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Asia-Pacific, Europe

French Maritime Strategic Thought On the Indo-Pacific

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Maritime Security Topic Week

By David Scott 

Introduction

In Europe, France is distinctive in claiming that its boundaries actually extend outside Europe into the Indian Ocean and Pacific Ocean, i.e. the ‘Indo-Pacific,’ through its overseas departments (département d’outre-mer), and overseas territories (territoire d’outre-mer), which are considered integral parts of France, and indeed thereby of the European Union. These Indo-Pacific possessions also have large Exclusive Economic Zones (EEZs). These give France important maritime interests to be maintained, and if need be defended, by the French Navy. French maritime strategy is two-fold. Firstly, locally-based naval ships patrol in the Indian and Pacific oceans. Secondly, regular deployments from metropolitan waters of the Jeanne d’Arc Group; the battle group centered around the aircraft carrier Charles de Gaulle and amphibious helicopter carrier Mistral, along with supporting destroyers, frigates, nuclear attack submarines, and air surveillance. As the current Chief of Staff Admiral Prazuck noted “our commitment to freedom of navigation calls for deployments to the Asia-Pacific zone several times each year.” Jeanne D’Arc 2017 consisted of a four-month deployment from March-June 2017 in the Indian Ocean and Western Pacific, described by France as “Indo-Pacific space … which is admittedly a long way from [metropolitan] France, but not from our territories.”

In the Indian Ocean, France’s possessions of Mayotte (population around 227,000) and Reunion (population around 840,000) in the southwest quadrant, are both considered as an “overseas department” (département d’outre-mer). They operate as “interlocking military stations” (Rogers), together with military facilities in Djibouti. In the southern (Terres Australes) quadrant are the uninhabited Kerguelen, St. Paul & Amsterdam and the Crozet islands which operate as “overseas territories” (territoire d’outre-mer) administered from Reunion. This residency status is why France was a founding member of the Indian Ocean Naval Symposium (IONS) established in 2008. France keeps a permanent naval presence at Reunion. This is further strengthened by regular deployment into the region of the Jeanne d’Arc carrier battle group; eight times during 2001-2017, which has included regular biannual joint exercises with India (Varuna since 1993) and the U.S. (Operation Bois Bellau in 2013).

In the Pacific, France is to be found in New Caledonia (population 270,000), Wallis & Futuna (population 12,000), and French Polynesia (population 270,000). Both New Caledonia and French Polynesia were admitted as full members of the Pacific Islands Forum (PIF) in September 2016. French “maritime naval zones” and local naval units are centered on New Caledonia and French Polynesia. It is from New Caledonia that France hosts the biannual Croix du Sud humanitarian and relief exercises. France has participated in a range of Pacific security mechanisms since their foundation; namely the Western Pacific Naval Symposium (1988 onward), with Australia and New Zealand in the FRANZ mechanism (1992 onwards), with the U.S., Australia and New Zealand in the Quadrilateral Defence Coordination Group (1998 onwards), and the South Pacific Defence Ministers mechanism (2013 onward.

Five key documents provide the strategic background to this Indo-Pacific maritime role:

Each of these can be looked at to see the development of this Indo-Pacific maritime role for France.

A national strategy for the sea and for the oceans (2008)

December 2008 witnessed the release by the Prime Minister’s Office of a Blue Paper titled A national strategy for the sea and for the oceans. This represented a call for future action. François Fillon’s ‘Preface’ as Prime Minister, was clear, “France has decided to return to its historic maritime role.” The 2008 Blue Book emphasized France’s overseas possessions and their EEZs:

“France, with its overseas départements and territories, is present in every ocean […] The creation of an economic zone has given France jurisdiction over nearly 11 million square kilometres of maritime space (of which more than 96% surround the overseas possessions), second only to the United States.” (p. 12)

These Exclusive Economic Zones (EEZs) were of significance for their resources, “many of France’s maritime assets are thus associated with these large overseas economic zones where this country has exclusive rights to resource exploitation” (p. 46), and “most of these zones are in the Pacific (around French Polynesia and New Caledonia) and the Indian Ocean (around the Kerguelen Islands)” (p. 46).

French naval power was stressed; “the French Navy’s wide range of capabilities maintain its [France’s] rank and presence throughout the world’s seas” (p.14). However, French naval assets remained a matter for French sovereignty:

“At the present stage of construction of the European Union, France does not intend to permanently allocate any of its sea-borne capabilities to an EU body or agency. France will continue to provide support for action coordinated by the EU or one of its agencies, by seconding the capabilities it chooses for specific periods of time or tasks” (p. 68).

Within the Indo-Pacific, the Indian Ocean was of immediate maritime importance for France, “the Indian Ocean is consequently well placed for the expression of France’s maritime policy, whether in our regional policy or in the action we promote with Europe, for example, against piracy” (pp. 72-73).

Maritimisation: La France face à la nouvelle géopolitique des océans (2012)

A maritime emphasis was fed into French deliberations by the Information Report from the Senate in July 2012 titled Maritimisation: La France face à la nouvelle géopolitique des océans (‘Maritimisation: France faces new geopolitics of the oceans’).

Continuing structural shifts towards the Indo-Pacific were noted, “the centre of geopolitical gravity is moving eastwards, highlighting the riparian nations of the Indian Ocean and Pacific” (p. 205). Given French possessions, “as a result there cannot be a maritime strategy without an overseas strategy (tr. p. 133), and that “the control of the maritime spaces is one of the keys of French power and influence on the international scene” (p. 140). Sea lane security across the Western Pacific, South China Sea and Indian Ocean was identified as of first rate importance for France, “more than ever, control of this maritime route between Europe and Asia becomes a major strategic issue” (p. 36)

In part this was a question of criminal activities and piracy, but what was also significant in this document was its repeated noting of Chinese naval growth (pp. 79-81,86,178) in which China’s naval assertiveness in the East China Sea, South China Sea and Indian Ocean (described as China’s ‘string of pearls’) was noted as a growing challenge to French interests, “what is at stake are our interests throughout the Indian Ocean and Pacific” (tr. p. 206).

Conversely, what the Senate report critiqued was French reductions of overall naval strength, including reductions in planned building of one aircraft carrier rather than two, and eight rather than seventeen Aquitaine-class anti-submarine frigates; which meant that “in other words we have reduced [naval] assets while the threats increased” (tr. p. 209). Consequently, the Senate report observed a future weakening of France’s maritime assets in the southern Indian Ocean (“a sharp deterioration in surveillance and intervention capacities on the high seas,” tr. p. 166) and in the southwest Pacific (“major capability disruption, with a strong impact on sovereignty and assistance missions in the national maritime areas […] with the withdrawal from active service of the Guardians of the Pacific in 2015. Years 2015 to 2019 appear to be particularly critical” (tr. pp. 166-167).

