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Inside this Brief
Maritime Security……………………………...p.6
Maritime Forces………………………………..p.13
Shipping, Ports and Ocean Economy…..p.21
Marine Enviornment………………………….p.31
Geopolitics……………………………………….p.35
Editorial Team
Captain (Dr.) Gurpreet S Khurana
Commander Dinesh Yadav
Ms. Richa Klair
Address
National Maritime Foundation
Varuna Complex, NH- 8
Airport Road
New Delhi-110 010, India
Email:[email protected]
Acknowledgement: ‘Making Waves’ is a compilation of maritime news and news analyses
drawn from national and international online sources. Drawn directly from original sources,
minor editorial amendments are made by specialists on maritime affairs. It is intended for
academic research, and not for commercial use. NMF expresses its gratitude to all sources
of information, which are cited in this publication.
Page 2 of 57
Pakistan Navy committed to provide Maritime Security for CPEC: CNS
Viral video alleging lax Maritime Security in Tawau triggers police
inquiry
Gujarat Maritime Board seeks separate force for Port Security
US, PH Coast Guards conduct collaboration to improve Maritime
Security
Maritime Security exercise to strengthen cooperation among countries
kicks off
Page 3 of 57
India-Japan US-2i Amphibian search and rescueAircraft deal back on
track
Indian Navy Warships conclude South African visit
S. Korea, U.S. conducts Joint Naval Drill in East Sea
India’s L&T wins contract to build high-speed patrol vessels for Vietnam
Russia Supplies Indian Navy with over 100 Engines for MiG-29 Fighter
Jets
China wants to Launch Carrier Fighters just like the U.S. Navy
Page 4 of 57
Blue Economy: Expanding India-US Maritime Cooperation
German Banks Count Cost of Global Shipping Crisis
VOC Port provides Shore Power to Vessels at berth
First call of a Car Carrier Ship at Cochin Port
India signs MoU for exploring Minerals in Indian Ocean
Chabahar Port to be a game-changer for India
Abu Dhabi Ports announces concession Agreement with COSCO Shipping
Ports Limited
Page 5 of 57
Lanka calls to ban fishing methods harming Marine Eco-Systems
Dow commits $2.8M to combat Marine Pollution, support Research
Pakistan Navy commits to provide a safe and secure Maritime
Environment for the success of CPEC
NIMASA DG Canvases Preparedness against Oil Spill
Washing clothes made from artificial fabrics releases 700,000 Plastic
Fibres into the Environment
MARINE ENVIRONMENT
Page 6 of 57
Indian Delegation to Visit Russia for Leasing Yasen Class Submarine
China says Japan trying to 'confuse' South China Sea situation
Is Philippine President Duterte a threat to the peace in Southeast Asia?
Barack Obama's Pivot to Asia in tatters
At UN, South-East Asian Ministers highlight region’s efforts on Global
Goals
Time to rethink Indonesia's Submarine dreams
Sri Lanka’s Proposal for an ‘Indian Ocean Order’: An Assessment
China-Russia Naval Exercises in South China Sea
GEOPOLITICS
Page 7 of 57
Pakistan Navy committed to provide Maritime Security for CPEC: CNS
Chief of Naval Staff Admiral Zakaullah has said that Pakistan China Economic
Corridor (CPEC) will be a game changer with economic dividends not only for China
and Pakistan but also for the entire region and that a strong navy is highly important
for the security of the economic corridor.He was addressing the inauguration
ceremony of Fast Attack Craft 3 of Pakistan Navy on Saturday where he said that this
modern naval ship for Pak Navy has been prepared with the cooperation of China,
and is a practical example of lasting friendship between the two countries.
He added that the inclusion of Fast Attack Craft-3 in the navy will increase the naval
strength of the country. He termed it a milestone in defense and strategic
cooperation between Pakistan and China, and that the attack craft would provide
synergy in defense of the country’s sea frontiers.
Zakaullah said the induction of new vessels would enhance operational capability of
Pakistan Navy and protect the national jurisdiction and sovereignty of country’s
maritime zones. He said presently three vessels are being constructed at Karachi
Shipyard with the technical collaboration of China. He hoped the vessels under
construction will contribute significantly towards the security of Gwadar.He
highlighted the significance of CPEC for enhancing regional trade activity with
Gwadar port as the focal point, and said that Pakistan Navy is fully committed to
providing a safe and secure maritime environment pivotal to the success of CPEC.
Source:nation.com.pk, 16 Sep 2016
Page 8 of 57
Viral video alleging lax Maritime Security in Tawau triggers police
inquiry
KOTA KINABALU: A documentary revealing lax maritime security in Tawau has
prompted Sabah police to conduct an immediate investigation into the matter. The
10-minute-and-eight-second footage, which has gone viral on Facebook, shows
Indonesian citizens sneaking unlawfully into Tawau with no trouble, via illegal routes
from Nunukan.
The clip’s narrator, who speaks in Bahasa Indonesia, states that the easy access to
Sabah, without interception by authorities,could be due to boat operators bribing
Malaysian enforcement personnel. Tawau police chief Assistant Commissioner Fadil
Marsus, when contacted, confirmed to have received the footage and stressed that an
investigation is being carried out. “The documentary is reported by a foreign media
(outlet) and based on the footage, it occurred in Tawau.
“However, we will probe the validity of the video, and if it does involve an element of
bribery among our personnel, we will take action against the misconduct.” In the
video, boat passengers are instructed to lower their heads to avoid detection when
crossing the water border. They are then required to board another fishing vessel,
where they hide until all illegal sea routes are declared safe to pass.
Source: www.nst.com.my, 20 Sep 2016
Gujarat Maritime Board seeks separate force for Port Security
Gandhinagar, Sept 22 (PTI) Union Minister of State for Shipping Mansukh
Mandaviya today said the Gujarat Maritime Board has sought permission to set up a
special force to secure 48 minor ports under its control.His ministry was considering
the proposal positively and would consult the Home Ministry before any decision, he
added. "Gujarat has a 1,600-km-long coastline and security of ports is very
important. At present GMB controls 48 minor ports in Gujarat. Recently GMB has
sent a proposal to the Ministry of Shipping to establish its own force of 1,500 SRP
jawans to secure these ports," Mandaviya told reporters here.
Page 9 of 57
As per the proposal, GMB is ready to bear half of the cost of Rs 350 crore which the
project would entail."GMB wants the Centre to bear the remaining 50 per cent of the
budget. My ministry will hold discussion with Home Ministry as well as Gujarat
government before arriving at a decision," said Mandaviya, who was here to meet
GMB officials.He also announced that large scanners which can scan the containers
without opening them would be installed."One such container scanner is already
working at Kandla port, which is a major port ... two such scanners would start
functioning at Mundra and Pipavav ports. Later such facility will be provided in
remaining ports," said the minister.
Mandaviya apprised GMB officials about various clearances given by his ministry for
the development of ports, harbours, shipping building yard at Bhavnagar, ship-
breaking yard at Alang and other infrastructure in the state."The Centre has decided
to release Rs 200 crore for the welfare of workers of Alang ship-breaking yard in
Bhavnagar. We have also assured all kind of support to Gujarat government for
starting RO-RO ferry service between Ghogha and Dahej next year. The Centre would
also give Rs 50 crore to develop Veraval and Mangrol as fishing harbours," said
Mandaviya.
Source: indiatoday.intoday.in, 22 Sep 2016
US, PH Coast Guards conduct collaboration to improve Maritime
Security
The Philippine and U.S. Coast Guards conclude Friday a two-week Outboard Motor
Maintenance Course as part of their continuing collaboration to improve maritime
security. This is the third session of this course, which was also previously held in
Palawan and Iloilo City.A total of 18 Philippine Coast Guard personnel participated
in the latest session, which was comprised of classroom lectures and practical
exercises.The course focused on basic understanding of engine theory, operation of
engine systems, and troubleshooting techniques.The main objective is to equip
Philippine Coast Guard personnel with the basics of outboard motor maintenance so
they can maximize the use of their vessels and engines.
Page 10 of 57
The U.S. Department of State’s Export Control and Related Border Security (EXBS)
Program provided funding for this course. EXBS has supported a variety of training
courses for Philippine Coast Guard personnel, both in the Philippines and in the
United States.The EXBS Program is designed to help countries develop and improve
their strategic trade and border control systems.
Source: www.update.ph, 23 Sep 2016
Maritime Security exercise to strengthen cooperation among countries
kicks off
-Calvin Yang
SINGAPORE - More than 800 personnel from 21 countries will be involved in a
series of shore and sea activities, in an exercise to address potential threats such as
the spread of weapons of mass destruction.Over the next four days, Singapore will be
hosting the exercise, codenamed Deep Sabre. The countries involved include
Australia, Canada, France, Germany, Japan, Russia and the United States.
Senior Minister of State for Defence Maliki Osman, who officiated the exercise's
opening ceremony at the Changi Command and Control Centre on Tuesday (Sept
27), highlighted the value of such exercises to prevent the spread of weapons of mass
destruction."As a small country located astride key sea lines of communication,
Singapore recognises that we have an important role to play in the common fight
against the proliferation of (weapons of mass destruction)," he said.
Among the scenarios to be played out in the exercise include maritime interdiction
operations, where a vessel suspected of smuggling weapons of mass destruction is
discovered and a multi-national task force comprising maritime and air assets is
pulled together to locate, track and intercept it.
Besides the Republic of Singapore Navy, the Singapore Customs and the Singapore
Civil Defence Force will be among those taking part.During his opening address, Dr
Maliki also noted some of the Republic's efforts to tackle such threats, including the
Page 11 of 57
Information Fusion Centre which facilitates information sharing and collaboration
between international partners.Singapore has hosted the exercise in 2005 and 2009.
For the first time, the Information Fusion Centre, a regional maritime security
information-sharing centre with links to 71 agencies in 38 countries, will feature in
the exercise.
Source:www.straitstimes.com, 27 Sep 2016
Page 12 of 57
India-Japan US-2i Amphibian Search & Rescue Aircraft deal back
on track
After a brief period of turbulence, the $1.65-billion India-Japan US-2i amphibian
search and rescue aircraft deal appears to be back on track. The Indian Navy and
Indian Coast Guard are seeking 12-18 of these platforms to expand their reach and
capability.After a brief period of turbulence, the $1.65-billion India-Japan US-2i
amphibian search and rescue aircraft deal appears to be back on track. The Indian
Navy and Indian Coast Guard are seeking 12-18 of these platforms to expand their
reach and capability.
