economic Corridor project with investments worth US$46b and Gwadar port as its lynchpin would give further fillip to the already strong bonds of friendship between the two countries and bring prosperity to the entire region. However, there are intrinsic challenges to any project of such proportion both onshore and at sea which need to be guarded against. Cognizant of these challenges Pakistan army has raised a Special Security Division to guard against these challenges ashore along the CPEC route while Pakistan navy is according high priority to the security of Gwadar port, its approaches and the sea lanes leading to/from the port.
Since oceans link countries far and wide and provide easy access, mankind has used the sea for commerce and trade for more than 3,000 years. Battles have also been fought at sea to protect and deny this trading privilege and project military power ashore, which had a significance impact on geopolitics and shaped the world as we see it today. Coastal regions, those less than 80km from the sea, hold two thirds of the world’s population. Thus 90 percent of intercontinental trade is sea-borne and is served by over 4,000 major ports and approximately 89,464-plus commercial ships. Sea is the most economical mode of transportation and also provides valuable mineral and sea food resources. It is important to highlight that transportation of freight by sea is approximately 10 times cheaper than rail, 45 times cheaper than road and 163 times cheaper than air.
According to the Journal of the Indian Ocean Region, more than 80 percent of the world’s seaborne trade in oil transits through Indian Ocean choke points;with 40 percent passing through the Strait of Hormuz, 35 percent through the Strait of Malacca and eight percent through the Bab el-Mandab Strait. Half of world’s container traffic passes through Indian Ocean, the ports of which handle about 30pc of world trade. In addition, 55pc of known world oil reserves are present in the Indian Ocean, and 40pc of the world’s natural gas reserves are in its littoral states. The dependence of world energy demand on the Indian Ocean littoral states makes it imperative to maintain freedom of navigation and maritime security in the Indian Ocean so that the life blood of global economy keeps running. The dependence of industrialised world on Gulf oil is enormous, hence any interruption of this traffic would have devastating effects on economies of developing as well as the developed countries and may create global energy crisis. In this backdrop, developing a port at Gwadar makes economic sense for China. Its oil and cargo from the Persian Gulf has to travel 10,000km over sea and 4,600km over land to reach Western China. While the Gwadar-Kashghar route shortens this distance to 2500km. Strategically, China’s shipping has to pass through the choke point of Malacca Strait which remains under the watchful eyes of the Indian Navy. Hence, developing a port and utilising the Gwadar-Kashgar route is both strategically and economically important for China.
In line with China’s “One belt One Road” concept, CPEC and Gwadar port project would provide a most economical route for trade connectivity between China and the rest of the world over land and at sea. The CPEC (3,218 kilometer route) will connect Kashgar in China’s western Xinjiang region to the port of Gwadar and by doing so, this corridor will not only facilitate the trade between Pakistan and China, but will also provide a path to the regional and global connectivity.
Further, Gwadar port and CPEC will also provide better connectivity to the energy rich Central Asian Region (CAR). CPEC is, therefore, the gateway to China’s Silk Road and Gwadar port is the linchpin, which will not only become a transit and trans-shipment port for the Central Asia, but can also be used as a hub port for the Gulf states. Presently, heavy shipping has to transit through the Strait of Hormuz to reach the Gulf States; after full operationalisation of Gwadar port, bigger ships could offload their cargo at Gwadar port, which could be transported to the destinations in Gulf through “feeder” vessels. This arrangement would be feasible for both the shipping community and the trading states. Therefore, Gwadar would be the hub of the regional economy benefitting the entire region.
The role of CPEC and Gwadar port towards integration of regional economies in particular and global economy in general is widely acknowledged. These projects will inevitably integrate the economies of the entire region. The integration of regional economies would promote shared interests, which would contribute towards the overall regional security environment by bringing the regional states together for common objectives.
Indian opposition to the project is considered unwarranted as CPEC and Gwadar port project would benefit India as well. The current trade between China and India is estimated around US$80b. CPEC through Gwadar provides a shorter route from China to the Indian western coast. Therefore, the transportation cost and time of the trade between China and India, carried through CPEC and Gwadar, will be reduced, which will open up new avenues of trade between the two countries.
The success of the CPEC and the Gwadar port project is linked to the safe and secure maritime environment in the Indian Ocean region in general and the Arabian Sea in particular. PN has adopted a multipronged approach to deal with the prevailing challenges such as beefing up security of Gwadar port, conducting security patrols and coastal exercises, enhancing Maritime Domain Awareness and engaging in Collaborative Maritime Security with regional and extra-regional navies. It is pertinent to mention that security of Gwadar port, its infrastructure, Chinese personnel working within port and harbour defence responsibility have been entrusted to Pakistan Navy. PN has deployed a Force Protection Battalion (FPBn) of Pak Marines alongwith requisite assets and equipment, both afloat and ashore, to ensure security of the Port and the Chinese personnel. This deployment will be further augmented with the proportionate increase in trade and associated activities in the Port.
