We received a strong and quality response to our Call for Articles requesting publications on India’s Role in the Asia-Pacific. Our authors were diverse in background and experience. Their analysis highlighted competition between India and China in the maritime domain, various foreign policy initiatives of the Modi administration, and India’s aspiration to assume greater influence and responsibility on the international stage. We thank our authors for their excellent contributions.
Below is a list of the articles that featured during the topic week, with relevant excerpts outlining the main thrust of each publication’s analysis.
“As the United States increasingly faces challenges to its global power by Iran, Russia, and China, its relationship with India will grow in strategic importance.”
“Safe maritime connectivity, external trading, and overseas investments require India develop political confidence in its neighborhood and a dedicated navy to ensure secure seas.”
“Implicit competition in what has been dubbed “a new great game for influence in the Indo-Pacific” between these two rising powers is the order of the day in the Indian Ocean, the South China Sea, the West Pacific, and the South Pacific.”
“Whether the maritime competition between China and India is in the Indian Ocean or the South China Sea may prove to be only an elusive speculation though seemingly plausible.”
“Even though it is popular for its crystalline waters and sun bathed beaches, recently Maldives has been appearing on the minds and finds of security strategists. So why have strategists shifted their gaze to this tiny tourist destination all of a sudden? Two reasons: India and China.”
“Not only have the mountain passes and peaks of the Himalayas become zones for potential conflict, where in the past they served as natural buffers, but the shared space of the Indo-Pacific also links the interests and security concerns of present day India and China.”
“While India’s ascendance to great power status will take time, owing to domestic constraints, how India positions itself in the Indo-Pacific balance of power and rises as a ‘net security provider’ will contribute significantly to its security and status.”
“The Modi government’s strongly maritime oriented foreign policy launched in 2014 has proven somewhat rewarding, particularly in helping the Indian Navy transcend its image of a force that punches below its weight. The politico-strategic recalibration by India in its Asia-Pacific policy has sought to retool its mid-1990s Look East policy with more purpose.”
“The analysis will show that Sino-Indian relations reflect a peculiar kind of stability: although their relationship will continue to be marked by distrust and intermittent disputes, the risk of escalation to war remains unlikely. In general, Sino-Indian relations are influenced by four factors: (1) their history of enmity; (2) strategic competition; (3) nuclear relations; and (4) trade.”
“The Prime Minister’s firm declaration of national intent for India to be a net security-provider in the Indian Ocean and beyond, means the various connotations of maritime security (defined as freedom from threats emanating ‘in’, ‘from’, or ‘through’ the medium of the sea can no longer be denied centrality in any serious consideration of India’s national security.”
Dmitry Filipoff is CIMSEC’s Director of Online Content. Reach the CIMSEC editorial team at Nextwar@cimsec.org.
Niger Delta violence returns as oil prices plummet and both the Nigerian government’s ability and willingness to pay off former militants decreases. As the Nigerian Navy moves to counter this new violence, a largely unknown group called the “Niger Delta Avengers” has responded by “declaring war” on the Navy. Dirk Steffen, who recently published a CIMSEC article on this development, joins us to discuss the current situation in the Gulf of Guinea, the militant threats, government capabilities & intentions, as well as the methods and background of these pirate operations.
This is not the podcast to miss! It won’t make you an expert like Dirk, but he’ll have given us enough information to pretend to be one by the end of the podcast.
Many suspected it as the intensity of pirate attacks off the Niger Delta increased inexorably in the course of April, with 15 attacks between 1 and 21 April 2016. There is a contest going on between those termed by the authorities as “sea criminals” and the Nigerian Navy, which is tasked to suppress them.
Situation
After a period of détente following the Nigerian general elections in April 2015, the Niger Delta is once again stirring. Former militants had made their support of the new President Muhammadu Buhari (elected in April 2015) conditional on the continued payment of “amnesty stipends” and retention of inflated security contracts. Predictably, in the face of drastically reduced oil revenue, President Buhari’s only choice was to reduce those payments, make the remainder more accountable, and let the security contracts worth hundreds of millions expire. Additionally, he went after those godfathers who had systematically abused the amnesty under the previous presidency.