Sources told FE that ahead of the India-Japan annual summit scheduled for
November, the proposal for the US-2i would be put up before the Defence
Acquisition Council (DAC) for approval or Acceptance of Necessity.The DAC meet is
scheduled for October. Once the DAC approvals come through, the next level of
discussions will then take place. Since 2011, discussions have been ongoing for this
aircraft, but there has not been much of an action on the deal so far.Both New Delhi
and Tokyo have been discussing and attempting to iron out all issues related to
the purchase of ShinMaywa Industries’ US-2i amphibious aircraft.
A diplomatic source said, “Recognising the advantage of selling to India, the
Japanese government has offered to negotiate much lower price for these
machines.”The Japanese have offered to not only ‘Make in India’ for the world, but
parts for the aircraft will be manufactured in India, setting up MRO and re-exports.
Also, due to the slow pace, ShinMaywa Industries have downsized their office here in
New Delhi. The Indian government has been keen on acquiring the ShinMaywa US-
2i amphibious aircraft from Japan as part of their expanding bilateral strategic
partnership, with both nations wary of China’s assertive behaviour in the Asia-Pacific
region.
Page 13 of 57
However, there is no concept of foreign military sales in Japan, hence, the DAC has
to give an approval before it moves forward.It was during Prime Minister Modi’s visit
to the country for talks with his Japanese counterpart Shinzo Abe that the two
directed the joint working group to “accelerate progress in the discussions and
preparations for a road map for the development of the Indian aircraft industry
through the US-2i aircraft cooperation”.
Though the plane is mainly designed for air-sea search and rescue operations, it can
also rapidly transport 30 combat-ready soldiers to ‘hot zones’ in an emergency.“The
aircraft will give a huge boost to our operational logistics in areas like the far-flung
but strategically critical Andaman and Nicobar Islands. It can also land spares and
equipment in close proximity to warships on the high seas,” said an official.
Source: www.financialexpress.com, 16 September 2016
Indian Navy Warships conclude South African visit
During a recent visit by Prime Minister Narendra Modi, both Modi and South
African President Jacob Zuma highlighted cooperation in the field of defence,
especially maritime security.Three Indian Navy warships concluded their three-day
diplomatic initiative in Durban on a measure to highlight India’s commitment
towards the ties with South Africa. INS Kolkata, INS Trikand and INS Aditya, under
the command of Rear Admiral Ravneet Singh, were on an initiative to highlight
India’s participation in ensuring maritime security in the Indian Ocean region. In the
recent years, Indian navy has extended its role as defender of the Indian coastline to
also ensuring the security of the country’s strategic interest in the Indian
Ocean region.
The ships, part of the Navy’s Western Fleet, have been on a two-month long
deployment to countries along the western rim of the Indian Ocean. Other countries
in the visit included Mozambique, Kenya, Tanzania, Madagascar, Mauritius and
Seychelles. The Navy ships were visited by locals during the visit, most of them of
Indian-origin.“It was amazing to see the technological capability of India’s fleet, they
Page 14 of 57
seem to be ready for any of the pirates who might want to move downwards in the
Indian Ocean from Somalian waters,” Anand Naidoo, who works on a fishing
vessel, said.
A Hospital receptionist, Anitha Rajkumar said she just loved how everything on
board was so spic and span on the ships. Besides the public interaction, the Indian
crew also met their South African counterparts at a professional level with a view to
enhance the maritime cooperation and developing naval operation plans, including
combating maritime threats of terrorism and piracy.
During a recent visit by Prime Minister Narendra Modi, both Modi and South
African President Jacob Zuma highlighted cooperation in the field of defence,
especially maritime security. The latest visit followed one by INS Teg last
November, when it participated in South Africa’s naval base of Simon’s Town, a
tripartite exercise which also included the Brazilian Navy.South Africa was also a
participant at the International Fleet Review at Visakhapatnam, India in February
this year.
Source: indianexpress.com, 24 September 2016
S. Korea, U.S. conducts Joint Naval Drill in East Sea
South Korea and the United States conducted a combined Maritime exercise in the
East Sea as part of a show of force against North Korea's provocations, their navies
said Monday.It was the first coordinated operation conducted by the allies outside
routine exercises and with Seoul and Washington using the maneuvers to send a
strong message of unwavering resolve against growing nuclear and missile threats
from North Korea, the navies ofSouth Korea and the United States said in a joint
statement.
In its latest provocations, the North conducted its fifth and most powerful nuclear
test early this month, only four days after firing off three ballistic missiles into the
East Sea."We work side-by-side with our ROK partners every day; we are by their
Page 15 of 57
side today at sea, and we will remain by their side to defend against North Korea's
unprovoked acts of aggression," Rear Adm. Brad Cooper, commander of U.S. Naval
ForcesKorea andTaskForce78, said in the statement.Vice Adm. Lee Ki-sik,
commander of the ROK Fleet, said the two allies will always be ready to deter
aggression and defeat the enemy to maintain stability and security on the Korean
Peninsula andintheIndo-Asia-Pacific region.The U.S. Arleigh Burke-class guided-
missile destroyer USS Spruance and U.S. P-3 patrol aircraft joined South Korea's
Navy's Aegis destroyer Yulgok YiYi, submarines, and anti-submarine helicopters in
the latest exercise. (Yonhap).
Source: www.koreatimes.co.kr, 26 September 2016
India’s L&T wins contract to build high-speed Patrol Vessels for Vietnam
Larsen & Toubro (L&T) has won a contract from the Vietnam Border Guard to design
and build high-speed patrol vessels in India.Under the $99.7m contract, the
company will also provide transfer design and technology, as well as supplying
equipment and material kits to construct follow-on vessels at a Vietnam
shipyard.L&T was among three shortlisted bidders for a tender floated by Vietnam’s
Ministry of Defence last year for the design and construction of patrol boats.
The patrol boats will be designed and built at L&T’s dedicated Warship Design
Centre, with the vessels being built at L&T’s Kattupalli Shipyard, near Chennai,
India.The 35m-long high-speed patrol vessels will be built using aluminium alloy and
will be fitted with navigation and surveillance equipment, and self-defence
capabilities.Capable of operating at a speed of 35k, the vessels will be designed to
combat and protect sea security and sovereignty, and to control illegal activities such
as smuggling, as well as engaging in search-and-rescue missions.
Currently, L&T is under an Indian MoD contracts to design and build 54 interceptor
boats for the Indian Coast Guard and has already delivered 28 boats.Additionally,
the company is building seven offshore patrol vessels for the Indian Coast Guard and
a floating dock for the Indian Navy.
Page 16 of 57
Source: www.naval-technology.com, 27 September 2016
Russia supplies Indian Navy with over 100 Engines for MiG-29 Fighter
Jets
Russia's United Engine Corporation has delivered over 100 turbojet engines for the
Mikoyan MiG-29 (NATO reporting name Fulcrum) fighter aircraft used by the Indian
Navy, the UEC said in a press release issued on Tuesday.MOSCOW (Sputnik) — The
RD-33MK turbojet engine is a modernized modification of the basic RD-33 engine
installed on all versions of famous MiG-29 fighter jet. The engine has high thrust-to-
weight ratio, low specific fuel consumption and is equipped with modern digital
electronic management and control system.
"Chernyshev Moscow Machine-Building Enterprise [part of UEC] has manufactured
and delivered over 100 RD-33MK turbojet engines for the Indian Navy. The
deliveries were carried out within the earlier agreed contract between the Russian
Aircraft Corporation MiG and the Indian Defense Ministry," the press release said.
UEC is a subsidiary company of the United Industrial Corporation, producing
various engines including those for military and civil aviation.
Source:sputniknews.com, 27 September 2016
China wants to launch Carrier Fighters just like the U.S. Navy
-By Eric Tegler
For nearly sixty years, U.S. Navy fighters have launched from aircraft carrier decks
with steam-powered catapults. These catapults were created for carriers because they
can safely accelerate large aircraft with big payloads. Catapult-Assisted Take-Off But
Arrested Recovery (CATOBAR) operations soon became the norm for the U.S. Navy
and a handful of its allies.
Page 17 of 57
Now China is looking to get in on the action. Growing evidence suggests that the
People's Liberation Army (PLA) Navy is mimicking the U.S. Navy's launch methods,
and the change could have big ramifications for the western Pacific.Although
powerful, the CATOBAR system expensive. So several navies— including Britain,
Russia, Spain, and India—have adopted a similar but cheaper launch system called
Short Take-Off But Arrested Recovery (STOBAR) for chucking planes airborne.
Britain's Invincible-class carriers developed in the 1970s, for instance, had a 7 to 12-
degree ski-jump on the edge of the forward deck. This allowed Hawker Sea Harriers
to accelerate up the ramp under their own power.
China operates a former Russian aircraft carrier (Liaoning, formerly Varyag) which it
purchased in 1998. This vessel uses STOBAR, and while it's cost-effective, it means
China can't match the U.S. Navy's ability to launch a range of large heavy combat and
support aircraft. But fresh rumors point to the Chinese developing their own
CATOBAR operations for aircraft carriers, as well as testing facilities that ape the
U.S. Navy's. Possible confirmation of China's new launch plans come from a variety
of sources, including photos from mid-September of a Shenyang J-15 Flying Shark
carrier-borne fighter. Attached to the fighter is what looks like a catapult "launch
bar" on its nose wheel, which hooks up to the catapult during launch.
USNI News also published airborne photos of a launch bar-equipped J-15 last week,
sourcing a Chinese-language website. These images join others published in 2014 by
IHS Jane's 360 of a launch bar-equipped J-15 on the ground. USNI News says the J-
15 may be one of six original prototypes modified with the launch bar, or it may be a
new-build aircraft. The Flying Shark is based on the Russian Sukhoi Su-33 carrier
fighter but equipped with Chinese radar and weapons systems. Whether the J-15 in
the photos flies with Russian or Chinese engines, however, is a matter of speculation
but USNI News thinks that the fighter is likely one of a small group of J-15s that will
be tested at China's land-based CATOBAR facility. Satellite imagery shows that the
facility has been under construction at Huangdicun Airbase in Liaoning Province
since late 2014 or early 2015.
Page 18 of 57
Analysts also think there are two 460-foot-long catapults under construction on the
northeastern corner of the same airbase. One of the catapults appears to be a
conventional steam catapult, and the other an equivalent to the Navy's
Electromagnetic Aircraft Launching System (EMALS). If so, China is building a
rough equivalent of the U.S. Navy's land-based carrier deck testing facility at Joint
Base McGuire-Dix-Lakehurst in New Jersey. The building complements ongoing
construction by China Shipbuilding Industry Corporation on the country's second
(and first indigenously-produced) aircraft carrier.