Defence and national security (2013)

In April 2013 a White Paper was published titled Defence and national security. The highest defense priority listed by it was simple “protect the national territory and French nationals abroad” (p. 47). While it painted a rosy picture of security in Europe (coming before Russia’s incorporation of the Crimea in 2014), France’s “national territory” of course extended outside Europe into the overseas departments and overseas territories. The 2013 White Paper made a point of highlighting (p. 14) that most of the overseas possessions were in the Indian and Pacific oceans, and came complete with around 1.5 million French nationals and resource-rich EEZs. Consequently it reiterated “France’s commitment as a sovereign power and a player in the security of the Indian Ocean and the Pacific (p. 29).

French Indian Ocean interests were highlighted, in particular the threat to them posed by piracy:

“The security of the Indian Ocean, a maritime access to Asia, is a priority for France and for Europe from this point of view […] The fact that the European Union’s first large-scale naval operation was the Atalanta operation against piracy clearly illustrates the importance of the Indian Ocean, not only for France but for Europe as a whole” (p. 56).

In those waters, a significant developing strategic partnership was highlighted whereby “as a neighbour[hood] power in the Indian Ocean, France plays a particular role here, reinforced by the development of privileged relations with India” (p. 56).

In the 2013 White Paper, China was now appearing as a concern (which it had not been in the 2008 White Paper) for France, given that “the equilibrium of East Asia has been radically transformed by the growing might of China” (p. 57). Conversely, the strategic partnership announced with Australia in 2012 was welcomed as showing their convergence on “regional matters relative to the Pacific and the Indian Ocean,” and more widely “it also confirms a renewed interest in a French presence on the part of countries in the region” (pp. 57-58).

National strategy for security of maritime areas (2015)

In October 2015 the inter-ministerial sea committee approved the National strategy for security of maritime areas. In this document, France’s position as a maritime power was reaffirmed:

“Present in all seas and oceans around the world […] France thus has considerable assets which constitute coveted wealth and help to assert its position as a great maritime power. They give us rights, particularly to preserve our sovereignty and our sovereign economic rights […] our maritime area contributes to our rank as a major world power […] confirming its [France’s] rank as a major maritime power and its intention for economic development through sea” (p. 3).

Maritime threats came explicitly from piracy, but also implicitly from China:

Certain powers […] from East Asia […] are developing significant naval capabilities which could be able to counter our freedom of action at sea, pursue territorial ambitions in disputed maritime areas and thus threaten freedom of navigation in international waters” (pp. 4-5).

The multi-missions destroyer (FREMM) Aquitaine (Marine nationale)

French strategic remedies were internal balancing through “maintenance of a good level of ocean-going projection capacity, mainly provided by the resources of the French navy” (p. 49); and partly external balancing to “strengthen maritime cooperation with third-party States” (p. 42). 

France and security in the Asia-Pacific (2014, 2016)

The Ministry of Defence document France and security in the Asia-Pacific was first released in April 2014 and then updated in June 2016. Whereas the 2014 document referred nowhere to the ‘Indo-Pacific’ as a geographic (and geo-strategic/geopolitical) term, the June 2016 version referred to it repeatedly, three times in Le Drian’s ‘Forward’ and five times in the main text.

Internal and external balancing was apparent in Le Drian’s ‘Forward,’ with strategic partners identified in the region:

“As a state of the Indian and of the Pacific Oceans, owing to its territories and its population, France permanently maintains sovereignty and presence forces there in order to defend its interests and to contribute to the stability of the region alongside its partners, primarily Australia, India, Japan and the United States. The long-existing links with the latter are tightening and France will continue to be committed in all aspects of regional security” (2016: p. 1).

The absence of China as a ‘partner’ was noticeable. Conversely, in a shot across the bow for Chinese restrictions in the South China Sea, an item unmentioned in the 2014 profile, Le Drian pledged that “responding to tensions in the South China Sea, France, as a first-rank maritime and naval Power, will continue to uphold freedom of navigation, to contribute to the security of maritime areas” (2016: p. 1).

In the main text, clear maritime priorities were flagged up. In a new comment, the 2016 paper stated:

“France has started to rebalance its strategic centre of gravity towards the Indo-Pacific, where it is a neighbour[hood] power […] Our armed forces stationed overseas and our permanent military basing in the Indian and the Pacific oceans confer to France a presence which is unique among European countries” (2016: p. 2)

Both the 2014 and 2016 papers stressed France’s maritime presence in the same wordage:

“France is present in all of the world’s oceans, owing to its overseas territories […] and thanks to its blue-water navy […] France’s primary obligation is to protect its territories and population (500,000 in the Pacific and over one million in the Indian Ocean)” (2016: p. 6).

Both papers used identical wording with regard to the geoeconomic significance (“extensive fishing, mineral and energy resources”) of France’s Exclusive Economic Zones, “located mainly in the Pacific (62%) and Indian Oceans (24%),” for which “France performs its protective mission thanks to its defence and security forces stationed in the region” (2016: p. 6).

A new issue, Chinese “reclamation works and the militarization of contested archipelagos” in the South China Sea were seen to “threaten the security of navigation and overflight,” on which France already “regularly exercises its right of maritime and air navigation in the area” (2016: p. 2). 

Looking Forward

On the domestic front, the envisaged spending cuts of 7 percent for the 2016-2019 period were instead replaced in April 2015 by a 4 percent increase of 3.9 billion euros to underpin stronger oceanic maritime strength and with it a strengthened Indo-Pacific profile. Forward planning (Actualisation de la programme militaire 2014/2019) envisages that France “ will therefore consolidate its political commitment in Asia, the Indian Ocean, the Pacific … through its defense cooperation, an active military presence, [and] the development of strategic partnerships” (p. 6). France’s reassertion of its maritime position was completed with the ratification in February 2017 of the ordinance Espaces maritimes de la République Française (‘Maritime spaces of the French Republic’), which emphasized France’s intention to maintain, and defend its position in both the Indian and Pacific oceans. March 2017 witnessed a $4 billion frigate program being launched by the French defense ministry.

Meanwhile, France is actively pursuing Indo-Pacific maritime avenues. Le Drian remarked on conflict potential in the “Indo-Pacific region” at the Shangri-La Dialogue in June 2016; such that “France will therefore play its part in our collective responsibility to preserve and strengthen the stability and security of this region,” working with “our partners, in particular India, Australia, the United States, Singapore, Malaysia and even Japan,” with China absent from the listing.

In such a vein, the trip to India by Le Drian in September 2016 was the occasion for him to assert that “France confirms here that it is a credible actor of the Indo-Pacific zone, where – as I have been saying ceaselessly we have a prominent role to play” in the future. France’s strengthening links with India were on show in January 2017 at their Dialogue on maritime cooperation, explained by France as a “significant strengthening of cooperation between our respective navies for security and stability in the Indo-Pacific region.”