The issue of a court order against the figurehead ex-militant leader Tompolo (formerly the leader of the Niger Delta insurgency in the western Niger Delta) has further stoked the flames of discontent. While Tompolo remains a fugitive, new groups and former followers vie for preeminence in replacing him within his many criminal schemes and networks, using his persecution by the government as a justifying argument.
Attacks offshore the Niger Delta 1-21 April 2016. Brown icons: kidnappings, red icons: armed robberies; orange icons: failed attacks. Source: MaRisk by Risk Intelligence.
As attacks against shipping and pipelines increased in 2016, with 40 vessels attacked 74 individuals kidnapped off Nigeria alone this year as of 21 April 2016, the Nigerian Navy sprung into action. Sorties in response to attacks as well as the successful tracking and boarding of the hijacked tanker MAXIMUS (11-19 February) suggested that the Nigerian Navy was prepared to take up the challenge. Having demonstrated its effectiveness against the pirate modus operandi of hijacking product tankers in order to steal the cargo, the Nigerian Navy inadvertently redirected criminal energies to a more opportunistic and less predictable sea crime: kidnapping for ransom. This form of crime was traditionally (between 2006 and 2010) much practiced by smaller militant groups with less resources and without sponsors or patrons necessary for the more sophisticated and operationally vulnerable hijackings. Now it appears it has become a free-for-all for seaborne criminals in the Niger Delta. After a wave of inshore kidnappings in January 2016, attacks offshore the Niger Delta out to 120 nm increased throughout February and March. Virtually all of these were carried out by only speed boats without mother ship support and seem to have reached a temporary climax in April.
Challenge and Response
On 15 April 2016 the Nigerian Navy responded by launching Operation Tsare Teku (Haussa for “Protection of the Sea”) with a force consisting of NNS OKPABANA, NNS KYANWA, NNS SAGBAMA and NNS ANDONI as well as 3 other ships held in reserve. The Joint Task Force in the Niger Delta had previously banned 200 hp outboard engines – the propulsion of choice for the heavy speed boats of Niger Delta-based pirates and militants, and on 19 April the Navy impounded 26 boats equipped with such engines in Warri. On 22 April the Navy re-iterated the ban of 200 hp engines.
Nigerian pirates taunting the crew of a tanker in the Agbami oil field in broad daylight in April 2016. Note the 200 hp main outboard engine and white “battle” flag traditionally used by the Movement for the Emancipation of the Niger Delta (2006-9). Photo: Source withheld.
Within hours a group called the Niger Delta Avengers (NDA) responded to these actions. The NDA had already claimed responsibility for the hijacking of the tanker LEON DIAS on 29-31 January and the subsequent kidnapping of 5 crew members. They also claimed responsibility for a number of attacks on pipelines including the Forcados export pipeline in February 2016. In a statement issued on 22 April they finally threw down the gauntlet:
“We are hereby calling on the Nigerian Navy to desist from such unlawful acts and recede the call for the ban on 200HP outboard engines as refusal to heed this warning of ours will spun us to declare a war on the Nigerian Naval Force. This war will aide us achieve nothing but expose the Nigerian Navy to the biggest embarrassment in the history of the force. It is also a promise from us that we shall make the waterways unsafe for any vessel or petroleum tanker if you fails to listen to our warning and still go about harassing and killing our people in the guise of escorting vessels along the Niger Delta creeks.”
The NDA are most likely a “mouthpiece” for a yet unorganised number of armed groups in the Niger Delta, but that makes them no less of a concern. Like the Movement of the Emancipation of the Niger Delta (MEND) they may quickly turn into a rally point in case of an exaggerated military backlash. This presents the Nigerian Navy with a conundrum: while the suppression of acts of piracy falls squarely into the Navy’s remit, they have in fact inherited a legacy problem for which they are not well prepared.
Capabilities and limitations of the Nigerian Navy
The focus of Nigerian Navy operations since 2006 has been the fight against insurgents (between 2006 and 2009) and against illegal bunkering on the creeks and rivers of the Niger Delta. The Navy forms part of the inter-agency Joint Task Force who currently prosecute a riverine campaign called Pulo Shield in the Niger Delta. For reasons of prestige, both the Navy and the Nigerian Maritime Safety Agency (NIMASA) have long downplayed or denied the threat of piracy in Nigerian waters, engaging in semantic games that re-defined piracy (legally correct, but misleading) as “armed robbery” inside territorial waters or as “community issues.” At international and regional conferences, the previous Director General of NIMASA, Patrick Ziakede Akpolobokemi (now indicted for fraud along with his associate Tompolo), routinely grandstanded about Gulf of Guinea piracy without even uttering the word “Nigeria.”