The new aircraft carrier will have a ski-jump like the Liaoning and aircraft will
takeoff under their own power. However, this design limits the carrier's options for
carrying larger aircraft. So CATOBAR will likely not be present on China's upcoming
carrier but might be on its next one, currently called Type 002. The Chinese PLA
Navy wants these aircraft to expand the capability of its carrier air wings and its
status as the power in the western Pacific. A launch-bar equipped J-15, as well as
CATOBAR testing facilities, demonstrates that China's goal could be coming into
focus.
Source: www.popularmechanics.com, 27 September 2016
Page 19 of 57
Blue Economy: Expanding India-US Maritime Cooperation
-Dr Vijay Sakhuja
The Contemporary Maritime discourse on India US relations is highly skewed
towards strategic issues led by the recent signing of the Logistics Exchange
Memorandum of Agreement (LEMOA), and two other similar agreementsare under
active consideration by the two sides. Also, several other bilateral maritime
agreementsrelating to technical arrangement for sharing of information on merchant
shipping, Maritime Security dialogue, agreement on India as a major defence
partner, and defence technology and trade initiative (DTTI) have been signed. In
essence, strategic, Defense and Security tiesform the ‘bedrock of the bilateral
strategic partnership’ a fact both sides acknowledge.
While these have no doubt contributed to the robustness of India-US strategic
partnership, several other Maritime and Marine issues are also resonating in the
joint statements and bilateral discussions, and merit attention.In this context, the
Joint Statement on the Second India-U.S. Strategic and Commercial Dialogue held in
New Delhi in August 2016 makes specific reference to India-US marine cooperation
on two specific issues; first, the ‘Our Ocean Conference’ in Washington D.C. on 15-16
September 2016, whose focus is on key ocean issues such as marine protected areas,
sustainable fisheries, marine pollution, and climate-related impacts on the ocean;
and second, the first IndiaU.S. Oceans Dialogue later this year.
These initiatives can potentially strengthen cooperation in Marine Science, ocean
energy, managing and protecting ocean biodiversity, Marine Pollution, and
sustainable use of ocean resources, which are the constituents of Blue Economy. Both
countries have made serious note of the prospects for the development of Blue
Economy at the national level and these finds reference in the respective agenda and
Page 20 of 57
action plans for the sustainable development of resources, mitigation of climate
change and Environment and Ecological discourses, and job creation.
The US does not use the term Blue Economy; instead it makes distinction between
coastal Economy and Ocean Economy. The coastal Economy is primarily an urban
Economy and the thirty coastal states with population of 255.8 million (82% of the
U.S.) employ over 107.3 million (82% of the U.S.) and contribute nearly US $13
trillion (83% of the U.S.) GDP. The ocean economy (2010) comprised over 2.7
million jobs and contributed over $258 billion (2.7%) to the GDP of the United
States. The tourism and recreation sector was the largest sector by both employment
and GDP. The US has set up the National Ocean Economics Program (NOEP), which
measures key Economic indicators of the coastal and the ocean economy and the
Ocean Economy Accounting System (OEAS).
India has also announced national initiatives and action plans to promote Blue
Economy. The maiden Maritime India Summit 2016 in Mumbai witnessed
investment commitments of nearly Rs 83,000 crore (US $13 billion) in the Shipping,
Ports and allied sectors. The Government plans to invest Rs 12 lakh crore over the
next ten years to develop 27 industrial clusters, and to improve connectivity with
ports through new rail and road projects. These are expected to create ‘immense
employment opportunities’ in the ports, roads and shipping sectors over and above
the 10 million potential jobs (four million direct and six million indirect jobs) over
the next ten years under the Sagarmala project.The priority sectors for India’s Blue
Economy ecosystem include shipping, ports, CFS/ICDs & SEZs, Road, Rail & Coastal
connectivity, Shipbuilding, Investments, Advisory, Technology, Training and Leisure
Including Cruise and Lighthouse Tourism.
There are at last four issues which can contribute to the India-US Maritime
Cooperation. First, is sharing the expertise and knowledge for the development of
Blue Economy. The Center for the Blue Economyat the Monterey Institute of
International Studies undertakes three major activities i.e. research, education, and
outreach. It is mandated to promote ocean and coastal sustainability by providing
the best available information to empower governments, NGOs, businesses, and
concerned citizens to make educated decisions about the Marine Environment.
Page 21 of 57
Second, the accounting system for measuring the Blue Economy; India does not have
an accounting systems which will help locate Blue Economy within the broader
National Economy. The NOEP and the OEAS would significantly help India develop
a system for computation and evaluation of the Blue Economy.
Third, share expertise on select Blue Economy sectors such as Marine leisure and
recreational industry, which is also one of the thrust areas in the national plan to
develop Blue Economy. The tourism & recreation sector has nine industries and is by
far the largest sector in the US and accounts for 94% of 2010 sector employment and
92% of the GDP. Similarly, the offshore-renewable energy (wind, tide, wave, solar)
industries including desalination are priority areas for the Indian government. For
instance, ‘The Pipe’ project is a good example of a sustainable infrastructure capable
of generating 10,000 MWh annually which in turn produce 4.5 billion litres of
drinking water for California.
Fourth, unlike the established industries that support the Blue Econmy for which
datasets can be generated, there are a number of non-market services which
contribute to National Economy, need evaluation. These include the ocean and
coastal assets such as coastal wetlands and estuaries that are referred to as carbon
sinks contribute in tens of billions of dollars annually. The non-market value of these
can rival the established ocean and coastal extractive and service industries and these
will grow in the future as we obtain better understanding of the Marine Ecosystem
Services.
Finally, Blue Economy opens new frontiers for bilateral cooperation between India
and the United States and can contribute significantly to the Socio-Economic,
technological, industrial, and Environment development of India, which supports the
national commitment to the Sustainable Development Goals 2030 in which the Goal
14 relates to sustainable development of the Ocean Resources.
Source: www.maritimeindia.org, 15 September 2016
Page 22 of 57
German banks count cost of Global Shipping Crisis
-Jonathan Saul and Andreas Kröner
German banks are struggling to recoup tens of billions of dollars of loans as a global
shipping industry slump hits them hard.The lenders - among the biggest backers of
shipowners over the past 20 years - are behind up to a quarter of the world's $400
billion of outstanding shipping loans, three shipping financiers told Reuters.This
would make them collectively more exposed than banks from any other single
country in terms of outstanding debt to the sector.
These institutions are now grappling with a near decade-long slump of parts of the
shipping sector since the 2008 financial crisis that is also hurting European peers,
such as Britain's Royal Bank of Scotland (RBS.L)."German banks account for close to
$100 billion of shipping debt out of a world total of around $400 billion," said
Dagfinn Lunde, who spent more than a decade as head of shipping at Germany's
DVB Bank until the end of 2013.
The same estimates of German bank exposure and total sector debt were made by
two other shipping finance executives, who declined to be named, citing the
confidentiality of their business dealings.Lunde, now a board member of Norway's
Maritime and Merchant Bank, said German lenders had been "throwing money" at
the sector when shipping business was brisk. "When the values tumbled, they were
left with massive exposure to toxic debt."
As worsening conditions in the shipping sector leave some shipowners unable to
meet payments, it is unlikely that many banks will see a full return on their
investments. This could leave them having to sell down their debt at a discount to
distressed buyers or to write off some of their loans.The shipping difficulties come at
a time when European banks are already bogged down by a sluggish economy and
face tough capital demands from regulators which are eroding profitability.
Page 23 of 57
Shipping 'Imploding'
Segments of the shipping industry are suffering their deepest downturn ever as
international trade slows. Around 90 percent of world trade is transported by
sea.South Korean container line Hanjin, which filed for receivership on Aug. 31, is
the latest casualty in a crisis exacerbated by a glut of ships, many of which were built
before the financial crisis when the global economy was healthier."It seems like the
shipbuilding and ship finance sectors are imploding," Anthony Gurnee, chief
executive of ship operator Ardmore Shipping Corp (ASC.N), told an industry
conference in London last week.His comments echo remarks made by Stefan
Ermisch, the chief executive of shipping finance specialist HSH Nordbank [HSH.UL],
who recently described the shipping sector as "on the floor".
Before the financial crisis, when a dry bulk ship or oil tanker could earn over
$200,000 a day, German banks were among the most prominent financing players.
Such vessels now command around $10,000-$15,000 a day.Banks' exposure varies
widely across German lenders such as Deutsche Bank (DBKGn.DE), Commerzbank
(CBKG.DE) and state-backed lender NordLB [NDLG.UL]. Part of the risk stems from
exposure to closed investment funds - called KG houses - which bought ships and
leased them to big shipping companies.Commerzbank and Deutsche Bank declined
to comment on its shipping finance activities and plans."For German shipowners,
Hanjin is bad news as for them a large company falls away with which they can
charter their ships," Oliver Faak, global head ship and aircraft finance at NordLB,
told Reuters.He warned the outlook for the oil tanker market was worsening. "Many
shipping companies have ordered tankers that are now being delivered. Supply is
rising but the demand hasn't changed."
Offload Debt
Bankers said the scale of the lenders' potential losses from the loans now depended
on how strict the European Central Bank would be in forcing them to tackle the
problem.In June, people familiar with the matter said the ECB had launched a review
of banks' shipping finance, raising concerns among lenders that they may be required
to set aside more capital to cover possible losses.A regulatory source familiar with
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ECB policy said the review was an initial step. The ECB is currently analysing the
data and will likely take further measures afterwards, said the source, adding: "The
ECB suspects some European banks use too optimistic models to calculate the value
of shipping loans and ships."
Source:uk.reuters.com, 16 September 2016
VOC Port provides Shore Power to vessels at berth
V.O.Chidambaranar Port, Tuticorin has become the first Indian Port to provide shore
power facility to vessels at berth. The facilities at VOC-II and VOC-III were
inaugurated on Tuesday by Rajive Kumar, Secretary (Shipping) in the presence of S.
Anantha Chandra Bose, Chairman,V.O.C Port Trust.According to a statement from
the VOC Port on Thursday, the shore power or shore supply facility provides a plug
and play power solution to the vessels by eliminating the compulsion of operating
diesel generators and also helps to eliminate carbon emission at the Port. This would
help reduce about six tonnes of carbon emission in a day and 1,500 tonnes of carbon
emission in a year, which is five percent of the total CO2 emission at the Port.
The Indian grid delivers power at a frequency of 50 Hz. So ships, most of which
adhere to European standards of 60 Hz, have to depend on onboard diesel
generators for power. This new facility would also benefit the Port users as they could
save about Rs 74,000 per day by way of fuel. This facility was in line with the ‘Project
Green Ports’ initiative by the Ministry of Shipping.
The state-of-the-art facility was provided at this Port through ABB India at a cost of
Rs.1.5 crore. Martin B. Conag, Chief Engineer of M.V. Pac Seginus, one of the first
vessels to avail the shore power at this Port, congratulated the Port authorities for
extending such facility in the interest of Port users and the environment. The same
facility wouldalso be extended to all berths of the Port, the statement added.