France’s strengthening links with Australia were on show in March 2017. The Joint Statement drawn up by Marc Ayrault, Minister of Foreign Affairs and International Development, with his Australian counterpart Julie Bishop, emphasized defense and security cooperation, especially naval, bilaterally and with third countries – “particularly in the Indo-Pacific region.” Given France’s strengthening links with India and Australia it is no surprise to find Le Drian in September 2016 arguing for a France-India-Australia trilateral framework; “we need to think of a three-way partnership that includes India if we want security in the Indo-Pacific region.”

The Third Japan-France Foreign and Defense Ministers Meeting in 2017. (F. De la Mure / MAEDI)

France’s strengthening links with Japan were on show in the Franco-Japanese Joint Statement of January 2017 which talked of common Indo-Pacific concerns (“strategy for a free and open Indo-Pacific ocean”), and French naval presence (“a regular and visible naval presence in all maritime areas, including in the Indian and Pacific Oceans”). The visit of the Japanese leader to France in March 2017 was the occasion for France to pledge further military cooperation, “especially on the naval plane in the Pacific.” One sign of this will be France’s powerful Mistral amphibious helicopter carrier leading U.S. and Japanese troops in exercises at Tinian in the West Pacific in May 2017 in an implicit message to China. 

Conclusion

Three Indo-Pacific maritime issues await French attention. In April 2016 at the Shangri-La Dialogue the French Defence Minister Le Drian argued since “the situation in the China seas, for example, directly affects the European Union,” so shouldn’t “the European navies, therefore, coordinate to ensure a presence that is as regular and visible as possible” in those waters?” EU responses remain unclear.

Two Indian Ocean related issues remain for French maritime strategy. Firstly, how far will French naval forces based in the Gulf continue operating against Daesh/ISIS forces in the Middle East, and how far there will be wider jihadist backlash in the Indo-Pacific? Secondly, the EU’s anti-piracy ATALANTA operation in the Gulf of Aden, currently renewed until 2018 and to which France has been contributing naval assets, has so far been run from Northwood in the UK. Given that the UK is due to leave the EU by April 2019, it would be logical for France as a resident power in the region and significant naval power to take over the coordination of the ATALANTA operation, if it continues.

Finally, Chinese maritime cooperation with Russia is of some concern to France. China-Russia joint naval exercises carried out in the Western Pacific and South China Sea help China’s maritime assertiveness in Indo-Pacific waters; but conversely the China-Russia joint naval exercises carried out in the Mediterranean and Black Sea help Russian maritime assertiveness in those European-related waters.

What this study has shown is that French maritime discussions have explicitly rediscovered the geo-economic and geopolitical significance of France’s possessions and strategic interests in the Indian and Pacific Oceans. France has become more active in deploying maritime assets and developing maritime partnerships in the region. This represents a structural shift in France’s maritime focus. Any change of administration, following the French Presidential Elections in April-May 2017, is likely to maintain this self proclaimed “rebalance” to the Indo-Pacific.

David Scott is an independent analyst on Asia-Pacific international relations and maritime geopolitics, a prolific writer, a regular presenter at the NATO Defence College in Rome since 2006 and the Baltic Defence College in Tallinn in 2017, and the Managing Editor of European Geostrategy. He can be contacted at davidscott366@outlook.com.

Featured Image: France’s Mistral amphibious helicopter carrier ship docks on the Neva River in St. Petersburg November 23, 2009. (Reuters/Alexander Demianchuk)

Africa, Europe

European Answers for African Questions?

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Maritime Security Topic Week

By Dirk Siebels

Introduction

Maritime security challenges have received increasing attention in Europe in recent years. In 2014, the Council of the European Union adopted the first EU Maritime Security Strategy which includes a comprehensive definition of maritime security from a European standpoint. The EU understands it “as a state of affairs of the global maritime domain, in which international law and national law are enforced, freedom of navigation is guaranteed and citizens, infrastructure, transport, the environment and marine resources are protected.” In short, maritime security comprises much more than the traditional questions related to seapower and naval strategies.

Furthermore, the document underlines the EU’s capacity to engage with other organizations such as the African Union which “has a direct impact on its ability to safeguard its interests and to strengthen regional and international maritime security.” Africa matters, not only because of migrants boarding rickety boats in Libya to embark on a dangerous trip to Europe. At the same time, European and African governments often have different agendas, underlined by the many challenges to maritime security emanating from the African coastline.

Narrow Focus in the Indian Ocean

Counter-piracy operations in the Indian Ocean are a perfect example of a maritime security challenge. When attacks by Somalia-based groups became a major worry for the shipping industry, the international community quickly reacted. The EU launched its ‘Operation Atalanta’ in 2008, complemented by other task forces from various NATO countries and other countries like Japan and China, who deployed independently of the task forces.

The question of whether attacks by Somali pirates really justified the large-scale military response is open for debate. Nevertheless, European involvement in the fight against the perceived threat on one of the world’s busiest shipping routes underlined the importance of maritime trade routes for the continent. Almost without warning, European maritime security was suddenly threatened by men armed with AK-47s and RPGs in small skiffs rather than more traditional scenarios that military planners had always imagined.

Capturing suspected pirates off the coast of Somalia. Image courtesy of the European Union Naval Force. Somalia, 2012.

From a European perspective, the naval response to this non-traditional threat has been largely successful. Even though military officers and shipping industry representatives agree that the threat remains dormant and could resurface in the future, the number of attacks by Somali pirates dropped significantly within a short time. That success was made possible by unprecedented cooperation between naval forces and the shipping industry, as well as self-protection measures of merchant vessels, including the use of privately contracted armed security personnel. At the same time, the EU and other international organizations were heavily involved in capacity-building on land in Somalia.

Successful counter-piracy operations notwithstanding, maritime security in the Indian Ocean region has not been strengthened by a narrow focus during these operations. Whether through the EU or on a bilateral basis, European governments would have the capacities to provide assistance for sustainable projects in African countries. New European-built infrastructure, however, has not been linked to existing organizational structures, namely to the regional economic communities (RECs). Cooperation with security agencies in East Africa has also been limited. As a retired admiral from a NATO nation put it, “We have talked a lot about the region since our navies started operating in the Indian Ocean, but we have not talked a lot with people from the region.”

Failed integration of the RECs is arguably the most notable problem for the long-term sustainability of regional maritime security capacities. These organizations are the cornerstone for peace and security on the African continent. While ambitious plans for the African Peace and Security Architecture have not materialized yet, strengthening capacities within existing organisations would certainly be more sustainable than creating parallel structures in the context of counter-piracy operations.

EU NAVFOR piracy incidents (EU NAVFOR—Atalanta photos)

Somali piracy has never been high on the agenda of governments in East Africa. Attention for maritime topics in general remains limited but problems such as smuggling of drugs and weapons, the illegal wildlife trade or illegal, unreported, and unregulated (IUU) fishing are a much higher priority. In some countries, notably in Mozambique and Tanzania, security for the fledgling offshore gas industry is another important issue. European partners would be well-advised to take these priorities into consideration.