The result is a Nigerian Navy that is geared towards riverine law enforcement operations, but that lacks a credible coastal enforcement capability in spite of recent acquisitions of four Offshore Patrol Vessels in 2015 (NNS OKPABANA, NNS CENTENARY, NNS SAGBAMA, NNS PROSPERITY) and measurable increases in tactical proficiency. The Achilles heel is the lack of true Maritime Domain Awareness (MDA), insufficiently networked assets and ineffective command centers. The territorial organization into Western, Central and Easten Naval Command is suitable for riverine operations, but less so for the centralized approach required for MDA and counterpiracy.
A more or less permanent presence at sea by the Nigerian Navy is provided only by those patrol boats providing oil field security – contracted to private companies, but manned mostly by Nigerian Navy personnel. Under a Memorandum of Understanding between these security companies and the Navy, the patrol boats should remain available for “national security” purposes and share MDA information with the Navy. Contracted escort vessels have been detached from their commercial duties in the past to intervene in ongoing pirate attacks, but the reality is this arrangement deprives the Nigerian Navy of operational reserves and flexibility – such as would be necessary for an operation like Tsare Teku.
The privately contracted patrol boat NNS WARRIOR provides riverine escort to a merchant vessel in 2016. Photo: source withheld.
Operation Tsare Teku
Of the four vessels now assigned to Tsare Teku only OKPABANA and SAGBAMA can provide meaningful surveillance and pursuit capabilities. KYANWA is an elderly buoy tender (ex-USCGC SEDGE, WLB-402 – laid down in 1943) with a top speed of 12 knots and ANDONI is a locally built patrol boat with only standard sensors and a top speed of 21 knots. Only OKPABANA has a helicopter flight deck, but no organic helicopter. As in the MAXIMUS case, the Nigerian Navy would rely on the two Air Force ATR-42 Maritime Patrol and Reconnaissance Aircraft for aerial reconnaissance. However, both aircraft are stationed in the north of Nigeria where they take part in the campaign against Boko Haram.
Three more vessels are slated to join the operation: NNS CENTENARY, NNS BURUTU and NNS ZARIA. Of those three only the recently acquired CENTENARY has a helicopter flight deck and an above average command and communications suite. BURUTU and ZARIA are both Singapore-built fast patrol craft that are suitable for EEZ patrolling and would be a valuable addition as fast responders – provided they join the effort.
Effectively, thus, the current offshore surveillance and deterrence element of Tsare Teku relies almost entirely on NNS OKPABANA, a former US Coast Guard HAMILTON-class cutter (ex-USCGC GALLATIN, WHEC-721) that has been in near constant use responding to incidents since January and taking part in the AFRICOM exercise OBANGAME EXPRESS/SAHARAN EXPRESS 2016 as one of the mainstays of the Nigerian Navy. The 48-year old vessel is now increasingly struggling with mechanical problems.
The Nigerian Navy offshore patrol vessel NNS OKPABANA during Exercise OBANGAME EXPRESS 2015. Photo: German Navy/Steve Back.
Wisely, the Nigerian Navy has therefore geographically limited the objective of Tsare Teku to what Ibas identified as the two major “hot spots” of pirate activity: the sea area off Brass (located on the southwestern tip of the Niger Delta in Bayelsa state) and off Bonny (the entrance to the sea ports of Onne and Port Harcourt in Rivers state on the south coast of the Niger Delta). While the Bonny area will be relatively easy to secure due to the converging traffic and proximity of pirate attacks to the Bonny River Fairway Buoy, pirate attacks off Bayelsa have been more dispersed and out to 120 nautical miles from the coast – often at night. This will present a challenge and attacks on Chevron’s Agbami oil field on 7 and 10 April show that the criminals have little respect for a weak naval presence. On 7 April, two tankers waiting to load at the terminal were attacked. NNS OKPABANA responded and was in the field on 7/8 April. However, just 2 days later, pirates attacked another tanker in the same location. Ultimately, it fell to the field security vessel to provide a timely response.