Source: www.thehindu.com, 16 September 2016
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First call of a car Carrier Ship at Cochin Port
The first call of a Car Carrier ship, M. V. Dresden is scheduled at Cochin Port in the
evening of 26.09.2016. The ship is a foreign carrier of Cyprus registration, which has
obtained license for coastal run between the ports in India, and is of 177 m length
and 7 m draft. The Car Carrier has the circuit of Ennore-Cochin-Kandla-Cochin-
Ennore, connecting the automobile production hubs in Tamil Nadu in the East coast
and Gujarat and Haryana in the West of India. The ship has 13 decks with the
capacity to carry 4,300 cars. The Car Carrier will be landing 500 carsat Cochin.
The operator of the Car Carrier is SICAL Logistics based in Chennai, which is a
leading player in bulk operations in many ports and operates a Coal Terminal at
Ennore. The Car Carriers, which are Roll on-Roll off (Ro-Ro) ships, are highly
productive with automobiles being driven in and out of the ship. The operator will be
carrying the vehicles of Renault, Ford, Hyundai and Toyota from Tamil Nadu and
Honda and Ford from Gujarat. The operator is also targeting Maruti. The Steamer
Agent of the Car Carrier at Cochin is Neo Logistics.
Car handling requires highly clean surroundings and storage area of high quality.
Cochin Port has identified the Q7 berth at Ernakulam Wharf for handling the ship,
and a clean yard of 4,000 Sq m area at Q7 is allotted for storage of cars until delivery
to the dealers, which is normally expected in a week’s time. Car handling is highly
prestigious, and at adequate volumes could be a steady source of income of about
Rs.3 to 6 Crores per annum to the port in addition to the significant contribution in
environmental safety by eliminating thousands of trucks from the road and the
resultant emission savings.
Kerala is a major consumption centre of cars with annual sales of about 1,50,000 to
1,80,000 units, which is highly significant in determining logistic patterns. The
present mode of movement of automobiles for internal consumption in India is
dominated by huge car carrier trucks plying on our congested roads, and Kerala is no
exception. Therefore, the potential coastal transport market segment could be
strong; 50 ship calls a year with 1,000 cars per call will be required if 30% of the
Kerala market shifts to the coastal transport mode. The prospect of Cochin Port
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attracting coastal movement of cars, with major automobile manufacturers moving
cars to dealers in Kerala from factories in Tamil Nadu, Gujarat and Haryana,
assumes significance in this regard.The new business is the culmination of sustained
efforts of Cochin Port. The Port has offered rebates in Port charges in advance
towards attracting the business; concessional Wharfage of Rs.500 per Car and
Rs.900 per Truck, and 50% rebate in the notified Vessel Related Charges.
Source: pib.nic.in, 26 September 2016
India signs MoU for exploring Minerals in Indian Ocean
New Delhi, Sep 26 (PTI) India today signed a fifteen year MoU with the International
Seabed Authority (ISA), a move that will give New Delhi the exclusive rights to
exploration of Polymetallic Sulphides (PMS) in Indian Ocean.Further, it will enhance
Indias presence in the Indian Ocean where other players like China, Korea and
Germany are active.The contract was signed by M Rajeevan, Secretary, Ministry of
Earth Sciences and Nii Allotey Odunton, Secretary General, ISA, an institution set up
under the Convention on Law of the Sea to which India is a party.The programme
will be implemented by the Ministry of Earth Sciences with the participation of
various national institutes and research laboratories/organisations.
The ISA earlier approved an application submitted by the Ministry of Earth Sciences
for allotment of 10,000 sq km area along with 15-year plan of work for exploration of
PMS along Central Indian Ridge (CIR) and Southwest Indian Ridge (SWIR) region of
the Indian Ocean.The Union Cabinet approved signing of this contract in its meeting
held on June 15.Polymetallic Sulphides, containing iron, copper, zinc, silver, gold,
platinum in variable constitutions, are precipitates of hot fluids from upwelling hot
magma from deep interior of the oceanic crust.PMS in the ocean ridges have
attracted worldwide attention for their long term commercial as well as strategic
value.
Source: indiatoday.intoday.in, 26 September 2016
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Abu Dhabi Ports announces Concession Agreement with COSCO
Shipping Ports Limited
Abu Dhabi Ports announced today the signing of a container terminal concession
agreement with COSCO SHIPPING Ports Limited - Abu Dhabi (CSPL SPV), a wholly-
owned subsidiary of COSCO SHIPPING Ports Limited, one of the leading container
terminal operators in the world and a subsidiary of China COSCO SHIPPING
Corporation Limited. The event was held in the presence of His Excellency Dr. Sultan
Ahmed Al Jaber, the UAE Minister of State and Chairman of Abu Dhabi Ports, Mr.
Zheng Chiping, Deputy Director of the foreign investment department of the
National Development and Reform Commission of PRC and Mr. Wan Min, President
of China COSCO Shipping Corporation Limited. Captain Mohamed Juma Al Shamisi,
CEO of Abu Dhabi Ports and Zhang Wei, Vice Chairman and Managing Director of
COSCO SHIPPING Ports Limited signed the agreement today, ushering a new
prosperous journey of Abu Dhabi Ports, in line with the progressive aspirations of
Abu Dhabi Vision 2030 for a more diversified economy.
Other witnesses included His Excellency Dr. Abdullah bin Mohammed Belhaif Al
Nuaimi, Cabinet Member and Minister of Infrastructure Development; His
Excellency Staff Major General Pilot Faris Khalaf Khalfan Al Mazrouei, Chairman of
Critical Infrastructure & Coastal Protection Authority, and Mr. Lin Yaduo, Chargé
d’affaires ad interim of the Chinese Embassy in the UAE, among other senior officials
from both entities. COSCO SHIPPING Ports Limited will operate a container
terminal with a draft depth of 18 metres, with 1200 metres of quay wall and adjacent
land. The first 800 metres of the quay length (and the corresponding Concession
Area) is expected to commence operations in H1 2018 and the later 400 metres (and
the corresponding Expanded Concession Area) is expected to commence operations
in 2020. Once the expansion areas are occupied, the Concession Area will span an
area of approximately 70 hectares with 3 berths, which will add 2.4 million TEUs a
year to the Port’s existing capacity of 2.5 million TEUs. The agreement includes the
option for a further 600 metre of quay length in the future to allow for anticipated
volume growth, the nominal annual handling capacity will increase to 3.5 million
TEUs when all phases are complete, creating a new overall annual capacity of up to 6
million TEUs. The global port operator giant is establishing a joint venture company
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in 2016 to operate the new Khalifa Port Container Terminal 2 in Khalifa Port, one of
the world’s fastest growing container ports and a leading hub for the Middle East,
Africa and South Asia (MEASA) region. As per the agreement, the joint venture
company will be entitled concession rights of Khalifa Port Container Terminal 2 for a
span of 35 years, with a renewable period of 5 additional years. CSPL SPV will have
the controlling stake in the joint venture company.
“The signing of the concession agreement between Abu Dhabi Ports Company and
COSCO Shipping Ports Limited will significantly expand trade between China, the
UAE and the broader region. It will greatly enhance the UAE and Abu Dhabi’s role as
a key logistics and trading hub, between East and West and will also serve to further
diversify the UAE’s dynamic and growing economy,” said H.E Dr. Sultan Ahmed Al
Jaber, UAE Minister of State and Chairman of ADPC. “Under the leadership of His
Highness Sheikh Khalifa bin Zayed Al Nahyan, President of the United Arab
Emirates and President Xi Jinping of the People’s Republic of China our two
countries have enjoyed strong bilateral ties across a number of strategic sectors, “
added Dr Al Jaber. “With the development of China’s “One Belt One Road” strategy,
there is boundless potential for expanding the UAE-China relationship further. We
look forward to closer collaboration with China and to creating even greater
economic progress for both our nations in the years ahead.”
Mr. Wan Min, President of China COSCO Shipping Corporation Limited, said: “Abu
Dhabi’s Khalifa Port is a strategic hub along the ‘One Belt One Road’, as it has unique
geographical advantage for the development of terminal and logistics businesses. Its
well-developed transportation and nearby ample supply of cargoes are conducive to
Khalifa Port, to become the next hub port in the Middle East region. Khalifa Port
Container Terminal 2 will be the second overseas terminal in which COSCO
SHIPPING Ports holds the controlling interest. This investment is expected to
strengthen COSCO SHIPPING Ports’ sustainable growth and create value for our
shareholders. With the strong support from the large container shipping fleet of
COSCO SHIPPING Group, COSCO SHIPPING Ports will dedicate its efforts to
develop Khalifa Port Container Terminal 2 as a hub of the Upper Gulf region in the
Middle East for international container shipping liners. We are confident that the
project will stimulate the implementation of ‘One Belt One Road’ initiative, and will
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promote strategic cooperation between China and the UAE.” Captain Mohamed
Juma Al Shamisi, CEO of Abu Dhabi Ports, said, “The Khalifa Port is continuously
growing and expanding in every aspect - adding value for its key stakeholders and the
international community. Through the new synergy, COSCO SHIPPING Ports
Limited will bring additional volumes to the Port - adding to Abu Dhabi Terminals’
on-going business in Abu Dhabi. It will also ensure that the Khalifa Port maintains a
competitive environment in serving the shipping industry as well as local business.
Along with the added capacity, the shipping giant will facilitate specialist expertise,
experience, technologies, practices and knowledge transfer, increasing Abu Dhabi
Ports’ competitiveness on a global scale.”
Besides Khalifa Port, COSCO SHIPPING Ports Limited operates a global network of
46 terminals and 169 berths across mainland China, Hong Kong, Taiwan,
Korea, Singapore, Greece, Turkey, Egypt, Belgium and the United States . Building
on COSCO SHIPPING Ports’ successful operations at Khalifa Port, the agreement
aims to further boost economic ties and bilateral trade between the two
countries. Khalifa Port Container Terminal 2 is located along the “Silk Road
Economic Belt and the 21st Century Maritime Silk Road” and the shipping hub of
West Asia region. Khalifa Port, is the major container gateway port of Abu Dhabi and
is strategically situated between Abu Dhabi and Dubai with excellent hinterland
connections and geographic location. The expansion of the quay wall is part of the
broader developments at the Khalifa Port, which include an innovative new terminal
booking, tracking and transaction system for sea and land based users, advanced
RoRo facilities, new liner calls, the development of a regional liner hub and
transhipment business to South Asia, as well as the addition of approximately 14.5
million square metres now leased in the adjacent Khalifa Industrial Zone
(KIZAD). Such developments and agreements continue to take Abu Dhabi Ports to
the next level as a maritime trade gateway to the world’s fastest growing economies.