To safeguard against any asymmetric threat to Pakistani ports and coast Pakistan navy is regularly conducting Coastal Security Exercises involving all stakeholders with special focus on seaward security of Gwadar port in the wake of the upcoming CPEC project. An important strand of seaward defence and security is keeping maritime area of interest under continuous surveillance and monitoring. In this regard, a network of radars, electro-optic sensors and pickets are being setup to plug the gaps in our surveillance. This would help mitigate threats from non-state actors and help generated a timely and well coordinated response.
PN is playing the lead role in strengthening the maritime and coastal security setup through the establishment of Coastal Watch Stations and Joint Maritime Information Coordination Centre (JMICC). The JMICC acts as the nerve centre for collecting and collating information related to Maritime Security in order to synergize responses of multiple agencies undertaking operations in maritime domain. At present, JMICC is coordinating actions amongst 35 organisations within Pakistan and a number of international organisations.
Considering the nature of maritime challenges, no nation has the wherewithal to handle them alone. Pakistan navy therefore regularly engages with regional and extra-regional navies to improve interoperability and deal with maritme crimes. In 2004 Pakistan navy joined the US led multi-national Task Force-150 which is aimed at countering maritime terrorism and other illicit activities. PN’s participation in the Task Force has been one of the highest among the participating navies, second only to the United States Navy. Besides these, PN regularly undertakes regionalengagements with all the littoral states of the IOR. Navies the world over are essential appendages to state’s foreign policy and significantly contribute in development of interstate relations. PN, being fully conscious of the fact, strives to foster stronger relations with regional and extra-regional navies to support our foreign policy objectives. As part of continuous development process, PN is building maritime infrastructure all along our coast, which will further enhance poise and sustained reach in the area.
Needless to say, CPEC will integrate the economies of the entire region. China will benefit from shortest access to the Indian Ocean to reach the markets of Middle East, Africa and Europe. The landlocked Central Asian Region will also be linked to the rest of the world through CPEC, Gwadar port and the sea lanes of the Indian Ocean. The integration of regional economies would promote shared interests, which would contribute towards the overall regional security environment by bringing the regional states together for common objectives. The forces inimical to the regional integration would, however, endeavour to disrupt the development of CPEC and Gwadar port for which Pakistan would continue to maintain its guard.
Pakistan is located at a geo-strategic location and this benefit can only be fully exploited to our advantage through the development of a strong navy for effective seaward defence and acting as a source of security for national and international trade plying off our coast. The Navy can thus be instrumental in translating the strategic location of our country into meaningful effects and promoting the national cause. Seaward security of Gwadar port and the CPEC is of greater significance than security on land due to its strategic and economic implications. Through effective implementation of PN envisioned plans and strategies, PN shall continue to protect the nation’s maritime interests and maintain required deterrence.
NOVEMBER 20, 2016
BY KALEEM SHAUKAT
The importance of guarding the seas
CPEC will integrate the economies of the entire region. China will benefit from shortest access to the Indian Ocean to reach the markets of Middle East, Africa and Europe
Pakistan and China enjoy an all-weather friendship that has endured the test of time.Pakistan was one of the first three countries that recognised the Peoples Republic of China in 1950. Since then, relations between our two countries have been on an upward curve. Beginning with establishing diplomatic ties in 1951, both the countries have – over the period of time – strengthened mutual cooperation in all spheres especially economic and military. The trade between Pakistan and China was recorded as US$16b in 2015. The China Pakistan Economic Corridor project with investments worth US$46b and Gwadar port as its lynchpin would give further fillip to the already strong bonds of friendship between the two countries and bring prosperity to the entire region. However, there are intrinsic challenges to any project of such proportion both onshore and at sea which need to be guarded against. Cognizant of these challenges Pakistan army has raised a Special Security Division to guard against these challenges ashore along the CPEC route while Pakistan navy is according high priority to the security of Gwadar port, its approaches and the sea lanes leading to/from the port.
Since oceans link countries far and wide and provide easy access, mankind has used the sea for commerce and trade for more than 3,000 years. Battles have also been fought at sea to protect and deny this trading privilege and project military power ashore, which had a significance impact on geopolitics and shaped the world as we see it today. Coastal regions, those less than 80km from the sea, hold two thirds of the world’s population. Thus 90 percent of intercontinental trade is sea-borne and is served by over 4,000 major ports and approximately 89,464-plus commercial ships. Sea is the most economical mode of transportation and also provides valuable mineral and sea food resources. It is important to highlight that transportation of freight by sea is approximately 10 times cheaper than rail, 45 times cheaper than road and 163 times cheaper than air.