Outlook
Attacks have abated since 21 April, but the cyclical, or surge-like, nature of attacks is typical for Niger Delta offshore violence. A number of hostages have been released over the past few days and more will be freed in the near future. All other things remaining equal, once the funds generated from the ransoms have been distributed and loyalties assured, a resumption of attacks should be expected.
In the short term all the Nigerian Navy will be able to provide is a sticking plaster. Just like in Somalia, the problem will not be resolved at sea. However, unlike Somalia, Nigeria actually has the sovereign power (and increasing political will, it seems) to address both the symptoms and the causes on shore. The control of inshore waterways and community engagement will form a part of the ongoing operation Tsare Teku. However, its success will also depend on the Nigerian Navy getting its own house in order. Ibas pointed out in 2015 “that most of the operations designed to eradicate the oil bunkering syndicates operating in the country’s waters were still achieving limited success because some navy officers and other security personnel were involved in the illegal activities.”
From an operational point of view, the best course of action for the Nigerian Navy in the short term (apart from a joint effort ashore) would be to fold the contracted field security and patrol vessels into a comprehensive scheme for merchant vessel protection, rather than allowing a large number of these vessels to be absorbed into one-on-one escort/security missions or “waiting for business.” This would not necessarily clash with commercial interests of oil companies operating convoys to and from their offshore installations. The idea here could be to coordinate and promulgate convoy schedules and open them for general shipping (much like the “national” convoys in the Gulf of Aden became open to ships flying all flags), thus maximizing the efficiency of existing operational naval vessels. Corridors could be extended in some cases or linked using other Nigerian Navy vessels or by sharing contracted patrol boats. This would have the added benefit of enabling the contracted patrol boats to pursue and apprehend attackers under the Nigerian Navy’s Rules of Engagement rather than having to remain purely defensive in accordance with the more restrictive Standard Operating Procedures of private security companies, which only allow a defensive posture.
Searching, sweeping, and deterrence patrols are likely to produce minimal results given the fleeting nature of the threat, the size of sea area, and the complexity of the Niger Delta coastline. Instead, the most valuable assets – like OKPABANA, CENTENARY, and the Sea Eagle fast patrol craft should be held in readiness as fast response assets. The low number and limited response radius of the vessels (for as long as the OPVs do not routinely operate helicopters on their missions) would probably not make it efficient to use them “on station” in the transit corridors in the way this was done in the Gulf of Aden. Continuous sea time would also aggravate the already precarious maintenance issues of some vessels.
In summary: the Nigerian Navy will be on the defensive in the short term for whatever comes at it from the creeks of the Niger Delta. This is not as ignominious as it sounds since command of the sea (however limited in geographic scope) is by definition a defensive strategic objective. Initially however, the Nigerian Navy will also contend with serious constraints ranging from a lack of awareness of what plays out in Nigerian waters outside the coverage of coastal radar stations and the Automated Identification System (AIS), as well as insufficient assets (or readiness of those assets) to effectively police the offshore littoral. The Nigerian Navy, even if it wishes to engage the merchant marine – as recently suggested by Vice-Admiral Ibas, will not initially benefit from the support of the merchant marine. Past experiences of naval officers’ connivance with criminals, corruption, extortion, and bullying at the hands of the Nigerian Navy have undermined industry’s trust in the Nigerian Navy. It will take time and fence-mending to reassure the international shipping community so that they will provide the indispensable data the Nigerian Navy would need in order to maintain MDA and effectively co-ordinate shipping in a piracy-threat area. Until then, operations like Tsare Teku will be largely symbolic. It may make life a little more complicated for the pirates, but not unduly so in the foreseeable future.
Dirk Steffen is a Commander (senior grade) in the German Naval Reserve with 12 years of active service between 1988 and 2000. He took part in the African Partnership Station exercises OBANGAME EXPRESS 2014, 2015 and 2016 at sea and ashore for the boarding-team training and as a Liaison Naval Officer on the exercise staff. He is normally Director Maritime Security at Risk Intelligence (Denmark) when not on loan to the German Navy. He has been covering the Gulf of Guinea as a consultant and analyst since 2004. The opinions expressed in this article are his alone, and do not represent those of any German military or governmental institutions.