Source: www.albawaba.com, 29 September 2016
Page 30 of 57
Lanka calls to ban fishing methods harming Marine Eco-Systems
WASHINGTON: Sri Lanka on Saturday asked the international community to ban all
fishing methods that harm marine eco-systems worldwide."I want to take this
opportunity to call for the discontinuation and banning of all fishing methods that
harm marine eco-systems, worldwide, in particular, bottom trawling," Sri Lankan
Foreign Minister Mangala Samaraweera said in his address to the 'Our Ocean
Conference 2016', which concluded here on Friday.
In his address, the Sri Lankan Foreign Minister outlined the commitments made by
Sri Lanka under the themes- Marine Protected Areas, Marine Pollution, Sustainable
Fisheries, and Climate and Ocean."By the end of this year, we will complete the
construction of a sea turtle conservation complex to treat and provide a sanctuary for
injured turtles and educate and create awareness among the local communities," said
Samaraweera.
Noting that amongst the different ecosystems in Sri Lanka, mangroves represent a
unique collection of specialised fauna and flora adapted to survive in brackish water
conditions and in inter-tidal zones, the Minister said the government is in process of
drafting a National Policy for Conservation and the Sustainable Utilisation of
Mangrove Ecosystems.In July this year, to mark International Mangrove Day,
President Maithripala Sirisena inaugurated the world's first mangrove museum in Sri
Lanka.
Source: timesofindia.indiatimes.com, 17 September 2016
MARINE ENVIRONMENT
Page 31 of 57
Pakistan Navy commits to provide a safe and Secure Maritime
Environment for the success of CPEC
Admiral Muhammad Zakaullah was speaking at the launching of 3rd Fast Attack
Craft being built for Pakistan Navy and keel laying of 600 tons Maritime Patrol
Vessel being built for Pakistan Maritime Security Agency in Karachi today. "This
modern naval ship for Pak. Navy has been prepared with the cooperation of China.
The attack craft would indeed provide synergy in defence of the country’s sea
frontiers. Induction of new vessels would enhance operational capability of Pakistan
Navy and protect the national jurisdiction and sovereignty of country’s maritime
zones. Presently three vessels are being constructed at Karachi Shipyard with the
technical collaboration of China. CPEC will be a game changer with economic
dividends not only for China and Pakistan but also for the entire region. Providing a
safe and secure maritime environment is pivotal to the success of CPEC and that
Pakistan Navy is fully committed to this important objective. The vessels under
construction will contribute significantly towards the security of Gwadar": Pakistan
Naval Chief.
World Bank has appreciated performance of Benazir Income Support
ProgrammeWorld Bank has appreciated Benazir Income Support Program’s progress
for achievement of its goals. The Bank, in a letter to Secretary BISP, said Joint
Implementation Support Mission, in its report, highlighted that all the targets meted
out to BISP have been achieved; rather some of the targets have been
overachieved. The report further said that all nineteen Disbursement Link Indicators
have been successfully achieved and remaining funds against the last achieved DLI
would be disbursed in the current month.
Source: www.radio.gov.pk, 17 September 2016
Page 32 of 57
Dow commits $2.8M to combat Marine Pollution, support Research
-Kristin Musulin
Dive Brief
The Dow Chemical Co. announced on Friday a commitment to spend $2.8 million
over the next two years to address marine pollution. The announcement was made
at the 2016 Our Ocean Conference held in Washington, DC.
Half of the committed money will be spent on waste management pilot programs
and educational programs to combat and prevent litter. The other half of the money
will go toward research being done by the Ellen MacArthur Foundation to develop
new recycling and reuse technologies, as reported by Midland Daily News.
Dow is already an active advocate for ocean conservancy, having worked closely
with other companies and organizations to develop solutions toward combating
marine pollution. Dow has also singed the Declaration of the Global Plastics
Association for Solutions on Marine Debris.
Dive Insight
While Dow's commitment is sure to have a significant impact on the reduction of
marine pollution, it was not the only announcement that made waves at Our Ocean.
Many countries including Germany, Lebanon, Norway and Panama announced
monetary commitments collectively amounting to over $1 billion toward cleaning
up the world's oceans, while other countries such as France and Morocco
announced efforts to ban certain plastic products such as single-use bags. However
Dow Chemical was one of the only for-profit companies offering such a
commitment, causing it to stand out among the others. "Plastics offer many
advancements that improve our everyday life — from packaging that helps reduce
global food waste to life-saving innovations in the medical field," said Diego
Donoso, business president of DowPackaging and Specialty Plastics, as reported in
Midland Daily News.
"Yet, not all plastics waste ends up where it should and that is why we are working
with the private sector, industry trade associations, academia and NGOs to develop
Page 33 of 57
targeted global actions that will mitigate or even stop the amount of marine debris
polluting our ocean."Dow Chemical has been very active in efforts to redesign
plastic packaging to fit better into a circular economy and prevent waste.
"Achieving more sustainable operations is like balancing a scale," said Dow Global
Sustainability Leader Jeff Wooster to Waste Dive in May. He noted that with more
sustainable operations, energy recovery and consumer behavior changecan both be
well-achieved.
Source: www.wastedive.com, 19 September 2016
Washing clothes made from artificial fabrics releases 700,000 Plastic
Fibres into the Environment
Huge numbers of tiny plastic fibres are released into the environment each time we
wash clothes made from artificial fabrics, a study has found.More than 700,000
microscopic fibres could be released into waste water during washing machine cycle
filled with synthetic clothing made from polyester and acrylic.The fibres are so small
that they can pass through water treatment filters and on into rivers, lakes and
seas.Many are eaten by fish and other marine creatures, and can harm their health.
While microbeads found in cosmetics have attracted more attention, microfibres are
just as polluting.Microbeads are to be banned in the UK by 2017, following a
campaign earlier this year led by the Daily Mail.Experts say that while a similar ban
for microfibres is not practical - given their widespread use in so many textiles - there
are still measures that can be taken to reduce their consequences.
A study by Plymouth University sought to measure the similar potential harm caused
by microfibres in synthetic clothing materials such as polyset.Researchers studied
the mass, abundance and size of fibres present in discharged water after washes of
synthetic fabrics at temperatures of 30˚C and 40˚C.It found hundreds of thousands
of tiny synthetic particles could be released in each wash.In the paper, published in
Marine Pollution Bulletin, the authors say: 'The quantity of microplastic in the
environment is expected to increase over the next few decades, and there are
concerns about the potential for it to have harmful effects if ingested.'But while the
Page 34 of 57
release of tiny fibres as a result of washing textiles has been widely suggested as a
potential source, there has been little quantitative research on its relevant
importance, or on the factors that might influence such discharges.'In the study, a
series of polyester, acrylic and polyester-cotton items were washed at 30˚C and 40˚C
using various combinations of detergent and fabric conditioner.
Fibres were then extracted from the waste effluent and examined using an electron
microscope to determine the typical size.The research found that laundering an
average washing load of 13lbs (6kg) could release an estimated 137,951 fibres from
polyester-cotton blend fabric, 496,030 fibres from polyester and 728,789 from
acrylic.The poly-cotton blend was consistently found to shed fewer fibres than both
the other fabric types, regardless of the differing treatments.The addition of bio-
detergents or conditioners tended to release more fibres.
Professor Richard Thompson, who leads the International Marine Litter Research
Unit at Plymouth University, recently gave both written and oral evidence to the
microplastics inquiry held by the House of Commons Environmental Audit
Committee, which led to recommendations for a ban on the use of microbeads in
cosmetics.He said: 'Clearly, what we are not advocating that this research should
trigger something similar to the recently announced ban on microbeads.'In that case,
one of the considerations guiding policy intervention was the lack of clear societal
benefit from incorporating microplastic particles into the cosmetics, coupled with
concerns about environmental impacts.'The societal benefits of textiles are without
question and so any voluntary or policy intervention should be directed toward
reducing emissions either via changes in textile design or filtration of effluent, or
both.'
Source: www.dailymail.co.uk, 27 September 2016
Page 35 of 57
NIMASA DG Canvases Preparedness against Oil Spill
The Director General of the Nigerian Maritime Administration and Safety Agency
(NIMASA), Dr. Dakuku Peterside has said described preparedness and core training
as the panacea for handling oil spills in the maritime environment. canvases
The Director General said this while addressing participants at the eight day training
programme on “Oil Spill Response and Preparedness Training on the Job” being
organised by the European Union (EU) in Lagos.The DG who decried the negative
impact of oil spills on the marine environment and its effects on the livelihood of
people living in coastal communities noted that it is only adequate preparation that
can help mitigate the effect of oil spills.
According to him, “it is necessary to note that where there are in place contingency
plans and equipment without training those that will handle them, there will be no
preparedness. Hence this training is timely and highly appreciated especially being
granted free to our Nation”.Dr. Peterside urged participants to give the training
programme the seriousness it deserves noting that their expertise after the training
will be instrumental in dealing with issues of oil spills emphasising that as an oil
producing nation, oil spills cannot be ruled out of the Nigeria maritime environment.
The training programme which is being held in Nigeria as one of the priority
countries in Africa selected by the EU, is a capacity development and enhancement
initiative in the area of environmental management and sustainability towards
achieving a cleaner environment by reducing pollution as a result of oil spillage in the
Nigerian maritime environment. The training is expected to acquaint participants
with the requisite knowledge to combat oil spills where and when they occur and the
contingency plans and equipment to deploy.Participants at the training were drawn
from NIMASA, the National Oil Spill Detection and Response Agency (NOSDRA)
and the Nigerian Ports Authority (NPA) while the five prioritized countries from
Africa are Nigeria, Ghana Cote d’voire and Cameroun.
Source:www.nta.ng, 28 September 2016
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Indian Delegation to visit Russia for Leasing Yasen Class Submarine
New Delhi (Sputnik) — A high-level Indian delegation will be visiting Russia shortly
to finalize an agreement on renting the Yasen class submarine for the Indian
Navy.Government sources told Sputnik that renting the second nuclear powered
attack submarine from Russia would result in the introduction of newer technology
into India, which would eventually pave the way for Russian collaboration with India
for it program to build six new SSN.
Russia had originally offered Akula class submarine to India which India already had
in the form of the INS Chakra. Experts consider that there may be some adversities
due to the different characteristics of the two boats, but this may be more than offset
by the newer technology the Yasen brings into India's own SSN-building program
in the longer term. Executive Director of National Maritime Foundation Indian Navy
Captain Gurpreet S Khurana says, “It may not be a bad idea to get the Yasen-class
as the second boat. Its design is known to be based on the Akula, and yet it is more
advanced and capable than its predecessor.”Project-75I that relates to the
manufacturing of six new nuclear attack submarines at an approximate cost of $8.5
bln is being held up due to a delay finalizing the Defense Procurement Policy 2016.