According to the Journal of the Indian Ocean Region, more than 80 percent of the world’s seaborne trade in oil transits through Indian Ocean choke points;with 40 percent passing through the Strait of Hormuz, 35 percent through the Strait of Malacca and eight percent through the Bab el-Mandab Strait. Half of world’s container traffic passes through Indian Ocean, the ports of which handle about 30pc of world trade. In addition, 55pc of known world oil reserves are present in the Indian Ocean, and 40pc of the world’s natural gas reserves are in its littoral states. The dependence of world energy demand on the Indian Ocean littoral states makes it imperative to maintain freedom of navigation and maritime security in the Indian Ocean so that the life blood of global economy keeps running. The dependence of industrialised world on Gulf oil is enormous, hence any interruption of this traffic would have devastating effects on economies of developing as well as the developed countries and may create global energy crisis. In this backdrop, developing a port at Gwadar makes economic sense for China. Its oil and cargo from the Persian Gulf has to travel 10,000km over sea and 4,600km over land to reach Western China. While the Gwadar-Kashghar route shortens this distance to 2500km. Strategically, China’s shipping has to pass through the choke point of Malacca Strait which remains under the watchful eyes of the Indian Navy. Hence, developing a port and utilising the Gwadar-Kashgar route is both strategically and economically important for China.
In line with China’s “One belt One Road” concept, CPEC and Gwadar port project would provide a most economical route for trade connectivity between China and the rest of the world over land and at sea. The CPEC (3,218 kilometer route) will connect Kashgar in China’s western Xinjiang region to the port of Gwadar and by doing so, this corridor will not only facilitate the trade between Pakistan and China, but will also provide a path to the regional and global connectivity.
Further, Gwadar port and CPEC will also provide better connectivity to the energy rich Central Asian Region (CAR). CPEC is, therefore, the gateway to China’s Silk Road and Gwadar port is the linchpin, which will not only become a transit and trans-shipment port for the Central Asia, but can also be used as a hub port for the Gulf states. Presently, heavy shipping has to transit through the Strait of Hormuz to reach the Gulf States; after full operationalisation of Gwadar port, bigger ships could offload their cargo at Gwadar port, which could be transported to the destinations in Gulf through “feeder” vessels. This arrangement would be feasible for both the shipping community and the trading states. Therefore, Gwadar would be the hub of the regional economy benefitting the entire region.
The role of CPEC and Gwadar port towards integration of regional economies in particular and global economy in general is widely acknowledged. These projects will inevitably integrate the economies of the entire region. The integration of regional economies would promote shared interests, which would contribute towards the overall regional security environment by bringing the regional states together for common objectives.
Indian opposition to the project is considered unwarranted as CPEC and Gwadar port project would benefit India as well. The current trade between China and India is estimated around US$80b. CPEC through Gwadar provides a shorter route from China to the Indian western coast. Therefore, the transportation cost and time of the trade between China and India, carried through CPEC and Gwadar, will be reduced, which will open up new avenues of trade between the two countries.
The success of the CPEC and the Gwadar port project is linked to the safe and secure maritime environment in the Indian Ocean region in general and the Arabian Sea in particular. PN has adopted a multipronged approach to deal with the prevailing challenges such as beefing up security of Gwadar port, conducting security patrols and coastal exercises, enhancing Maritime Domain Awareness and engaging in Collaborative Maritime Security with regional and extra-regional navies. It is pertinent to mention that security of Gwadar port, its infrastructure, Chinese personnel working within port and harbour defence responsibility have been entrusted to Pakistan Navy. PN has deployed a Force Protection Battalion (FPBn) of Pak Marines alongwith requisite assets and equipment, both afloat and ashore, to ensure security of the Port and the Chinese personnel. This deployment will be further augmented with the proportionate increase in trade and associated activities in the Port.
To safeguard against any asymmetric threat to Pakistani ports and coast Pakistan navy is regularly conducting Coastal Security Exercises involving all stakeholders with special focus on seaward security of Gwadar port in the wake of the upcoming CPEC project. An important strand of seaward defence and security is keeping maritime area of interest under continuous surveillance and monitoring. In this regard, a network of radars, electro-optic sensors and pickets are being setup to plug the gaps in our surveillance. This would help mitigate threats from non-state actors and help generated a timely and well coordinated response.
PN is playing the lead role in strengthening the maritime and coastal security setup through the establishment of Coastal Watch Stations and Joint Maritime Information Coordination Centre (JMICC). The JMICC acts as the nerve centre for collecting and collating information related to Maritime Security in order to synergize responses of multiple agencies undertaking operations in maritime domain. At present, JMICC is coordinating actions amongst 35 organisations within Pakistan and a number of international organisations.
Considering the nature of maritime challenges, no nation has the wherewithal to handle them alone. Pakistan navy therefore regularly engages with regional and extra-regional navies to improve interoperability and deal with maritme crimes. In 2004 Pakistan navy joined the US led multi-national Task Force-150 which is aimed at countering maritime terrorism and other illicit activities. PN’s participation in the Task Force has been one of the highest among the participating navies, second only to the United States Navy. Besides these, PN regularly undertakes regionalengagements with all the littoral states of the IOR. Navies the world over are essential appendages to state’s foreign policy and significantly contribute in development of interstate relations. PN, being fully conscious of the fact, strives to foster stronger relations with regional and extra-regional navies to support our foreign policy objectives. As part of continuous development process, PN is building maritime infrastructure all along our coast, which will further enhance poise and sustained reach in the area.