Featured Image: NNS KYANWA alongside NNS THUNDER at Apapa Naval base (Lagos) in 2014. Photo: Dirk Steffen
With the Indian economy continuing to register arguably the highest rate of growth amongst the major economies of the world and the rise of India as a major reckonable power in her own right, come commensurate levels of international responsibility. As the country’s erstwhile National Security Adviser and ex-Foreign Secretary, Mr. Shiv Shankar Menon, had put it, “sooner rather than later India will have to make real political and military contributions to stability and security in this region that is so critical to our economy and security. What has inhibited us since the Seventies have been limited capabilities and the fact that other States were providers of security in the area. Now that both those limiting factors are changing, our approach and behaviour should change in defence of our interests.”[1]
India is actively pursuing and promoting the ‘blueing’ of her burgeoning ocean economy, with her trade to GDP Ratio (Openness Index) recording a decadal average of 40%. The Prime Minister’s firm declaration of national intent for India to be a net security-provider in the Indian Ocean and beyond, means the various connotations of maritime security (defined as freedom from threats emanating ‘in’, ‘from’, or ‘through’ the medium of the sea[2]) can no longer be denied centrality in any serious consideration of India’s national security.
India’s requirement to ensure stability in her maritime neighborhood underpins her acceptance of this role of providing net security. This need for regional stability is informed by a number of reliable studies[3] that show political instability in one’s neighboring countries has a powerful and frequently adverse effect upon one’s own national economy. The magnitude of this effect is similar to that of an equivalent rise in domestic political instability in one’s own country. This negative effect is felt through a number of channels of inter-State commercial interaction. Amongst the principal ones are ‘space-time-and-cost’ disruptions of external trade. These, in turn, affect domestic manufacturing and local consumption and hence, money-flows and market-dynamism. Another is the sharp spurt in military expenditure and outlays as mitigating mechanisms against one’s own country being ‘infected’ by the malaise of instability affecting one or more neighboring or proximate countries. Likewise, increased uncertainty and risk dissuades overseas business-investment[4]as well as physical capital accumulation, not limited to Foreign Direct Investment (FDI) alone. Tourism, which is an important source of revenue and economic buoyancy for many island nations in the Indian Ocean, is similarly adversely affected by catalysts of regional instability — an increased threat of piracy, for example. Indeed, there is “strong empirical support for the proposition that a country’s growth rate depends not only on domestic investment but also on the investment of its neighbouring countries”[5].
In fact, there is growing clarity within New Delhi’s corridors of power that, as Zoltan Merszei famously said, “Money is a coward. Investment capital will not flow down a hazardous, unlit street where the risk is visibly higher than the potential reward[6].” The Business Dictionary defines ‘Risk’ as “the probability of loss inherent in financing methods, which may impair the ability to provide adequate return”[7]. In geopolitical terms, risk may be considered to be the probability of occurrence of an event factored against the degree of loss that is anticipated, should the event occur. In the context of this discussion, I hold that money does not go where there is excessive politico-military uncertainty, since such a condition defines excessive risk.
The 2011 edition of the ‘World Development Report,’ which focused specifically upon conflict, security, and development, emphasizes that violent conflict was undoubtedly one of the biggest drivers of poverty in the developing world[8]. One of the biggest risks for developing countries, it argued, was that of being caught in a ‘conflict trap’ — a vicious circle whereby poverty stokes conflicts, and conflict in turn increases poverty. With the weight of evidence that links regional instability to low economic growth in all nations in the near proximity of the politico-militarily unstable one, and recalling that the core national interest of India is to assure and ensure the material, economic, and societal well-being of the people of India, ensuring stability in her maritime neighborhood is quite clearly a major national imperative.
It is this requirement for regional stability that provides the context of India being perceived — both externally and, increasingly, internally as well — as a net provider of security in the Indian Ocean and beyond. Perhaps the first time that such a sentiment was formally expressed on an international stage was at the 2009 edition of the “Shangri La Dialogue” organized annually in Singapore by the International Institute for Strategic Studies (IISS), wherein Mr. Robert Gates, who was then Secretary of Defesce of the United States, said, “We look to India to be a partner and net provider of security in the Indian Ocean and beyond….”[9]. This was repeated in the 2010 edition of the “Quadrennial Defense Review” of the USA, which emphasized, “….as its military capabilities grow, India will contribute to Asia as a net provider of security in the Indian Ocean and beyond.”[10] However, the most categoric and unequivocal declaration of this intent occurred at no less than the Prime Ministerial level, when the erstwhile Prime Minister of India, Dr. Manmohan Singh said — “…We live in a difficult neighborhood, which holds the full range of conventional, strategic, and non-traditional challenges ……….. Our defense cooperation has grown and today we have unprecedented access to high technology, capital, and partnerships. We have also sought to assume our responsibility for stability in the Indian Ocean Region. We are well positioned, therefore, to become a net provider of security in our immediate region and beyond…”[11].