Now the policy is ready, the tender likely to be issued by end of this year.
Meanwhile, French ship building company DCNS’ alleged involvement in the
Scorpene Submarine data leak controversy makes a strong case for another India-
Russia collaborative venture for this project. Captain Khurana says that the Indian
government’s decision to locally build the six nuclear powered attack submarines is
driven by the country’s maritime interest in distant areas. “A SSN is required
to influence events in distant areas of the country's maritime interest, where
conventional surface and integral aviation cannot operate for whatever reason. The
Indian government seems to have realized this national imperative while approving
the indigenous construction of six SSNs,” says Captain Khurana.
GEOPOLITICS
Page 37 of 57
Source:sputniknews.com, 16 September 2016
China says Japan trying to 'confuse' South China Sea situation
China on Monday accused Japan of trying to "confuse" the situation in the South
China Sea, after its neighbor said it would step up activity in the contested waters,
through joint training patrols with the United States.Ties between Asia's two largest
economies have long been overshadowed by arguments over their painful wartime
history and a territorial spat in the East China Sea, among other issues.
China has repeatedly denounced what it views as interference by the United States
and its ally Japan in the South China Sea.Japan will also help build the capacity of
coastal states in the busy waterway, its defense minister said last week during a visit
to Washington.Chinese Foreign Ministry spokesman Lu Kang said countries in the
region had reached a consensus that the South China Sea issue should be resolved
through talks between the parties directly involved, and that China and Southeast
Asian countries should jointly maintain peace and stability there.
"Let's have a look at the results of Japan's throwing things into disorder over this
same time period ... trying to confuse the South China Sea situation under the
pretence of (acting for) the international community," Lu told a daily news briefing,
when asked about Japan's announcement.Japan's actions have simply pushed other
countries away from it, and it has failed to compel other nations to see its point of
view, he added."China is resolute in its determination to protect its sovereignty and
maritime interests," Lu said.China claims almost all of the South China Sea, through
which ships carrying about $5 trillion in trade pass every year. Brunei, Malaysia, the
Philippines, Taiwan and Vietnam also have claims in the sea, which is also believed
to be rich in energy resources and fish stocks.
Source: www.reuters.com, 19 September 2016
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Is Philippine President Duterte a threat to the peace in Southeast Asia?
U.S. efforts to promote peace and stability in the South China Sea are facing a new
challenge. This time, the difficulty comes not from China but from the leader of a
U.S. treaty ally – President Rodrigo Duterte of the Philippines.In recent weeks, the
U.S.-Philippine alliance has come under strain as Duterte has rebuked the United
States and threatened drastic changes in Philippine foreign policy. His volatile
behavior threatens the alliance, President Obama’s strategy for “rebalancing” to Asia
and the stability of the Southeast Asian strategic landscape. How is incendiary
rhetoric like Duterte’s likely to affect a strong defense partnership and regional
security more broadly? This is the kind of question my research on the international
relations of the Asia-Pacific addresses.
Duterte’s outbursts
Since taking office in late June, Duterte has launched a ruthless domestic war on
drugs and declared that he doesn’t “care about human rights.” Those critical of his
policies have met with his sharp, uninhibited tongue. “F-ck you,” he most recently
told his critics in the European Union. Senior officials from the United States, a
treaty ally since 1951, have not been spared. Even mild U.S. criticism has irritated
Duterte’s thin skin, prompting him to describe U.S. Secretary of State John Kerry as
“crazy” and call President Barack Obama a “son of a whore.” He has chided the
United States as a former colonial power,announced plans to expel U.S. special
forces engaged in counter terrorism training, halted joint patrols in the South China
Sea and said he would consider buying arms from China and Russia.
The line between Duterte’s bombast and real policy views is unclear. He has already
backtracked from his pledge to expel U.S. special forces and said the Philippines
needs the United States in the South China Sea. Still, his volatility threatens the U.S.-
Philippine alliance, the strongest check against unilateral Chinese expansion in the
South China Sea.
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Reorienting the Philippines?
Duterte’s pledge to recalibrate Philippine foreign policy is not surprising.Under his
predecessor Benigno Aquino, the feud between China and the Philippines in the
South China Sea intensified. Both states prize the sea’s hydrocarbon deposits, large
fisheries and vital shipping lanes. The dispute over sovereignty also activates
nationalist sentiment, as Cornell professor Jessica Chen Weiss and I stress in recent
research. China’s launch of an island-building campaign in the South China Sea
added fuel to the fire.
As tension in the South China Sea rose, the U.S.-Philippine alliance strengthened to a
level not seen since the Cold War. Arms sales, joint exercises and training increased,
and a 2014 agreement gave U.S. troops extended access to Philippine military
facilities. Not all Filipinos approved. Some derided the added U.S. military presence
as an affront to sovereignty that would alienate Beijing without providing effective
protection. As I argued in my book “The Limits of Alignment,” fears of losing
autonomy and antagonizing foreign rivals are the most common reasons why
Southeast Asian governments seek to limit their strategic relationships with great
powers like China and the United States. Some analysts thus welcomed early
indications that Duterte would pursue more “balanced relations” with China and the
United States.
What has alarmed diplomats and strategists is the bold, inconsistent and
temperamental nature of Duterte’s foreign policy pronouncements. At times his
reputation for impulsive speech is helpful diplomatically. It enables embarrassed
Philippine officials and nervous international partners to downplay his remarks as
hyperbole, as his aides did after he threatened to withdraw from the United Nations
in August. Still, his comments have to be taken seriously. Many observers discounted
Duterte’s campaign promises to employ brutal anti-drug tactics. With more than
3,500 suspected drug dealers killed since the start of July, his remarks were clearly
more than electoral bluster. Discord between Duterte’s rhetoric and the views of the
security establishment add further uncertainty. In mid-September, as Duterte railed
against American colonial abuses, the head of the Philippine armed services insisted
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that the alliance is “rock solid.”The possibility of abrupt moves or domestic fracture
in the Philippines raise real dangers to regional stability.
As Defense Secretary Ash Carter has stressed, a strengthened U.S.-Philippine alliance
is a key to U.S. engagement in Southeast Asia. It represents a means for projecting
American force and maintaining a larger regional presence over time. Just as
importantly, it is a vehicle for demonstrating U.S. credibility and commitment to the
region as China’s waxing power and assertiveness test U.S. resolve. Duterte’s threats
to expel U.S. special forces, cease joint patrols, and buy arms from China greatly
complicate the implementation of the 2014 U.S.-Philippine defense agreement.
The United States does have other means to maintain a strong naval presence in
Southeast Asia if cooperation stalls. For example, the U.S. regularly rotates naval
warships through Singapore. But the United States has a clear disinterest in seeing
one of its oldest Asian allies turn down American military protection in favor of
direct talks with Beijing over the South China Sea. As a result, U.S. officials have
been loath to criticize Duterte’s domestic abuses or foreign policy plans too sharply.
Chinese responses
For its part, the Chinese government has welcomed Duterte’s pronouncements
cautiously. In state-owned media, Chinese analysts initially lauded Duterte’s plans to
abandon Aquino’s “lopsided” and “unscrupulous” China policy but later remarked on
his “reckless comments” and the Philippines’ “uncertain future” under his leadership.
A September meeting between Duterte and Chinese premier Li Keqiang yielded
cordial pledges to pursue better ties, but a breakthrough was not clearly in sight.
Chinese officials seem to recognize that volatile leaders can swing in more than one
direction. Moreover, anti-China nationalist sentiment is widespread in the
Philippines and among the military leadership, constraining Duterte’s ability to
compromise. His high approval ratings – 91 percent at the end of July – do not
ensure that his harsh domestic policies or swings in foreign policy will not come back
to haunt him.
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Regional repercussions
Despite Duterte’s domestic constraints, his embrace of bilateral talks is a boon for
Beijing. China prefers to deal with smaller rival claimants over the South China Sea
one by one. By contrast, the Philippines, Vietnam and several other Southeast Asian
states have tried to “internationalize” the South China Sea dispute by involving the
United States and “multilateralize” it by discussing it in regional forums where
weaker states can pool their weight.
Vietnam will suffer if Duterte spurns the United States and bypasses multilateral
talks. Vietnam needs a strong U.S. security presence as a counterweight to China.
However, the ideological gap and legacy of mistrust between Hanoi and Washington
prevent Vietnam from hosting robust U.S. forces itself. If the Philippine-U.S. alliance
weakens, Vietnam will have little choice but to adopt a more accommodating posture
toward Beijing.
The Association of Southeast Asian Nations and its members will also suffer
indirectly as Duterte’s shift undermines efforts to manage the South China Sea issue
multilaterally. These currents will be difficult to reverse. he adverse consequences of
Duterte’s approach may be greatest in the Philippines. With weak independent naval
capacity and growing economic dependency on China, Philippine leverage in the
South China Sea talks is limited. Concessions could prove explosive domestically.
Should Duterte alienate the United States and embrace China, he may well arouse
domestic pressure to take a hard line toward Beijing without the means to enforce
one – a dangerous position at home and abroad. While Duterte has planted the seeds
of instability, he need not let them grow. The U.S. government and other Philippine
partners will likely be willing to treat his recent remarks as products of a bad temper
and a populist political campaign. That gives Duterte a second chance to expound a
more calculated, pragmatic and well-scripted foreign policy.
Source: theconversation.com, 22 September 2016
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Barack Obama's Pivot to Asia in tatters
-Richard Javad Heydarian
"No, I will only bring [up] the [arbitration case] face-to-face [with China]... because if
you quarrel with them now, claim sovereignty, make noise here and there, they might
not just even want to talk," declared Philippine President Rodrigo Duterte before his
global diplomatic debut earlier this month.The Filipino leader reassured his Chinese
counterparts that he wouldn't even mention Manila's landmark legal victory against
China during latest discussions of the South China Sea disputes at the Association of
Southeast Asian Nations (ASEAN) summit. This was no trivial matter. In its
arbitration case, the Philippines managed to convince an international arbitral body,
constituted under the aegis of the United Nations Convention on the Law of the Sea,
to nullify the bulk of China's "historic rights" claims over almost the entirety of the
South China Sea, a global artery of trade.Many observers expected the Philippines
and other like-minded states to leverage the legal award in order to push back
against Chinese island-construction activities, para-military patrols and military
exercises in the disputed waters.