Broad challenges in West Africa

West Africa is another region where piracy has been the most headline-grabbing maritime security problem in recent years.i From a European point of view, these attacks are less of a threat since they do not take place close to a major international shipping route. Nevertheless, the EU became involved, underlined by the ‘Strategy on the Gulf of Guinea’ and the ‘Gulf of Guinea Action Plan 2015-2020.’ Both documents highlight the EU’s strategic objectives in West Africa: a common understanding of threats, support for multi-agency institutions in the region, strengthened cooperation structures, and above all, the development of prosperous economies.

Practical measures, however, have been extremely limited. In October 2016, the Gulf of Guinea Inter-regional Network (GoGIN) was launched, a four-year, €9.3m project supported by the EU and the government of Denmark. The aim of the project is the allocation of funds to regional or national endeavors to promote maritime security and combat piracy. Like CRIMGO, its predecessor project, GoGIN will be implemented by Expertise France, the French development agency. The agency undoubtedly possesses a lot of regional knowledge in West Africa but it is also a vital tool for the French government to secure political influence, particularly in francophone countries.

Capacity building in West Africa does not have to include large-scale financial commitments by partners from Europe or elsewhere. Similar to East Africa, however, it requires a focus on regional priorities to be sustainable. In the past, European involvement in the provision of maritime security in West Africa has largely been limited to the fight against piracy and armed robbery and, on a more limited scale, against drug smuggling on maritime routes.

Similar to East Africa, however, the priorities of regional governments are notably different from those of the EU. For many countries in West Africa, illegal, unreported, and unregulated (IUU) fishing is the most important threat in the maritime environment, even though it is not a traditional security concern. Limited maritime situational awareness and almost non-existent law enforcement at sea are aspects that will not be changed overnight but even small-scale NGO projects have shown that improvements are possible even in the short term. European governments certainly have the necessary capacities to provide assistance, but political will is an entirely different question.

Even in areas that are more closely related to traditional maritime security threats, European involvement in West Africa is generally not based on long-term planning. Training courses and other projects are rarely coordinated among partners, availability of relevant personnel is not taken into consideration, and overall goals are unlikely to be based on the priorities of partners in West Africa. Such criticism is mentioned time and again in conversations with naval officers and law enforcement officials from West Africa but does not seem to reach Europe.

Conclusion

European maritime security may not be directly threatened by challenges off the African coastline, but they certainly have an influence on Europe. Addressing these challenges as early as possible would be important to prevent a possible escalation, yet that is true for security challenges in general. Due to the international nature of the maritime environment, however, a lack of security at sea is likely to have an impact on several countries, creating the need for multinational solutions.

The European Union is in a unique position to strengthen maritime security, both at home and abroad. In theory, the combination of civilian and military measures is the perfect fit for a broad range of largely non-traditional maritime security challenges, ranging from piracy and armed robbery at sea to IUU fishing. In practice, however, the EU’s potential is often wasted by concentrating on areas that are important for European governments while failing to address the agendas of partnering governments.

In the Indian Ocean, counter-piracy operations have been very successful but based on a very narrow mandate. Other challenges to maritime security in the region have hardly been addressed so far. This might change in the future; amending the Djibouti Code of Conduct in January 2017 certainly was a step in the right direction. The document was adopted by governments around the western Indian Ocean in 2009 but originally was only concerned with the suppression of piracy. It took signatories around eight years to broaden the document with the Jeddah Amendment, signalling their intention to strengthen the ‘blue economy.’

In West Africa, a similar document was already adopted in 2013 and the European Union has signaled its intention to support implementation. So far, however, that support has been sketchy at best, and one of the EU’s main goals, the development of prosperous economies around the Gulf of Guinea, remains elusive. Addressing maritime security challenges alone will not immediately lead to economic growth, but it would certainly be an important step. The focus on maritime security in the wider context of the ‘blue economy,’ however, is not a traditional task for navies in Europe and will require better coordination between a wide range of partners such as governments, NGOs, and law enforcement agencies outside the military.

Dirk Siebels works as an analyst for Risk Intelligence. His research areas include maritime security issues in sub-Saharan Africa and he presents regularly at academic and military research institutions on related topics. Before starting to work in his current role, Dirk served as an officer in the German Navy and worked as a journalist and PR consultant for several years. He holds an MA in International Studies from Durham University and is currently working on a PhD in maritime security at the University of Greenwich. The views presented here are those of the author.

Endnotes

i West Africa in this context includes all coastal and island nations between Senegal in the north and Angola in the south. These countries are members of ECOWAS or ECCAS, the two regional economic communities for West and Central Africa, and have adopted the Yaoundé Code of Conduct to strengthen maritime security in the region.

Featured Image:Italian Frigate Scirocco Rescues Somali Fishermen (EU-NAVFOR)

Current Operations, Europe

An Adequate NATO Maritime Posture: The Missing Element For Deterring Russia

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European Maritime Security Topic Week

By Ian Sundstrom

Introduction

Since the Alliance Maritime Strategy (AMS) was published in 2011, the strategic context facing NATO has shifted. The drafters envisaged a world where the Alliance would continue to be an expeditionary one, employing its forces in counterterrorism, counterpiracy, and humanitarian roles in many locations around the world. Under the aegis of this strategy, Alliance maritime forces did precisely that. Operations Ocean Shield and Active Endeavor were conducted in these contexts. The former was a counterpiracy operation off the Horn of Africa and the latter a counterterrorism operation in the Mediterranean. Both ended in 2016, but Active Endeavor was replaced by Operation Sea Guardian, designed in much the same spirit. Its objectives are very similar: maritime situational awareness, protection of freedom of navigation, maritime interdiction against weapons of mass destruction, counterterrorism, and protection of critical infrastructure. This lone maritime operation does not, however, match the strategic realities that NATO faces.

Over the last six years, NATO’s strategic environment has changed significantly. The Arab Spring, beginning in 2011, led to instability on the Alliance’s southern flank, exacerbated perhaps by NATO’s own actions in Libya. One result has been massive cross-Mediterranean migrant flows that European states have been unable to halt. The civil war in Syria has slowly deteriorated to the point that the United States, its allies, and Russia have become involved in the air and on the ground. Naval activity in the Eastern Mediterranean is at levels not seen since the Cold War. Russian, American, and NATO warships continuously ply these seas and the Russian Navy’s only aircraft carrier recently completed its maiden combat deployment from the Eastern Mediterranean.

There and elsewhere, Russian forces regularly intercept NATO aircraft and ships in international airspace and waters, generating tension between East and West and demonstrating a renewed level of aggression epitomized by the Russian invasion of Ukraine. In 2014 Russia invaded its neighbor and annexed the Crimean Peninsula and the strategic naval base at Sevastopol in the process. Russia’s actions in Ukraine have destabilized Eastern Europe and the Black Sea region and caused concern amongst NATO and non-NATO states that Russia’s next moves may come in the Baltic. NATO was founded to deter and defend against Soviet aggression in Europe, and Russia’s recent actions have shown its enduring necessity after more than two decades of strategic drift. All told, the strategic environment predicted by the drafters of the AMS has evaporated.