Needless to say, CPEC will integrate the economies of the entire region. China will benefit from shortest access to the Indian Ocean to reach the markets of Middle East, Africa and Europe. The landlocked Central Asian Region will also be linked to the rest of the world through CPEC, Gwadar port and the sea lanes of the Indian Ocean. The integration of regional economies would promote shared interests, which would contribute towards the overall regional security environment by bringing the regional states together for common objectives. The forces inimical to the regional integration would, however, endeavour to disrupt the development of CPEC and Gwadar port for which Pakistan would continue to maintain its guard.
Pakistan is located at a geo-strategic location and this benefit can only be fully exploited to our advantage through the development of a strong navy for effective seaward defence and acting as a source of security for national and international trade plying off our coast. The Navy can thus be instrumental in translating the strategic location of our country into meaningful effects and promoting the national cause. Seaward security of Gwadar port and the CPEC is of greater significance than security on land due to its strategic and economic implications. Through effective implementation of PN envisioned plans and strategies, PN shall continue to protect the nation’s maritime interests and maintain required deterrence.
fatman17
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Naval Weapons
Images emerge of possible new Chinese anti-submarine missile
Andrew Tate, London - IHS Jane's Defence Weekly
06 December 2016
Video footage from Chinese broadcaster CCTV posted on online forums shows what appears to be a new torpedo-carrying missile being test-fired from a land-based inclined container launcher. Source: CCTV
Video footage from Chinese broadcaster China Central Television (CCTV) posted on Chinese online forums around 20 November shows what appears to be a new torpedo-carrying missile being test-fired from a land-based inclined containerised launcher: an indication that the People's Liberation Army Navy (PLAN) is seeking to further enhance its anti-submarine warfare (ASW) capabilities.
Although the quality of the stills grabbed from the footage is limited, it is clear that the missile has an air intake beneath the body, indicating that an air-breathing turbojet/turbofan engine powers the missile once the solid-propellant booster used at launch is expended and jettisoned.
The images also show that the diameter of the missile increases slightly at a point approximately one third along its length. This is consistent with the forward section comprising a standard 324 mm lightweight torpedo mated to a concentric missile body of slightly larger diameter.
Assuming the weapon functions in a similar way to other ASW stand-off weapons, such as the US RUR-5A ASROC system, the missile will release the torpedo at a targeting point defined by data input to the missile.
The streamlined nose cone will then be jettisoned prior to or on entry of the torpedo into the water, exposing the transducers of the homing head, which will seek the submarine in either an active or passive search mode.
The targeting point will likely be determined by sonar, which may be operated by the ship launching the weapon or a third party such as another ship, helicopter, or maritime patrol aircraft.
No information has been made public about the torpedo being carried by the recently shown missile. The lightweight torpedo most frequently used by the PLAN is the Yu-7, which IHS Jane's Weapons: Naval assesses to be powered by a liquid Otto-fuelled internal combustion engine, giving it a potential speed in excess of 40 kt.
Images emerge of possible new Chinese anti-submarine missile
Andrew Tate, London - IHS Jane's Defence Weekly
06 December 2016
Video footage from Chinese broadcaster CCTV posted on online forums shows what appears to be a new torpedo-carrying missile being test-fired from a land-based inclined container launcher. Source: CCTV
Video footage from Chinese broadcaster China Central Television (CCTV) posted on Chinese online forums around 20 November shows what appears to be a new torpedo-carrying missile being test-fired from a land-based inclined containerised launcher: an indication that the People's Liberation Army Navy (PLAN) is seeking to further enhance its anti-submarine warfare (ASW) capabilities.
Although the quality of the stills grabbed from the footage is limited, it is clear that the missile has an air intake beneath the body, indicating that an air-breathing turbojet/turbofan engine powers the missile once the solid-propellant booster used at launch is expended and jettisoned.
The images also show that the diameter of the missile increases slightly at a point approximately one third along its length. This is consistent with the forward section comprising a standard 324 mm lightweight torpedo mated to a concentric missile body of slightly larger diameter.
Assuming the weapon functions in a similar way to other ASW stand-off weapons, such as the US RUR-5A ASROC system, the missile will release the torpedo at a targeting point defined by data input to the missile.
The streamlined nose cone will then be jettisoned prior to or on entry of the torpedo into the water, exposing the transducers of the homing head, which will seek the submarine in either an active or passive search mode.
The targeting point will likely be determined by sonar, which may be operated by the ship launching the weapon or a third party such as another ship, helicopter, or maritime patrol aircraft.
No information has been made public about the torpedo being carried by the recently shown missile. The lightweight torpedo most frequently used by the PLAN is the Yu-7, which IHS Jane's Weapons: Naval assesses to be powered by a liquid Otto-fuelled internal combustion engine, giving it a potential speed in excess of 40 kt.