India Minister of State Defense Rao Inderjit Singh speaks during the plenary session at the 14th Asia Security Summit, the International Institute for Strategic Studies (IISS) Shangri-La Dialogue 2015 in Singapore on May 30, 2015. ROSLAN RAHMAN/AFP/Getty Images)
The opportunity is clearly recognized [12]and the apex level of political signalling seems sufficient. And yet, one continues to encounter misgivings about whether India has the military capability to play the role of a net security provider for the region. These are largely remnants of a half century of muddled thinking[13] that viewed ‘security’ only in terms of the defense of territory within a state system whose defining characteristic was an incessant competition for military superiority with other nation-states, all lying within a classic state of anarchy without superior or governing authority. Yet, for most people of the world, threats to individual security, such as disease, hunger, inadequate or unsafe water, environmental contamination, crime, etc., remain far more immediate and significant. Thus, as nation-states such as India begin to incorporate the many facets of ‘Human Security,’ they find themselves moving away from the earlier, excessively narrow definition. Consequently, new terms such as ‘Non-Traditional Security’ and ‘Human Security,’ drawn from the 1994 Report of the UNDP[14], have made their way into our contemporary security lexicon and established themselves within our individual and collective security consciousness. Apart from ‘Military Security’ which does, of course, continue to enjoy primacy in a world system defined by sovereign nation-states, the UNDP lists as many as seven components of Human Security: Economic Security, Food Security, Health Security, Environmental Security, Personal Security, Community Security, and, Political Security[15].
Threats arising from a lack of maritime security could be faced by individuals themselves or by one or more of the levels by which individuals organize into societies and into nation-states. They could arise from natural causes or from manmade ones, or from the interplay of one with the other, as in the case of environmental degradation, or, global warming. Indeed, there is a growing realization that climate change has a very significant security dimension that impacts us at the national, regional, and global levels — and, going in the other direction, at subnational and human (individual) ones. As Sir David King, the UK Foreign Secretary’s Special Representative for Climate Change, points out, “A growing body of credible, empirical evidence has emerged over the past decade to show that the climate change that has occurred thus far – involving an increase of 0.8°C in global average temperatures – is already influencing dynamics associated with human, sub-national, national and international security”[16]. Perhaps even more disconcerting is the ease with which the various security impacts of climate change transcend the traditional stove-piping of internal and external security.
For instance, as rising global temperatures create enhanced heat and water stress, agricultural failures at a national level are very likely across entire regions. The probability is high that substantially lowered levels of food security will result in human migration, in turn causing a whole slew of ills ranging from a sharp increase in ‘barbarism’ to demographic shifts. The Syrian unrest — and the consequent rise of the ISIL/ISIS/Daesh[17] as a transnational threat — offers an illustrative case. The West Asian, the North African, and the Mediterranean regions have all being experiencing a drying trend over the last few decades, with a notable decline in winter precipitation — in conformity with the forecasts that had already been made by climate-modelling.[18] As a consequence of the extreme drought suffered by Syria between 2007 and 2011, involving severe and widespread crop-failure and the loss of livestock, there was a mass internal displacement of some two million farmers and herders into urban areas that were already stressed with Iraqi and Palestinian refugees. By 2011, around a million Syrians faced extreme food insecurity and another three million had been driven into extreme poverty[19]. While several factors — such as political insensitivity, a lack of democratic mechanisms for the venting of public frustration and brutal State repression — drove the political unrest and conflict that followed (and contributed to the appeal of the ISIL/ISIS/Daesh), it is difficult to pretend that this widespread impoverishment and large-scale displacement — which was a result of climate change — did not play a major role[20].