Insufficient Measures

NATO has responded to its changing strategic environment almost exclusively through operations and initiatives ashore. To counter Russian aggression and reassure eastern Allies, NATO established two major programs. The first, Enhanced Forward Presence (eFP), installs NATO soldiers in Estonia, Latvia, and Lithuania on a permanent rotational basis. It will be fully established in 2018 and includes troop contributions from 19 member states. The second is Tailored Forward Presence in Romania. This consists of an expanded series of rotational exercises, with the result of near continual NATO presence on Romanian territory. The United States’ own European Reassurance Initiative (ERI), distinct from, but complementary to, NATO actions, is similarly land-focused. Over its three years of existence, from 2015 to today, the annual budget for the U.S. Navy’s participation in ERI has been three percent, four percent, and two and a half percent respectively. The response to Russian aggression has been clearly focused ashore.

The existing initiatives are a step in the right direction, but the lack of a coherent maritime response undermines those efforts and presents opportunities for Russia to exploit. NATO’s sole maritime operation, Operation Sea Guardian, does not support existing efforts to counter Russian aggression. And it is not designed to, as it is specifically not an Article 5 operation. Article 5 of the North Atlantic Treaty requires that treaty signatories come to the defense of one another in case of attack and is considered the bedrock of the Alliance. NATO is right to state that Operation Sea Guardian is not in response to an attack on any member, but by explicitly highlighting that the operation is non-Article 5 in focus, it sends a signal that day-to-day operations are not aimed at deterring NATO’s potential opponents. Operation Sea Guardian is also explicitly focused on Task Four of the AMS, consisting of maritime security operations. These are conceptually distinguished from the deterrence and defense roles of the Alliance delineated in Task One. This further demonstrates to Russia that NATO’s maritime focus is separate from its ground efforts. Even if aimed at deterring Russia, it is insufficiently resourced. One recent “Focused Security Patrol” under the mantra of Operation Sea Guardian comprised three aged frigates (Turkish, Greek, and Italian) conducting 600 combined hours of patrols, or 8 and 1/3 days each, in the Eastern Mediterranean. This level of effort, in both duration and capability, is inadequate in the face of the forces the Russian Navy has maintained in that theater.

Bolstering NATO Seapower

To their credit, Alliance leadership may have begun to recognize the insufficiency of NATO’s maritime posture. As part of Tailored Forward Presence, Alliance defense ministers agreed in February 2017 to increase NATO presence in the Black Sea to improve situational awareness and increase training and exercises. This may improve the situation in the Black Sea, but the problem of deterrence is broader. This ad hoc approach to maritime deterrence will not stop Russia’s pattern of aggressive actions in the seas around Europe.

NATO’s poor showing at sea has led some to argue that the AMS itself needs a total overhaul. Critics are correct in noting that the strategy’s discussion of the maritime security environment is out of date. They also rightly criticize the lack of any resource – i.e. force structure and development – discussion. The strategy is also insufficiently focused on the core collective defense and deterrence mission and therefore not aligned with NATO’s 2015 Political Guidance which reemphasized these core Alliance tasks. The AMS does require a refresh, and policymakers should begin discussions on this now, but without delaying maritime action by the Alliance.

The AMS itself provides the logical basis for conducting peacetime Article 5 operations. The first task the strategy assigns to maritime forces is deterrence and collective defense. By grouping these two concepts together, the AMS links collective defense and deterrence in a continuum of action between peace and war. It highlights that collective defense is the necessary action in response to failed deterrence. Article 5 requires that member states aid one another only in the event of armed attack, but given the defensive nature of the alliance, the terrible consequences of war between NATO and Russia, and the conceptual link between deterrence and collective defense, it is logical to draw explicit connections between peacetime NATO deterrent operations and Article 5 collective defense actions.

Such an explicit connection would improve the deterrent effect of the operation. The AMS notes that deterrence relies upon “proven capability, demonstrations of readiness, and effective strategic communications.” This is firmly based in existing theories of deterrence. An actor, be it a state or group of states, must possess not merely adequate defensive capabilities to either stop enemy aggression or inflict sufficient pain to make the aggression too costly. The actor must also be credibly committed to using this force in the event that deterrence fails. Communicating these two preceding facts to the potential enemy in such a way that their leaders perceive a sufficient threat is the final component. Establishing a new maritime operation would neither change NATO’s capabilities nor fully address the credibility problem inherent in the alliance, but by tying this new operation to Article 5 the alliance would better communicate the seriousness of its commitment to preventing further Russian aggression.

As written, the AMS is flexible enough to serve as the basis for a more coherent maritime response to Russia. As it declares, “the relative weight given to the Alliance’s engagement in each of these roles will depend on circumstances and the resources available.” NATO should rebalance its maritime efforts to increase the relative weight devoted to the deterrence and collective defense mission. This can be accomplished through a combination of three actions: launching a new maritime operation with collective defense and deterrence as its main objective, increasing the frequency and complexity of NATO maritime exercises, and better resourcing the existing Standing NATO Maritime Groups (SNMG) and Standing NATO Mine Countermeasure Groups (SNMCMG).

First, NATO should establish a new operation focused on deterring Russian aggression at sea and, if necessary, exercising collective defense. This operation should explicitly state that it rests upon the foundation of Article 5 of the North Atlantic Treaty. To date, the article has been activated only once, in response to the terrorist attacks of September 11, 2001. Operation Active Endeavor was established as the maritime component of the NATO response to this armed attack on a member state. While Russia has not attacked any members, this recent experience provides some precedent for establishing a maritime operation founded upon Article 5.

To achieve the desired effect, this operation should be wide in its geographic scope and mission to best demonstrate existing capability and readiness. It should be active in the Baltic, Black, Mediterranean, and Norwegian Seas to counter Russian efforts in each of these areas. Russia has increased its maritime presence in each sea to levels last seen during the Cold War and NATO must demonstrate the capability to respond simultaneously in each theater. The operation should also focus on the full-range of maritime missions. It should develop situational awareness of Russian actions, hold Russian maritime forces at risk any time they deploy, and enhance NATO interoperability and build expertise in combined operations at the unit and higher echelon command levels. These actions will better prepare NATO forces to defend against Russian attacks in the event of war and will demonstrate to Russian leaders that NATO stands ready to do so.

Invigorating Alliance Exercises

In addition to a new deterrent operation, NATO should significantly expand the number and scale of its maritime exercises. These exercises should focus on high-end warfighting skills against peer opponents to demonstrate effective combat capability and readiness. Existing maritime exercises are a step in the right direction. The Dynamic-series, consisting of Dynamic Guard, Dynamic Move, Dynamic Mantra, and Dynamic Mongoose in 2017, are focused on air defense and electronic warfare, MCM, and antisubmarine warfare respectively.