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fatman17
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They are and let's not be so inconsiderate
The Eagle
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ISPR Official:
Pakistan Navy Ships visit ports of friendly countries from time to time. Presently, Pakistan Navy Ship ALAMGIR is on an Overseas Deployment to Russia and arrived Russian Black Sea Port of Novorossiysk for a goodwill visit. The ship was greeted by a Russian Coast Guard Ship while approaching Novorossiysk Port. The ship was given warm welcome by Russian Federation Navy and city administration officials on its arrival.
The ship was received by Deputy Commander Novorossiysk Naval Base and Defence Attache (Pakistan) at Moscow. A traditional welcome ceremony was organized in the port area on this occasion wherein ceremonial guard from Russian Federation Navy participated and military band played various tunes.
Deputy Chief of Naval Staff (Personnel), Rear Admiral Muhammad Fayyaz Gilani represented Pakistan Navy on this occasion. Representatives of local media also witnessed the ceremony and interacted with the Admiral and Commanding Officer at the end of ceremony.
Pakistan Navy Ship ALAMGIR will also participate in a bilateral Naval Exercise with Russian Federation Navy Ships on completion of the port visit.
Pakistan Navy Ships visit ports of friendly countries from time to time. Presently, Pakistan Navy Ship ALAMGIR is on an Overseas Deployment to Russia and arrived Russian Black Sea Port of Novorossiysk for a goodwill visit. The ship was greeted by a Russian Coast Guard Ship while approaching Novorossiysk Port. The ship was given warm welcome by Russian Federation Navy and city administration officials on its arrival.
The ship was received by Deputy Commander Novorossiysk Naval Base and Defence Attache (Pakistan) at Moscow. A traditional welcome ceremony was organized in the port area on this occasion wherein ceremonial guard from Russian Federation Navy participated and military band played various tunes.
Deputy Chief of Naval Staff (Personnel), Rear Admiral Muhammad Fayyaz Gilani represented Pakistan Navy on this occasion. Representatives of local media also witnessed the ceremony and interacted with the Admiral and Commanding Officer at the end of ceremony.
Pakistan Navy Ship ALAMGIR will also participate in a bilateral Naval Exercise with Russian Federation Navy Ships on completion of the port visit.
Inception-06
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Good finde !
Excellent, we have now a decent number of this patrol boats !
ISPR Official:
Pakistan Navy Ships visit ports of friendly countries from time to time. Presently, Pakistan Navy Ship ALAMGIR is on an Overseas Deployment to Russia and arrived Russian Black Sea Port of Novorossiysk for a goodwill visit. The ship was greeted by a Russian Coast Guard Ship while approaching Novorossiysk Port. The ship was given warm welcome by Russian Federation Navy and city administration officials on its arrival.
The ship was received by Deputy Commander Novorossiysk Naval Base and Defence Attache (Pakistan) at Moscow. A traditional welcome ceremony was organized in the port area on this occasion wherein ceremonial guard from Russian Federation Navy participated and military band played various tunes.
Deputy Chief of Naval Staff (Personnel), Rear Admiral Muhammad Fayyaz Gilani represented Pakistan Navy on this occasion. Representatives of local media also witnessed the ceremony and interacted with the Admiral and Commanding Officer at the end of ceremony.
Pakistan Navy Ship ALAMGIR will also participate in a bilateral Naval Exercise with Russian Federation Navy Ships on completion of the port visit.
As you wish, Notice the 12.7mm AA Gun, in the picture above (PNS ALAMGIR) !
This are installed nearly on a every boat, patrol boat and ship even Tuckers and logistic ships of PN are armed !
fatman17
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Two Maritime Patrol Vessels Built In China for PMSA Commissioned.
DEC 10, 2016
by NISAR AHMED SHAIKH
Two Maritime Patrol vessels built in China for Pakistan Maritime Security Agency (PMSA) were commissioned on Saturday at an impressive ceremony held at Guangzhou, China.
A PSMA statement issued here on Saturday said that the ships have been named as PMSS Hingol and PMSS Basol. Lt Gen (R) Zamir Ul Hassan Shah, Secretary Defence, was the chief guest on the occasion. The ceremony was also attended by Director General PMSA, President of China Shipbuilding Trading Company Limited (CSTC) and other civilian and Military Officials.
Addressing the ceremony, Secretary Defence congratulated Pakistan Maritime Security Agency and M/s China Ship Building Trading Company and other stakeholders involved in the project for successful completion of first two ships of the overall project of 06 x Maritime Patrol Ships.
He expressed his satisfaction with the progress of project and also applauded the efforts of all concerned for meeting the highest quality standards in construction of these ships, almost 4 months ahead of the contract schedule.
The chief guest highlighted the significance of the project alongwith wide ranging cooperation in the fields of diplomacy, economic trade and defence between Pakistan and Peoples Republic of China. He said that addition of these potent and latest ships in PMSA surface Fleet Squadron will not only enhance Pakistan’s capabilities at sea but through transfer of technology, ship building industry will also greatly get benefitted.