Yet, the Philippines' newly minted leader, who has opted for bilateral negotiations
with China, made it almost impossible for the United States and its allies to rally
global pressure on China, at least in the meantime. If anything, recent weeks have
witnessed unprecedented verbal tussles between the Philippines and the US, two
traditional allies, amid disagreements on human rights issues. Meanwhile, much of
Asia has demurred from any further diplomatic confrontation with Beijing, which
seems to be back in the regional driving seat and relishing the US' troubled alliances.
Strategic dissonance
Only a few months earlier, tens of millions of Filipinos were in ecstatic mode. Their
country had just scored a moral victory at The Hague, when an arbitration body
affirmed the Philippines' sovereign rights in the South China Sea and censured
Chinese aggressive manoeuvres and mind-boggling island-construction in contested
areas.
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The Permanent Court of Arbitration also made it clear that China's notorious nine-
dashed line claim is inconsistent with prevailing international law.
ome legal experts encouraged Manila to file additional arbitration cases, suing China
for inflicting massive ecological damage ($177bn) within the Philippines' 200
nautical miles Exclusive Economic Zone.Manila also had the option of calling upon
major powers such as the US and Japan to conduct so-called freedom of navigation
operations to challenge China's excessive maritime claims in the area. This way, the
verdict from the court could be somehow enforced, even if an obstinate China
refused to acknowledge its validity.
The Philippines could also go on an international diplomatic offensive, rallying
global opinion in favour a rule-based resolution of the disputes.
If anything, it could also provide legal advice to other countries, which were
contemplating a similar legal manoeuvre against China. The newly inaugurated
Duterte administration, however, preferred to simply set aside the arbitration case in
favour of re-opening communication channels with China. So it was left to a forlorn
Obama to call for compliance with The Hague verdict during his participation at the
ASEAN summit. The situation was so bizarre that one leading Filipino magistrate
suggested that the US president should rather be named as the defender of
Philippine rights in the South China Sea.
Pivot in tatters
Over the past few years, the Obama administration, under its "pivot to Asia" strategy,
gradually mobilised the region against Chinese maritime assertiveness in the South
China Sea. Washington hoped that the Philippines' arbitration case would provide a
legal basis for deployment of greater diplomatic pressure as well as military assets to
prevent Chinese domination of the world's most important waterway.
Yet,this "constrainment" strategy was predicated on constant cooperation and
coordination between the US and its regional allies, especially frontline states such as
the Philippines and Japan.But as soon as it became clear that the Philippines itself
was now unwilling to confront China over the South China Sea issue, however,
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almost all neighbouring countries shunned even mentioning the arbitration case at
all. Almost single-handedly, Duterte undermined the US' strategy against China. To
the astonishment of almost everyone, all of a sudden Manila and Washington are
now at loggerheads. The Obama administration has repeatedly criticised Manila's
ongoing "shock and awe" campaign against drugs. In response, Duterte has
embarked on a series of expletive-ridden tirades against Washington, including an
impromptu speech at the East Asia Summit, where he singled out the US' colonial era
crimes against Filipinos.
Duterte has described any criticism from the US as a violation of Philippine
sovereignty. Most recently, Duterte has upped the ante by even threatening the
expulsion of American Special Forces from the southern Philippine island of
Mindanao. He has also called for cancellation of joint-patrolswith the US in the
South China Sea, further complicating ongoing efforts at forging multilateral
responses to Chinese assertiveness in the area.To assert Philippine independence
from the US, the Filipino president has also openly suggested sourcing military
hardware from Russia and China rather than the US. And these statements seem to
be more than mere bluster. In recent days, senior Filipino defence officials and
Russian arms exporters have been discussing potential military cooperation.
It is also highly likely that Duterte will visit China in coming months, where he is
expected to discuss possible areas of cooperation and how to peacefully manage the
disputes in the South China Sea. All of a sudden, Beijing no longer looks like the
villain, but instead a magnanimous neighbour, which is welcoming a new era of
friendship with a smaller neighbour intent on asserting its independence from the
US.
Source: www.aljazeera.com, 24 September 2016
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At UN, South-East Asian Ministers highlight region’s efforts on Global
Goals
Several Southeast Asian nations today took to the podium of the United Nations
General Assembly to share lessons learned from their development efforts and
highlight their visions to overcome the remaining challenges.“Multilateralism,
international law, peace, cooperation and development are also the key elements to
build a peaceful, stable and prosperous Asia-Pacific region,” the Deputy Prime
Minister of Viet Nam, Phạm Bình Minh, told the Assembly’s annual debate.Viet Nam
is strongly committed to implementation of the Sustainable Development Goals
(SDGs), with a plan of action has been developed, he said. It is also working with UN
agencies to craft the One Strategic Plan 2017-2021, as part of the UN’s ‘Delivering as
One’ initiative, to assist Viet Nam in SDG implementation, he added.
SDG implementation also encompasses efforts to restructure the economy and
transforming the growth model, develop sustainable infrastructure, ensure social
justice, address inequalities and protect the environment, he stressed, adding that as
one of the countries forecasted to be hardest hit by climate change and sea-level rise,
Viet Nam is expediting procedures for the early ratification of the Paris Agreement,
and is planning its implementation. Viet Nam believes it essential to bring into full
play its domestic resources and to mainstream sustainability into its development
vision, strategies and policies, with the people at the centre, he said, also calling on
developed countries to uphold their responsibility for assisting developing nations
especially in the areas of financing, capacity building, technology transfer, and trade
facilitation.
Regional countries are working to promote initiatives for political, economic, social
and cultural cooperation and integration, including new generation free trade areas,
but the Asia-Pacific region also contains risks of conflict, especially in the Korean
Peninsula and the South China Sea. With regard to recent “complicated
developments” in the South China Sea, Viet Nam calls upon all parties concerned to
exercise self-restraint and solve disputes by peaceful means in accordance with
international law, including the 1982 UN Convention on the Law of the Sea, fully
respect diplomatic and legal processes, implement the Declaration on the Conduct of
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parties on the South China Sea (DOC) and expedite the completion of the Code of
Conduct in South China Sea (COC), he said.
Malaysia’s Deputy Prime Minister, Ahmad Zahid Hamidi, said that the Government
is formulating a national SDG roadmap, establishing a broad-based and inclusive
committee to oversee and monitor implementation of SDGs.He also stressed the
importance of vocational training to prepare youth for the labour market and also
prepare human capital for nation-building. The graduates of the Technical and
Vocational Educational Training programmes have a 90 per cent employability rate.
Malaysia is also working to make it the start-up capital of Asia through the
establishment of Malaysian Global Innovation and Creative Centre.
In the fight against terrorism, Malaysia has incorporated de-radicalisation and
rehabilitation programmes towards changing the mind-sets of radicalized extremist
individuals and avoiding relapse. So far, the success rate is around 97.5 per cent, he
said. Malaysia has also widened the definition of human trafficking and migrant
smuggling under the 2007 act to include labour exploitation. Cambodian Foreign
Minister Prak Sokhon highlighted the need for real political will to achieve the
ambitious aims of the SDGs.
“I wish to emphasize here the responsibility of the rich countries which have the
means to turn these goals into reality,” he said, noting that two billion of the world’s
inhabitants still live in poverty and 1.2 billion have to survive on a daily budget of
$1.25. “Based on those figures alone, it is clear how urgent a task the 17 SDGs
present.” Turning to non-governmental organizations, media and governments that
have criticized Cambodia’s treatment of the opposition and its rules on slander and
incitement to racial hatred, Mr. Sokhonn accused them of transforming “the least of
our weaknesses into crimes of State.”
Source: www.un.org, 24 September 2016
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Time to rethink Indonesia's Submarine dreams
-IGB. Dharma Agastia
In Robert Kaplan’s book, Asia’s Cauldron, I came across this particularly interesting
quote: “Submarines are the new bling, everybody wants them.” At the same time, I
was also doing research on Indonesia’s naval modernization program, which
included submarine acquisition. Can it be that Indonesia’s submarine program is
based on flimsy prestige politics rather than accurate strategic assessment?When
President Joko “Jokowi” Widodo stepped into office in 2014, he had dreams of
reinvigorating Indonesia’s maritime legacy. He then constructed a grand maritime
vision, the Global Maritime Fulcrum. Jokowi envisioned Indonesia as a regional
maritime power and economy in Southeast Asia. The most important driving factor
of Jokowi’s dream would be the Navy. Against the backdrop of increasing regional
tensions particularly in the South China Sea and an increasingly competitive arms
dynamic in Southeast Asia, a major part of Jokowi’s Global Maritime Fulcrum rests
on whether or not the Navy would be capable of becoming a middle-power navy that
can safeguard Indonesia’s maritime interests.
Two years have passed since then. The Navy is in the process of modernization.
Working under the framework of the Minimum Essential Force (MEF) left behind by
former president Susilo Bambang Yudhoyono and embedded in the Strategic
Defense Plan (Renstra). According to MEF standards, the Navy aims to have around
154 naval vessels by 2024. Ten to 12 of them include submarines. Indonesia is
expecting three Chang Bogo submarines from Daewoo Shipbuilding and Marine
Engineering and is further planning to procure three more Kilo-class submarines
from Russia. While the Navy indeed has a long history of operational experience with
submarines, given the limitations of Indonesian waters and other pressing issues in
maritime security, it might be time to take a step back and start rethinking our
submarine dreams.
Times have changed since the 1950s, when Indonesia was arguably one of the most
powerful submarine operators in Southeast Asia. However, we need to consider the
changes in the character of conflicts and threats that Indonesia faces. In this day and
age, does the Navy really need 10-12 submarines?
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Given the rising tensions in the South China Sea, the appeal of submarines is
apparent. Submarines are classic weapons for sea denial and can act as a force
multiplier for surface combatants. Submarines also serve as a potent deterrent due to
their stealth and power. In conditions of war, submarines can be used to transport
troops covertly and conduct espionage. This is perfectly in line with the Navy’s
ambition of becoming a green-water navy capable of guarding Indonesia’s maritime
sovereignty. However, beyond these capabilities, submarines serve little purpose. We
need to consider the limitations of the submarine itself and then position them
within the larger picture, such as geography, the character of security threats and the
economy.
First, there are the absolute limitations of geography. Indonesian waters are narrow
and shallow, especially in sea lanes of communication between islands and straits
which function as sea trade routes and naval chokepoints. Shallow waters would
force the submarine to emerge, hence negating its stealth. Additionally, those
particular bodies of water are often congested with maritime trade vessels. Insisting
on operating in congested waters poses the risk of collisions, which would have
diplomatic and economic ramifications that can have a ripple effect. It is also worth
noting that as other Southeast Asian countries are also acquiring submarines and
have relatively little operational experience, the possibilities of accidents increases.