NATO Secretary General Jens Stoltenberg is welcomed by the Captain of the frigate Aquitaine, Emmanuel Sagorin. (NATO)

The current exercise schedule is focused on the appropriate warfare areas but it must be significantly expanded to develop the level of competence and interoperability that would be necessary in the event of war. Antisubmarine warfare exercises in particular require expansion and should be the highest priority. The Russian Navy sees submarines as its primary capital ships, unlike western navies which prioritize aircraft carriers. Russia has invested heavily in its submarine force, with new classes under development, old classes undergoing modernization, and new Kilo-class submarines destined for its Black Sea Fleet under construction. By focusing efforts on detecting and defeating submarines, NATO can demonstrate to Russia that, in the event of war, its primary naval forces will be defeated.

Air defense and electronic warfare should also be emphasized. Russia has invested heavily in new antiship missiles. NATO navies must demonstrate their ability to defeat these weapons to show Russia that it cannot count on keeping Allied maritime forces outside striking range of its shore. This will warn Russia’s leaders that they cannot initiate conflicts far from Russian shores and rest assured that the Russian mainland will be safe.

Finally, mine countermeasures remains a key enabler for Allied maritime missions and must be strengthened. In particular, the United States should participate in exercises with its own MCM ships to improve its capabilities and highlight the importance of the mission area. Increasing the frequency and complexity of exercises in these three areas would significantly increase alliance capabilities to counter Russian aggression.

Strengthening Standing Maritime Groups

The final component of an improved NATO maritime posture is better resourcing of the SNMGs and SNMCMGs by member states. Discussions of resourcing in the NATO context are often focused on the two percent policy, wherein member states pledge to contribute two percent of GDP towards defense. Total alliance resources are important, as each state’s total military capabilities are the source of NATO-assigned forces; however, they do not translate directly into forces available for Alliance use. Without increasing their defense budgets, each state could improve NATO’s deterrent posture by assigning more existing forces to NATO missions. A brief review of the maritime forces currently assigned to the Alliance will demonstrate the availability for growth.

As currently constituted, NATO’s standing maritime forces consist of two SNMGs and two SNMCMGs. These consist of the three warships and one tanker of SNMG1, ten warships (five of which are small patrol craft) and one oiler of SNMG2, four mine countermeasures (MCM) ships of SNMCMG1, and five further MCM ships of SNMCMG2, for a total of 23 vessels of all types. Looking deeper, one finds no U.S. ships, no French vessels, only one British minesweeper, and only three German ships, one of which is a tanker. The heaviest contributors are the Spanish, Greek, and Turkish navies, who together contribute almost half the ships. Ships rotate through these standing task groups, but the absence of the two largest NATO fleets and the poor showing from the Royal Navy and Bundesmarine indicate a lack of commitment to the Alliance’s maritime posture.

If each member state contributed an additional vessel, NATO’s maritime forces would more than double, sending a clear signal to Russia that the Alliance was ready to defend its maritime flanks. Barring that, if the United States, France, and the United Kingdom each contributed several ships it would vastly improve the capability of these forces. These navies are not only the largest, but their ships are the most capable against the threats posed by Russian forces.

Conclusion

NATO was founded as a means of defending Western Europe against Soviet aggression, but with the fall of the Soviet Union its raison d’être disappeared and the Alliance lost focus. It grew to incorporate many former foes in Eastern Europe and began participating in peacekeeping and expeditionary operations and envisaged a future where it would emphasize missions other than deterrence and collective defense. Recent Russian actions have reminded Alliance members of its original purpose. Through its invasions of Georgia and Ukraine, its intervention in Syria, and its continued bellicosity at sea and in the air, Russia has proven itself to be a threat to European security once again. NATO has taken actions to deter aggression against its members, but its efforts at sea have been inadequate. Implementing the initiatives above would go a long way toward integrating alliance maritime posture with existing plans ashore, improving the overall deterrent effect. The Alliance has all the necessary tools, its members need only act.

Ian Sundstrom is a surface warfare officer in the United States Navy. The views expressed here are his own and do not reflect those of the United States Department of Defense.

Featured Image: NATO Standing Maritime Groups operating in the Mediterranean (NATO)

Asia-Pacific, Europe

The Asia Pacific and Europe’s Maritime Security Strategy

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European Maritime Security Topic Week

By Dave Andre

In the aftermath of the July 2016 ruling by the United Nation’s Permanent Court of Arbitration that broadly found China’s demarcation claims in the South China Sea to be without legal merit, it became apparent that legal decisions alone would do little to influence the status quo. Considering The Hague’s ruling against the strategic backdrop of power politics in the Asia Pacific, the need for a global maritime presence became clear. This presence connotes a significant maritime challenge for the European Union (EU), which remains a peripheral actor in the maritime security of the Asia-Pacific as several major powers oversee the geopolitical reordering of this critical region. The importance of the region for European trade and business, global economic stability, and international maritime security necessitates that the EU maintain more than just an economic and diplomatic presence in the region. Adding a dedicated maritime presence to the region will involve a balancing act between the competing interests of individual EU members while advancing a comprehensive and unified stance—this goes beyond simple matters of naval capability and capacity. As such, it is important that the international maritime community not treat this presence as a fait accompli, merely awaiting an executable maritime framework.

As the European Council on Foreign Relations summed up in 2013 in reference to Asia, the EU “does not have an automatic seat at the table and therefore must work all the harder to secure its own self-interests.”1 Since then little has changed, as China has increasingly expanded its territorial footprint, the EU has executed an uneven approach to maritime security in the Asia-Pacific region. This ineffectual response leaves Europe open to maritime security threats from afar.

The European Union’s Maritime Domain: A Unique Challenge

Given Europe’s long maritime history it is no surprise that the legal principle for freedom of the seas originated with a European—a Dutch lawyer to be specific—by the name of Hugo Grotius, who in the early seventeenth century wrote, ”Navigation was free to all and no one country could lay claim to the seas on the basis that their navigators were the first to sail on it.”2 Today, that principle exists within the United Nations Convention Law of the Sea (UNCLOS), which details provisions for navigation, archipelagic status and transit regimes, EEZs, territorial waters, and settlement of disputes. Today, the European Union faces a dynamic maritime environment with challenges ranging from border security to renewable resources and combating piracy. Of the EUs 28 member states, 22 have a combined coastline that extends 65,993 km encompassing the Mediterranean Sea, the Baltic Sea, the Black Sea, and the Atlantic Ocean.3 The length and breadth of this dynamic maritime environment, when coupled with the competing priorities of member states and coordination with non-member states, makes the EU’s maritime security strategy a unique challenge amongst maritime powers.