Earlier, Director General Pakistan Maritime Security Agency Rear Admiral Jamil Akhtar, during his welcome address highlighted the requirement of a stronger Maritime Security Agency in the overall security environment of North Arabian Sea particularly in the wake of CPEC project. He said that realizing the Maritime security needs, Government of Pakistan undertook this programm as a timely response to evolving challenges in Maritime domain.
Realization of the project for provision of new ships will reap the economic benefits for CPEC, as the agency will be able to stand guard against the security challenges, posed by our enemies including criminal elements. The construction of Maritime Patrol Ships programm was approved by ECNEC in December 2014. The construction of 04 Ships commenced in November 2015 at China and last two Ships are being built in Pakistan at Karachi Ship yard and Engineering Works. Addition of these ships in PMSA surface fleet would lead to a new era of PMSA’s capability and capacity enhancement for effective law enforcement in Maritime zones of Pakistan.
Maritime security Ships Hingol and Basol, named after Baluchistan Rivers, are scheduled to arrive Gwadar in January 2017.
APP/rak/msk/ahn
DEC 10, 2016
by NISAR AHMED SHAIKH
Two Maritime Patrol vessels built in China for Pakistan Maritime Security Agency (PMSA) were commissioned on Saturday at an impressive ceremony held at Guangzhou, China.
A PSMA statement issued here on Saturday said that the ships have been named as PMSS Hingol and PMSS Basol. Lt Gen (R) Zamir Ul Hassan Shah, Secretary Defence, was the chief guest on the occasion. The ceremony was also attended by Director General PMSA, President of China Shipbuilding Trading Company Limited (CSTC) and other civilian and Military Officials.
Addressing the ceremony, Secretary Defence congratulated Pakistan Maritime Security Agency and M/s China Ship Building Trading Company and other stakeholders involved in the project for successful completion of first two ships of the overall project of 06 x Maritime Patrol Ships.
He expressed his satisfaction with the progress of project and also applauded the efforts of all concerned for meeting the highest quality standards in construction of these ships, almost 4 months ahead of the contract schedule.
The chief guest highlighted the significance of the project alongwith wide ranging cooperation in the fields of diplomacy, economic trade and defence between Pakistan and Peoples Republic of China. He said that addition of these potent and latest ships in PMSA surface Fleet Squadron will not only enhance Pakistan’s capabilities at sea but through transfer of technology, ship building industry will also greatly get benefitted.
Earlier, Director General Pakistan Maritime Security Agency Rear Admiral Jamil Akhtar, during his welcome address highlighted the requirement of a stronger Maritime Security Agency in the overall security environment of North Arabian Sea particularly in the wake of CPEC project. He said that realizing the Maritime security needs, Government of Pakistan undertook this programm as a timely response to evolving challenges in Maritime domain.
Realization of the project for provision of new ships will reap the economic benefits for CPEC, as the agency will be able to stand guard against the security challenges, posed by our enemies including criminal elements. The construction of Maritime Patrol Ships programm was approved by ECNEC in December 2014. The construction of 04 Ships commenced in November 2015 at China and last two Ships are being built in Pakistan at Karachi Ship yard and Engineering Works. Addition of these ships in PMSA surface fleet would lead to a new era of PMSA’s capability and capacity enhancement for effective law enforcement in Maritime zones of Pakistan.
Maritime security Ships Hingol and Basol, named after Baluchistan Rivers, are scheduled to arrive Gwadar in January 2017.
APP/rak/msk/ahn
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Pakistan navy is hosting International Maritime Conference on CPEC
fatman17
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Special Force set up to guard Gwadars sea lanes.
ISLAMABAD: Pakistan Navy has assembled ‘Task Force-88’ (TF-88) for the seaward security of Gwadar port and protection of associated sea lanes against both conventional and non-traditional threats.
The creation of the special maritime force had been necessitated by the operationalisation of China-Pakistan Economic Corridor, which is expected to lead to a surge in maritime activity at Gwadar — the nodal point for CPEC — and the sea lanes. This has in turn increased the maritime susceptibilities there.
A senior PN official said the TF-88 would comprise ships, Fast Attack Craft, aircraft, drones (unmanned aerial vehicles), and surveillance assets. Additionally, marines would be deployed at sea and around Gwadar for security operations.
“The task force would be a force multiplier for overall security of CPEC. The land route has already been secured by Special Security Division and now Gwadar, the centrepiece of CPEC, will also be safe and secure,” Chairman Parliamentary Committee on CPEC Senator Mushahid Hussain said.
TF-88 would be commissioned this week.
“Pakistan Navy is ensuring maritime security of CPEC and Gwadar port through the deployment of available assets,” the navy officer said while talking to Dawn about the new force. “We are fully cognisant of the challenges to security of CPEC and Gwadar port.” Challenges to Pakistan’s maritime security have traditionally come from India. But Chinese involvement in Gwadar port and launch of CPEC has complicated the security environment. India sees Gwadar as a foothold for China in the Arabian Sea and as a counter-strategy to threats at Malacca. Therefore, India is alleged to have stepped up its activities in the broader region surrounding Gwadar to undermine the project.