Today, threats to human security, such as religious extremism; international terrorism; drug and arms smuggling; demographic shifts — whether caused by migration or by other factors; human trafficking; environmental degradation; energy, food and water shortages; all figure prominently as threats that are increasingly inseparable from military ones. Likewise, the linkages between ‘external’ and ‘internal’ threats arising from the impact of climate change are clearly discernible in the maritime space as well. For instance, the Republic of the Maldives is located a mere 250 nm south-west of India. Its constituent islands and atolls have an average elevation above the current Mean Sea Level of just five feet (the highest elevation is a mere eight feet!). Thus, it is extremely susceptible to a rise in sea levels because of global warming. The 5th Report of the Intergovernmental Panel on Climate Change (IPCC), predicts that in a ‘high emissions’ scenario, there will be a global rise by 52-98 cm (20.47 to 36.22 inches) by the year 2100[21]. Even with a regime of aggressive reduction in emissions, a rise by 28-61 cm (11 to 24 inches) is predicted and this could be disastrous for Maldives — its population is about 336,000 people, many or all of whom could suddenly become ‘boat people!’ Where will they all go? Probably to India! Clearly, India needs to have multi-dimensional contingency plans in place to deal with the obvious security implications of the unfolding of such a scenario.
A global map indicating areas impacted by a six meter rise in sea levels. Source: NASA.
Such realizations are leading Indian security-planners to embrace concepts such as ‘cooperative’ instead of ‘competitive’ security and ‘comprehensive’ rather than merely ‘military’ security. These are the very concepts that constitute the foundation of India’s ability and willingness to be a net security-provider in the Indian Ocean and beyond. This ability is premised not so much upon India’s arguable capacity by way of material wherewithal, but instead, upon India’s widely acknowledged and impressive capability — organisation, training, operational and maintenance philosophies, procedures, practices, etc. It is important to differentiate between ‘Capacity-building’ and ‘Capability-enhancement.’Capacity-Building is most often used in the context of material wherewithal — i.e., the provision of hardware. This could include platforms, infrastructure, equipment, or spares, any or all of which might be provided to entities that have a need to develop a certain capacity to undertake one or more maritime (or naval) role.
For example, when the coastal police are given shallow-draft patrol boats with which to carry out patrols in coastal waters, this would constitute capacity-building. ‘Capability Enhancement’ on the other hand, refers to the realization of a potential aptitude or ability. In a maritime context, it implies that the potential recipient already has the capacity (or some proportion of it) to undertake a naval/maritime role, and further inputs will now enhance his existing capability to exploit the material wherewithal so as to derive better results. Capability-enhancement is mostly by way of intangibles and cognitive processes. To continue with the example of the coastal police, the provision of patrol-boats would have built some reasonable capacity. However, once the coastal police imbibe the various methods, procedures and processes that will enable them to logistically-support, maintain, repair, and operationally deploy these boats, their capability in terms of coastal patrolling would have been enhanced. Likewise, a certain navy (or maritime-security force) may well possess operationally viable sea-going Offshore Patrol-Vessels (OPVs). This would be capacity. On the other hand, if the crew aboard the OPV in question did not know how to distinguish between, say, a ‘demersal’ trawler (one designed to catch fish that live close to the seabed) and a ‘pelagic’ trawler (one designed to catch fish that swim close to the surface of the sea), it might be unable to establish ‘suspicious’ behavior as a function of the depth of water in which it is operating. When India provided the Tarmugli (now renamed PS Topaz) and the Tarasa (now renamed PS Constant) to Seychelles, India was engaging in capacity-building. However, the ‘planned preventive maintenance’ needed to sustain these ships in an operational state might well require additional ‘capability-enhancement’ inputs from India by way of maintenance-philosophies, maintenance-schedules, technical-training, etc.
There is considerable evidence that India is, indeed, rising to the occasion. Examples of regional capacity-building are the provision (against generous Lines of Credit) of patrol vessels, short/medium-range maritime patrol aircraft, coastal surveillance radars, shore-based AIS Stations, spares, etc., to several of India’s maritime neighbors. Recipients include Sri Lanka, Maldives, Mauritius, Seychelles, Myanmar, and Vietnam. Regional capability-enhancement by India is extremely vigorous. This incorporates, inter-alia, infrastructure-development such as the setting-up of an afloat-support organisation for ships and patrol craft, the creation of a dockyard in Maldives, airfield development and allied support facilities in Mauritius, and a wide variety of maritime training — in India as well as in-country training by Indian training-teams. It also includes the conduct of extensive hydrographic surveys by specialized Indian ships and aircraft. Indian ships and aircraft make a major effort in regional surface and airborne EEZ-surveillance to counter maritime crime such as illegal immigration, human-trafficking, Illegal, Unreported and Unregulated (IUU) Fishing, and piracy. Beneficiaries once again include vulnerable Indian Ocean nation-states such as Sri Lanka, Maldives, Mauritius, Seychelles, Myanmar, Vietnam, etc.