The EU addresses this complexity in the European Union’s Maritime Security Strategy (EUMSS), which recognizes the importance of protecting maritime interests worldwide while simultaneously recognizing that success depends on the ability to collaborate across regional and national levels.4 However, since the 2014 adoption of EUMSS, the EU has struggled to balance the myriad regional maritime issues with international maritime issues, showing that a unified maritime strategy for the global maritime domain is still far off. The unfolding situation in the South China Sea is perhaps the best example of the fissures and shortfalls inherent with the EU’s maritime strategy. The EU has so far remained outside the fray, issuing a tepid statement after the UN tribunal ruling in favor of the Philippines in July 2016.5 While many see this strategy as a case of prioritizing domestic issues over international issues, the issue is far more complex. The ever-evolving transatlantic relationship between the United States and Europe, the economic influence of China on Europe via initiatives like the One-Belt-One Road framework, and the declining naval power of European navies, all factor into Europe’s support of the maritime order in the Asia-Pacific.

Europe and Asia: A Complex Relationship

As a region, the Asia-Pacific is as dynamic as they come. Militarily, disputed islands, paramilitary forces, and militarization characterize the operating environment. Politically, Chinese realpolitik clashes with liberalism, pitting international governance against the rise of a regional hegemon. Meanwhile, from an economic standpoint the region is home to three of the world’s biggest economies, while over $5 trillion in global trade passes through the seas each year. This geo-political environment, coupled with the complex maritime geography of straits, archipelagic waters, and overlapping maritime claims means that international law is critical to maintaining an orderly system.6 Within this complex milieu lays the maritime challenge—protecting the Sea Lines of Communication (SLOC) critical to global economic prosperity.

This region holds significant interest for the European Union, but exactly what those interests are differs from member to member. These differences present difficulties for the EU’s development of a unified and actionable strategy in the South China Sea and the Southeast Asia region. China is the EU’s second largest trading partner, as a region ASEAN is the EU’s third largest trading partner, and South Korea, Japan, and India all place within the top ten. Collectively, this trade amounts to almost a trillion euros annually. Furthermore, there are more than 10,000 European companies operating within the Southeast Asia region.

The economic considerations are not solely defined by Europe looking east of the Suez; they are also largely influenced by China’s Eurasian ambitions. China’s One-Belt-One-Road initiative promises significant investment in Europe, especially the struggling economies of the South and East. Likewise, investments by companies such as the state-owned China Ocean Shipping Company (COSCO), which is upgrading the port in Piraeus, Greece, illustrate that this economic influence extends past mere business ventures.7 While the One-Belt-One-Road initiative is unlikely to radically alter the geography of trade routes and investment in port upgrades will not alter Greece’s naval posture, these activities do have the potential of altering and influencing the economic interdependence of EU member states. This creates scenarios where Europe needs to tread lightly as they balance economic and diplomatic interests against security interests, while simultaneously recognizing that the preferred balance will be different depending on the individual country.

European Diplomatic Efforts in the Asia-Pacific Maritime Domain

The divisions are not limited to economics. Politically, the EU has struggled to speak with one voice regarding issues within the Asia-Pacific. The EU’s presence in the Asia-Pacific is a complex web of arrangements, policies, dialogues, and statements that seek to balance the competing interests of individual members while advancing a comprehensive and unified stance. Starting in 2007, there have been a number of policy developments pertaining to the EU’s development of a comprehensive maritime strategy. In 2007, the adoption of the Blue Book, an Integrated Maritime Policy laid the groundwork for operational cooperation among member states. While not specifically addressing security concerns, the focus on trade and fisheries provided a template for future maritime security initiatives.8 A series of initiatives followed—Marine Strategy Framework Directive (2008) and the Limassol Declaration (2012)—that recognized the significance of dialogue and cooperation within the regional and international maritime realm as well as the importance of the legal framework laid out by UNCLOS. These policy trends expanded and in 2012, the EU’s Foreign and Security Policy in East Asia proffered guidelines for resolving disputes within the framework of UNCLOS and stresses the importance of freedom of navigation.9 The policy also notes the economic interdependence between the EU and East Asia, the potentially negative impact of competitive nationalism represented by the South China Sea issues, and the complexity of trans-Atlantic relations with the United States and extra-regional partners like Russia, Australia, New Zealand, and India.10 Furthermore, the Treaty of Amity and Cooperation in Southeast Asia (TAC), which the EU signed in July 2012, provides the framework for peaceful interactions in the region. Taken together these policies clearly articulate that EU interests are closely tied to those of the Asia-Pacific and the international maritime legal framework.

May 31, 2015 – 14th Asia Security Summit, Singapore– High Representative of the Union for Foreign Affairs and Security Policy and Vice-President of the European Commission Federica Mogherini gives a speech at the Shangri-La Dialogue. ( Frédérick Moulin 2015 – EU2015 – EEAS)

Beyond policies, the EU maintains a public dialogue—albeit uneven—that further emphasizes and recognizes the importance of the Asia-Pacific and an international maritime framework. It was at the 2013 Shangri-La dialogue in Singapore that the EU was represented as a whole for the first time by High Representative Catherine Ashton. During the dialogues, she referred to the EU’s long-term security plans and comprehensive approach in Asia. Missing from the 2014 dialogues, the EU’s message was one that prioritized concerns in Ukraine, the Middle East, and North Africa over those in far off Asia. While this prioritization of time and resources is notable, even wise, it did little to assuage Asian nations that may be looking to the EU as a model of multilateralism and an alternative to the United States. A notably different tone was struck in the 2015 dialogues, as EU High Representative Federica Mogherini discussed the EU’s, “strong interest in global security.”11 Representative Mogherini made specific mention of freedom of navigation, SLOCs, international law and the importance of promoting cooperation of confrontation and the need for “everyone to play by the same rules.”12

In addition to the Shangri-La dialogues, the EU, France, Germany, Italy, and U.K. signed the G-7 Foreign Ministers’ Declaration on Maritime Security which declares their commitment to “freedoms of navigation and over flight” and to an “international maritime order based upon the principles of international law, in particular as reflected in UNCLOS.”13 At the 2016 G7 Summit in Japan, members reiterated concern “about the situation in the East and South China Seas” and emphasized “the fundamental importance of peaceful management and settlement of disputes.”14 Unsurprisingly, the 2016 Shangri-La dialogues a month later discussed “China’s continued land reclamation and military build-up in the strategic maritime area” at length.i Within this context, the French Defense Minister made clear that joint EU patrols were forthcoming.15 However, a month later, the UN tribunal ruling in favor of the Philippines saw the EU struggle to issue a joint statement. And to say the resulting statement was benign is an understatement; among other things it failed to make any mention of sovereignty. Since then, the EU has been notably silent regarding the South China Sea despite growing evidence of China’s continued militarization of a number of islands.