The botched attempt by an Indian submarine to intrude into Pakistani waters when shipping activity under CPEC began at Gwadar last month has been pointed out by Pakistani observers as an indicator of Indian intentions.
Similarly, it is feared that the CPEC maritime traffic may face non-traditional threats, which include maritime terrorism, drugs and arms trafficking, human smuggling and piracy. The region is already grappling with most of these problems.
Presence of extra-regional forces and their interests, which could be threatened by the new port, heavily factored in the consideration of Pakistani strategists, who developed threat perception and strategised the responses.
The complex security scenario, it is said, increases risks for the sea traffic because of which cost of insurance of the cargo has gone up exponentially.
Security is undoubtedly a crucial factor for the success of CPEC, but the Chinese government has been very particular about it. Chinese officials have invariably insisted in their interactions with Pakistani interlocutors on provision of safe and secure environment for the corridor.
It should be recalled that the fourth Pak-China joint naval exercise held in November, which was aimed at promoting maritime security and stability in the region, specifically focused on challenges to CPEC in security domain. Navy has also raised a Coastal Security and Harbour Defence Force for tackling threats along the coast and stationed a Force Protection Battalion at Gwadar for protection of Chinese workers.
Published in Dawn, December 12th, 2016
ISLAMABAD: Pakistan Navy has assembled ‘Task Force-88’ (TF-88) for the seaward security of Gwadar port and protection of associated sea lanes against both conventional and non-traditional threats.
The creation of the special maritime force had been necessitated by the operationalisation of China-Pakistan Economic Corridor, which is expected to lead to a surge in maritime activity at Gwadar — the nodal point for CPEC — and the sea lanes. This has in turn increased the maritime susceptibilities there.
A senior PN official said the TF-88 would comprise ships, Fast Attack Craft, aircraft, drones (unmanned aerial vehicles), and surveillance assets. Additionally, marines would be deployed at sea and around Gwadar for security operations.
“The task force would be a force multiplier for overall security of CPEC. The land route has already been secured by Special Security Division and now Gwadar, the centrepiece of CPEC, will also be safe and secure,” Chairman Parliamentary Committee on CPEC Senator Mushahid Hussain said.
TF-88 would be commissioned this week.
“Pakistan Navy is ensuring maritime security of CPEC and Gwadar port through the deployment of available assets,” the navy officer said while talking to Dawn about the new force. “We are fully cognisant of the challenges to security of CPEC and Gwadar port.” Challenges to Pakistan’s maritime security have traditionally come from India. But Chinese involvement in Gwadar port and launch of CPEC has complicated the security environment. India sees Gwadar as a foothold for China in the Arabian Sea and as a counter-strategy to threats at Malacca. Therefore, India is alleged to have stepped up its activities in the broader region surrounding Gwadar to undermine the project.
The botched attempt by an Indian submarine to intrude into Pakistani waters when shipping activity under CPEC began at Gwadar last month has been pointed out by Pakistani observers as an indicator of Indian intentions.
Similarly, it is feared that the CPEC maritime traffic may face non-traditional threats, which include maritime terrorism, drugs and arms trafficking, human smuggling and piracy. The region is already grappling with most of these problems.
Presence of extra-regional forces and their interests, which could be threatened by the new port, heavily factored in the consideration of Pakistani strategists, who developed threat perception and strategised the responses.
The complex security scenario, it is said, increases risks for the sea traffic because of which cost of insurance of the cargo has gone up exponentially.
Security is undoubtedly a crucial factor for the success of CPEC, but the Chinese government has been very particular about it. Chinese officials have invariably insisted in their interactions with Pakistani interlocutors on provision of safe and secure environment for the corridor.
It should be recalled that the fourth Pak-China joint naval exercise held in November, which was aimed at promoting maritime security and stability in the region, specifically focused on challenges to CPEC in security domain. Navy has also raised a Coastal Security and Harbour Defence Force for tackling threats along the coast and stationed a Force Protection Battalion at Gwadar for protection of Chinese workers.
Published in Dawn, December 12th, 2016
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Joseph Dempsey: AIP Rising - Asia’s submarine evolution
Date: 02 June 2015
By Joseph Dempsey, Research Analyst, Defence and Military Analysis Programme
As Asian states recapitalise their diesel-electric submarine (SSK) fleets, many are also adopting air-independent propulsion (AIP). This gives submarines greater submerged endurance, bringing associated operational benefits. The typical 5–10-day submerged endurance of a diesel-electric boat can with some AIP systems be extended into weeks, potentially up to a month.
A decade ago, the only AIP boat in the Asia-Pacific was a converted Japanese training submarine; by 2015 more than half the world’s AIP-fitted diesel-electric submarines could be found in the region: China has 12, Japan six, South Korea four, Singapore two and Pakistan one. Though these vessels represent only 17% of Asia’s 150-strong SSK fleet, there is clear evidence of an upward trend, and the number of AIP-fitted SSKs is expected to almost double over the next five years.