A critical success in India’s regional endeavors has been the creation of the Indian Ocean Naval Symposium (IONS). IONS is the current century’s first (and to date the only) robust and inclusive regional maritime-security organizational structure within the Indian Ocean. It was launched by New Delhi in 2008 with active participation of very nearly all 37 littoral nations of the Indian Ocean region at the level of their respective Chiefs of Navy/Heads of national maritime forces. It is broadly modeled upon the Western Pacific Naval Symposium (WPNS) and has gained impressive traction over the past eight years. Its inclusiveness is evident from the fact that both India and Pakistan — often associated with being arch rivals and even spoilers, at times — are active and enthusiastic members. For the moment, suffice to say that it represents a unique opportunity to progress common responses to common regional threats.
A visualization of nations included in various common security forums and organizations, demonstrating the broad inclusivity of the Indian Ocean Naval Symposium (IONS).
Indeed, the current and future maritime plans and processes through which India can translate this statement of intent into tangible reality lie at the core of India’s willingness to be a net security-provider.
Vice Admiral Pradeep Chauhan(ret.) retired as Commandant of the Indian Naval Academy at Ezhimala. An alumnus of the prestigious National Defence College.
[4] Ari Aisen and Francisco Veiga; “How Does Political Instability Affect Economic Growth?”; IMF (Middle East and Central Asia Department) Working Paper, January 2011.
[5]Hak B Chua; “Regional Spillovers and Economic Growth“. Yale University, Economic Growth Center, September 1993
[10] “Quadrennial Defense Review Report”, Department of Defense, United States of America; February 2010; p.60
[11] Press Information Bureau, Government Of India (Prime Minister’s Office); “PM’s speech at the Foundation Stone Laying Ceremony for the Indian National Defence University at Gurgaon”, 23-May, 2013; available at url: http://pib.nic.in/newsite/mbErel.aspx?relid=96146 (accessed on 07 August 2015)
[13] In April 1968, the then Minister of state for External Affairs, Mr B R Bhagat, told the Indian Parliament: “… If we dispersed our efforts and took on responsibilities that we are not capable of shouldering, it would not only weaken our own defence but would create a false sense of security and might even provoke a greater tension in this area.”
[15] UNDP “Human Development Report, 1994”, Op Cit; p. 24
[16]David King, Daniel Schrag, Zhou Dadi, Qi Ye and Arunabha Ghosh; Report on “Climate Change: A Risk Assessment”, Ed. James Hynard and Tom Rodger; Centre for Science and Policy (CSaP) [University of Cambridge, UK], Commissioned by the UK Foreign and Commonwealth Office; p. 120
[17] ISIL: Islamic State of Syria in the Levant = ISIS: Islamic State of Iraq and Syria (also sometimes expanded to Islamic State of Syria and al-Sham) = Daesh (an Arabic acronym formed from the initial letters of the group’s previous name in Arabic: “al-Dawla al-Islamiya fil Iraq wa al-Sham”, where ‘al-Sham’ was commonly used during the rule of the Muslim Caliphs from the 7th Century to describe the area between the Mediterranean and the Euphrates, Anatolia [in present day Turkey] and Egypt).
[18] Hoerling et al. (2012); “On the Increased Frequency of Mediterranean Drought”, Journal of the American Meteorological Society; (See also NOAA [ National Oceanic and Atmospheric Administration] Press Release “NOAA Study: Human-caused Climate Change a Major Factor in More Frequent Mediterranean Droughts”’ October 27, 2011; available at url: http://www.noaanews.noaa.gov/stories2011/20111027_drought.html
[19] CP Kelley, Shahrzad M Mohtadi, MA Cane, R Seager and Y Kushnir (2015); “Climate Change in the Fertile Crescent and Implications of the Recent Syrian Drought”; Proceedings of the National Academy of Sciences 11, pp. 3241-3246