European Presence in the Asia Pacific

Despite the attempts at providing a unified response under a common defense policy, the most active aspects of Europe’s involvement in the Asia Pacific come in bilateral terms. France has made numerous overtures toward supporting FONOPs in the South China Sea. The UK’s Royal Navy has perhaps the largest and most codified presence in the Asia-Pacific, though it is a shadow of the presence that it was until the waning years of the last century. The Five Power Defense Arrangement, the most notable European-Asian arrangement, is a multilateral agreement between the Commonwealth counties of U.K., Australia, New Zealand, Singapore and Malaysia whereby all powers will consult one another in the event of an attack (actual or threatened) against Malaysia or Singapore. This consultation brings no promise of military action or support, but nonetheless is pertinent for its formal acknowledgement of European-Asian mutual interests. Furthermore, four European countries—Denmark, the Netherlands, Norway, and the U.K.—are members of the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP).16 ReCAAP, a multilateral counter-piracy operation that stretches from the Gulf of Aden to the East China Sea illustrates the naval capability of some European powers.17 Additionally, in 2016 Denmark, France, Germany, Italy, Netherlands, Norway, and the U.K. participated in the Rim of the Pacific (RIMPAC) maritime warfare exercise, signaling their support for Asian maritime security.18 Additionally, there are multilateral examples of EU maritime involvement: the Indian Ocean earthquake and tsunami in 2004, the Fukushima tsunami that occurred in 2010, and Typhoon Haiyan in the Philippines in 2014 all saw EU involvement.

In Conclusion: It’s Time to Grab a Seat at the Table

Despite policies, dialogues, and statements, the EU lacks a consistent presence in the region, which undermines their ability to influence political and economic events as they unfold. Alongside the 2016 UN tribunal ruling and discussions for a South China Sea Code of Conduct, the EU is losing its seat at the table as the maritime picture takes shape. If the EU expects to maintain influence in the Asia-Pacific it must accept that the geopolitical instability that defines the South China Sea and Asia-Pacific region requires a naval presence to manage risk, promote international order, and decrease the chances of armed conflict.

Setting aside EU institutional politics, there are a number of EU members who have navies capable of global power projection—France, Germany, Italy, the U.K., and Spain. While some members may need to operate in a coalition due to refueling limitations, the capability remains. Overall, the European picture reveals a maritime mindset more focused on the near than the far. This is shortsighted in terms of politics, economics, and military capabilities. Not least because any significant rebalance toward Asia without a corresponding increase in shipbuilding would require a considerable shift in resource allocation. Reversing the current decline in shipbuilding across Europe will take significant and immediate initiative. The EU should take advantage of their long-standing relationship with the U.S. concerning maritime security and their experience working alongside global partners to engender a workable maritime strategy in the South China Sea and the Asia Pacific. With the U.S. increasing its presence in the Europe, there is opportunity for Europe to reinvigorate the Transatlantic Partnership that has defined U.S.-European relations for decades.

Politically, no entity is better poised than the EU to understand the power dynamics and challenges that a regional organization faces when countering the influence of a rising—or in the case of Russia—resurgent hegemonic power. There are relevant lessons to be drawn from the territorial aggression that Russia exhibited in the annexation of the Ukraine. Most notably, that a nation that feels compelled to assume power in a region that they historically view as theirs will not be thwarted by politics alone. Reactionary policies are no substitute for proactive plans. The European Union’s hodgepodge of arrangements, policies, dialogues, and statements regarding the South China Sea, coupled with Chinese economic influence, declining naval power, and an inability to speak and act with one voice are eroding European influence at a time when a new regional order is taking shape in the Asia-Pacific region. To counter this erosion of influence the EU needs a strategy that moves past mere statements that support international norms and the rules laid out in UNCLOS and establish a maritime presence that protects SLOCs throughout the Asia-Pacific.

LT David M. Andre is a former Intelligence Specialist, and has served as an Intelligence Officer and Liaison Officer assigned to AFRICOM. He is currently serving as N2 for COMDESRON SEVEN in Singapore. He can be reached at dma.usn@gmail.com.

The views expressed above are the authors’ alone and do not reflect the official views and are not endorsed by the United States Navy, the Department of the Navy, the Department of Defense, or any other body of the United States Government.

References

1. “What is Europe’s role in Asia-Pacific?” European Council on Foreign Relations, http://www.ecfr.eu/article/commentary_what_is_europes_role_in_asia_pacific

2. Bruce Farthing, Farthing on International Shipping, Business of Shipping Series, LLP, London Hong Kong, 1997, p. 7.

3. In comparison, the United States has 19,924 km of coastline, while Russia has 37,653 km.

4. European Commission, “European Union Maritime Security Strategy: Responding Together to Global Challenges,” https://ec.europa.eu/maritimeaffairs/policy/maritime-security_en

5. “Declaration by the High Representative on behalf of the EU on the Award rendered in the Arbitration between the Republic of the Philippines and the People’s Republic of China,” European Council, http://www.consilium.europa.eu/en/press/press-releases/2016/07/15-south-china-sea-arbitration/

6. S. Rajaratnam School of International Studies Policy paper. Good Order at Sea. https://www.rsis.edu.sg/wp-content/uploads/2014/07/PR090427_Good_Order_at_Sea_in_SEA.pdf

7. Netherlands Institute of International Relations Clingendael Policy Paper. China’s Maritime Silk Road. https://www.clingendael.nl/sites/default/files/China_Maritime_Silk_Road.pdf.

8. Internaitonal Maritime Security Law by James Kraska, Raul Pedrozo, p. 62.

9. EU-Asia Centre, “South China Sea: Background Note,” http://www.eu-asiacentre.eu/documents/uploads/pub_112_south_china_sea_background_note.pdf.

10. “Guidelines on the EU’S Foreign and Security Policy in East Asia”, Council of European Union, http://eeas.europa.eu/archives/docs/asia/docs/guidelines_eu_foreign_sec_pol_east_asia_en.pdf

11. Speech by High Representative/Vice-President Federica Mogherini at the IISS Shangri-La Dialogue 2015 https://eeas.europa.eu/headquarters/headquarters-homepage/6254_en

12. Ibid.

13. G7 Foreign Ministers’ Declaration on Maritime Security in Lübeck, 15 April 2015, Federal Foreign Office, http://www.auswaertiges-amt.de/EN/Infoservice/Presse/Meldungen/2015/150415_G7_Maritime_Security.html?nn=479796.

14. Whitehouse, “G7 Ise-Shima Leaders’ Declaration,” https://obamawhitehouse.archives.gov/the-press-office/2016/05/27/g7-ise-shima-leaders-declaration.

15. Kelvin Wong: Reflections on the 2016 Shangri-La Dialogue, https://www.iiss.org/en/shangri-la%20voices/blogsections/2016-588c/kelvin-wong—reflections-on-the-2016-shangri-la-dialogue-2789.

16. Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP), http://www.recaap.org/AboutReCAAPISC.aspx.

17. “Bridging Asia and Europe Through Maritime Connectivity China’s Maritime Silk Road and Indonesia’s Maritime Axis” European Institute for Asian Studies. March 2015. http://www.eias.org/wp-content/uploads/2016/02/Bridging_Asia_Europe_2015.pdf

Featured Image: Members of the welcoming ceremony band play as British Royal Navy destroyer HMS Daring arrives at a port area of Huangpu River in Shanghai December 10, 2013. (Photo by Yang Yi/Asianewsphoto)