Conventional SSKs rely on a limited electrical battery supply for submerged propulsion, risking detection by surfacing or snorkelling in order to recharge with air-breathing diesel engines. AIP provides an auxiliary internal power source for submerged propulsion and/or recharging batteries. Different AIP solutions exist but most prominent are electricity-generating Stirling cycle engines and fuel cells. AIP options exist in a growing number of current and proposed diesel-electric submarine types; the option to retrofit AIP modules into some older designs is also offered.
Submarines are increasingly recognised within Asia as force multipliers, able to counter superior naval forces. As existing operators seek to improve submarine capabilities, others – including Bangladesh, Myanmar, the Philippines and Thailand – are reportedly considering establishing their own submarine services. The wider development and proliferation of submarine-launched land-attack and anti-ship cruise missiles also provide new capabilities, coupled with existing submarine-based intelligence-gathering and Special Forces insertion opportunities.
Though AIP is a costly option, the fact that it can extend the submerged endurance of a submarine represents a key capability enhancement, extending power projection and providing the ability to deliver a sustained sea-denial presence.
AIP also closes the endurance gap between diesel-electric and nuclear propulsion, which can be less attractive in financial, technological, industrial and, often, political terms. Nuclear-powered boats are limited only by crew endurance and provisioning, and can typically operate unsupported for months. Modern SSKs, particularly those fitted with AIP, can also have an acoustic advantage over their nuclear counterparts and their smaller size makes them potentially more suited for operations in littoral waters.
The five early adopters (China, Japan, South Korea, Singapore and Pakistan) continue to expand their AIP fleets – with several key programmes due for completion by 2020 – though the extent of Chinese Yuan-class procurement is less clear. Other regional navies are also expected to adopt AIP in the longer term. India, for example, intends to equip the last two of its six license-built French Scorpene-class boats with an indigenous AIP system, and a tender exists for a further six AIP-fitted SSKs. Meanwhile, the competing French, German and Japanese designs for Australia’s Collins-class SSK replacement are also expected to offer AIP-fitted options.
since this article Pakistan has 3 AIP fitted boats.
Date: 02 June 2015
By Joseph Dempsey, Research Analyst, Defence and Military Analysis Programme
As Asian states recapitalise their diesel-electric submarine (SSK) fleets, many are also adopting air-independent propulsion (AIP). This gives submarines greater submerged endurance, bringing associated operational benefits. The typical 5–10-day submerged endurance of a diesel-electric boat can with some AIP systems be extended into weeks, potentially up to a month.
A decade ago, the only AIP boat in the Asia-Pacific was a converted Japanese training submarine; by 2015 more than half the world’s AIP-fitted diesel-electric submarines could be found in the region: China has 12, Japan six, South Korea four, Singapore two and Pakistan one. Though these vessels represent only 17% of Asia’s 150-strong SSK fleet, there is clear evidence of an upward trend, and the number of AIP-fitted SSKs is expected to almost double over the next five years.
Conventional SSKs rely on a limited electrical battery supply for submerged propulsion, risking detection by surfacing or snorkelling in order to recharge with air-breathing diesel engines. AIP provides an auxiliary internal power source for submerged propulsion and/or recharging batteries. Different AIP solutions exist but most prominent are electricity-generating Stirling cycle engines and fuel cells. AIP options exist in a growing number of current and proposed diesel-electric submarine types; the option to retrofit AIP modules into some older designs is also offered.
Submarines are increasingly recognised within Asia as force multipliers, able to counter superior naval forces. As existing operators seek to improve submarine capabilities, others – including Bangladesh, Myanmar, the Philippines and Thailand – are reportedly considering establishing their own submarine services. The wider development and proliferation of submarine-launched land-attack and anti-ship cruise missiles also provide new capabilities, coupled with existing submarine-based intelligence-gathering and Special Forces insertion opportunities.
Though AIP is a costly option, the fact that it can extend the submerged endurance of a submarine represents a key capability enhancement, extending power projection and providing the ability to deliver a sustained sea-denial presence.
AIP also closes the endurance gap between diesel-electric and nuclear propulsion, which can be less attractive in financial, technological, industrial and, often, political terms. Nuclear-powered boats are limited only by crew endurance and provisioning, and can typically operate unsupported for months. Modern SSKs, particularly those fitted with AIP, can also have an acoustic advantage over their nuclear counterparts and their smaller size makes them potentially more suited for operations in littoral waters.
The five early adopters (China, Japan, South Korea, Singapore and Pakistan) continue to expand their AIP fleets – with several key programmes due for completion by 2020 – though the extent of Chinese Yuan-class procurement is less clear. Other regional navies are also expected to adopt AIP in the longer term. India, for example, intends to equip the last two of its six license-built French Scorpene-class boats with an indigenous AIP system, and a tender exists for a further six AIP-fitted SSKs. Meanwhile, the competing French, German and Japanese designs for Australia’s Collins-class SSK replacement are also expected to offer AIP-fitted options.
since this article Pakistan has 3 AIP fitted boats.
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