Second, there is a question of utility. As elaborated above, submarines are great when
it comes to sinking huge warships in naval battles. However, the maritime security
threats that Indonesia faces today are not from imperial navies. They come from
illegal fishing and piracy. Submarines are useless when it comes to low-intensity
operations. Maritime Affairs and Fisheries Minister Susi Pudjiastuti’s explosive
measures against illegal fishing boats reflects the gravity of the problem. Indonesian
waters are plentiful with fish, yet due to illegal fishing, Indonesia stands to lose
US$20-25 billion per year. Seeing such grave losses, it would make more strategic
sense to invest in enhancing surface capabilities, such as fast patrol boats, rather
than in submarines. Indonesian waters still remain a hotbed of piracy. In 2015, the
IMB reported 108 actual and attempted attacks in Indonesian waters, which is the
highest in Southeast Asia. The Navy’s forces are spread thin and we cannot blame
them, for they have to cover a wide expanse of water. Pirates operate similarly to
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illegal fishermen; in small, fast boats capable of maneuvering through the many islets
scattered across the archipelago. Here, we also see a limit to the usefulness of a
submarine. From 2004 to today, the trilateral joint patrols in the Malacca Strait have
managed to reduce piracy to a bare minimum. The success was mostly due to a
sustained naval presence, which deterred pirates. Submarines cannot achieve similar
results, considering they are more comfortable remaining below the waves.
Third, there are financial limitations. The Indonesian government is currently facing
a number of budget cuts that affect all aspects of spending, including defense. In
2016, defense spending might be reduced by Rp 2.8 trillion ($214.2 million), which
would certainly affect future acquisition plans. It is important to remember that the
purchase of a submarine does not stop when it arrives at your doorstep. A submarine
requires constant maintenance, which is technically complex. Without proper
infrastructure and the right technical expertise, it would only be a matter of time
until a new submarine quickly became an expensive hunk of metal. A major portion
of the acquisition budget would need to go into investing in proper supporting
infrastructure, particularly into shipbuilding facilities. Though the new Chang Bogo
submarines have been completed, Indonesia has had to delay them until December
due to infrastructural problems. Additionally, it takes a high degree of skill to
maintain and operate a submarine, meaning that the government would need to
invest in specialized training.
Considering these conditions, perhaps we need to rethink the urgency of our
submarine dreams. Though submarines may be useful in facing off against a stronger
navy, the threat of an all-out naval battle in Southeast Asia remains small. The funds
invested in submarines might be better off used in enhancing our surface
capabilities, since there are far more pressing security threats in our seas and to the
livelihood of Indonesians.
Source: www.thejakartapost.com, 27 September 2016
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Sri Lanka’s Proposal for an ‘Indian Ocean Order’: An Assessment
-G. Padmaja
Sri Lanka’s Prime Minister Ranil Wickremesinghe, while delivering the inaugural
address at the Indian Ocean Conference on 1st September 2016 called on the Indian
Ocean countries to take the lead in determining ‘their own future’. He stressed on the
need to craft an ‘Indian Ocean Order’ with accepted rules and arrangements that
would guide interactions among states with the primary responsibility of upholding
freedom of navigation in the Indian Ocean. Referring to IORA (Indian Ocean Rim
Association), he opined that the regional organisation had fallen short of
expectations. In the above context, this issue brief discusses the Sri Lankan proposal
for an Indian Ocean Order. It also examines the extent to which this would be
different from IORA.
Indian Ocean Order The Indian Ocean is becoming one of the world’s busiest and
most critical trade corridors, with the regional developments impacting on security
and stability of not only the littoral countries but also other like China, Japan, South
Korea, the Uand the world at large. Countries within the region and beyond will
therefore attempt to influence the power equations in the region to serve respective
interests. As a result, the Indian Ocean will be a major theatre of competition. This
should be seen in context of the bigger picture of a historical shift of power from the
West towards Asia. 2 However, those who are geographically located in the region,
have a primary interest in the security of the region, for their future is directly linked
to the manner in which competition is managed and cooperation is strengthened.
Thus, Sri Lanka’s Prime Minister says, “We must commit ourselves to an order based
on the right of all States to freedom of navigation –the unimpeded lawful maritime
commerce and over-flight. Our own futures and the futures of extra regional partners
are, therefore, heavily invested in how strategic security is managed in the region.
Many countries remain dependent on energy supplies and traded goods that are
carried across the region.” It is in this context that Sri Lanka had proposed that the
Indian Ocean countries should take the lead in determining their own future and
craft an Indian Ocean Order. In this Order, no single state should dominate the
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system and it should be built on consensual agreement. This Ocean Order will have
the primary responsibility of upholding freedom of navigation in the Indian Ocean. It
will ensure that shipping and air routes to East Asia and beyond are kept open, and
thereby help in closer economic cooperation among countries in the region. The
proposal also calls for an Indian Ocean Development Fund for development of the
region, and also for establishing a strong Humanitarian Assistance and Disaster
Management mechanism to deal with natural and manmade disasters. The process
for establishing an Indian Ocean Order could begin with a dialogue between SAARC
and ASEAN and all the interested major and middle powers.
Thus, the Order would be a result of a consensual agreement for a maritime security
cooperation for mutual benefit. Very significantly, the proposal also suggests the
establishment of an Indian Ocean Assembly which will not only bring together Heads
of State and Governments but also eminent individuals in all fields to recommend
measures for consideration. Further, a programme for cooperation in Education and
Human Capital Development is also suggested. The countries of the Indian Ocean
region are diverse in terms of size, resources, and interests. They also differ in their
views towards extra regional states. Further, historical disputes and growing
militarisation result in strategic mistrust. Despite this, Prime Minister
Wickremesinghe calls for the need to build a political eco- 3 system that contains the
local disputes and prevents them from disrupting or spilling over to a common
Indian Ocean agenda. An analysis of the proposal indicates that Sri Lanka takes a
realistic assessment of the strategic importance of the Indian Ocean and calls on the
littoral countries to take the initiative in devising a cooperative architecture. Implied
in its proposal, though unsaid, is also the warning that an inability to do so would
leave them pliable to initiatives of extra-regional countries, with their security
concerns overlooked. Its proposal for an Indian Ocean Order is forward-looking and
inclusive, wherein no one country would dominate.
The task upholding freedom of navigation in the Indian Ocean is possible only when
members of Indian Ocean trust each other. Building this strategic trust is possible
only when the apex political leaders meet and provide the necessary directions. Here
arises the relevance of its proposal for an Indian Ocean Assembly. It does not
overlook the challenges inherent in implementing the proposal, but strongly calls for
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the littoral countries to understand the need to cooperate so that they can determine
the manner in which they would like the maritime space to be effectively managed.
The proposal is all comprehensive in that the Indian Ocean Order would also
incorporate an Indian Ocean Development fund; a strong Humanitarian Assistance
and Disaster Management mechanism; an Indian Ocean Assembly facilitating
political engagement at the highest level; and also a programme for cooperation in
Education and Human Capital Development. IORA – Indian Ocean Rim Association
Sri Lanka’s ‘discomfort’ with the IORA is that it is dormant with regard to strategic
issues concerning the Indian Ocean; and its present scope of meeting at official and
ministerial level is insufficient for the purpose of establishing an Indian Ocean
Order. While the wording of IORA Charter aptly reflects this assessment, if one
observes the manner in which IORA’s agenda has evolved, especially since 2011, this
view may need to be reviewed.
The Charter of IORA clearly spells out that the Association will facilitate and
promote economic co-operation, bringing together inter alia representatives of 4
member states’ governments, businesses and academia. Its objective is to focus on
those areas of economic co-operation which provide maximum opportunities to
develop shared interests and reap mutual benefits. Towards this end, IORA seeks to
formulate and implement projects for economic co-operation relating to trade
facilitation and liberalization, promotion of foreign investment, scientific and
technological exchanges, tourism, movement of natural persons and service
providers on a non-discriminatory basis; and the development of infrastructure and
human resources inter alia poverty alleviation, promotion of maritime transport and
related matters, cooperation in the fields of fisheries trade, research and
management, aquaculture, education and training, energy, Information Technology,
health, protection of the environment, agriculture, disaster management.
However, the Council of Ministers meeting held in November 2011 in Bengaluru,
India, chose to focus on six specific areas, and thereby broadened IORA’s agenda.
The IORA Charter spells out that this meeting gave a focused direction towards
formulation of a dynamic road map of cooperation, in consonance with the growing
global emphasis on the geostrategic primacy of the Indian Ocean rim. The priority
areas are: (i) Maritime Safety and Security; (ii) Trade and Investment Facilitation;
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(iii) Fisheries Management; (iv) Disaster Risk Management; (v) Academic, Science &
Technology Cooperation; and (vi) Tourism and Cultural Exchanges. Thus, it can be
concluded that IORA has evolved from economic cooperation to other areas which
directly or indirectly relate to strategic issues. As regards the IORA meetings, these
are conducted at the level of Ministers and Officials. It has a secretariat functioning
in Mauritius and has many working groups dealing with various issues. 2 Though the
IORA was conceived essentially to focus on economic cooperation, a closer look at
the regional organisations priority areas as spelt out in 2011 brings out that it has
covered all areas raised in the Sri Lankan proposal – be it economic development;
disaster management, or maritime safety and security.
However, it needs to be acknowledged that when these issues are discussed and
debated at the level of Ministers and officials – rather than at the summit level – its
implementation is not very effective. 5 Interestingly, like Sri Lanka, India recognises
the growing importance of maritime trade in an increasingly globalised world and
supports freedom of navigation and over-flight and unimpeded commerce, based on
the principles of international law as reflected notably in the UNCLOS. India has
urged all countries to show utmost respect for UNCLOS, which establishes the
international legal order of the seas and oceans. India further believes that States
should resolve disputes through peaceful means without threat or use of force.
Unlike Sri Lanka, however, India is of the view that if the Indian Ocean is to occupy a
more prominent place in global political discourse, its best hope is the further
development of the IORA which is soon going to complete 20 years. With 21
members, 7 dialogue partners and two observers, India strongly feels that IORA is
the most obvious platform for trade, socio-economic and cultural cooperation. That
IORA encourages interaction of business, academic institutions, think tanks, scholars
and peoples of the member states to discuss issues of renewable energy, and blue
economy to maritime safety and security, water science etc.
However, like Sri Lanka, India too believes that the regional countries of IOR should
shoulder primary responsibility. It needs to be noted that while supporting IORA,
India is simultaneously developing ties with the countries of the Indian Ocean
Region. Its vision for the Indian Ocean was clearly spelt out by Prime Minister Modi
in Mauritius in March 2015. It says that India, while safeguarding its mainland and
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islands and defending its interests, will ensure a safe, secure and stable Indian Ocean
and make available its capacities to others; it will deepen economic and security
cooperation with its maritime neighbours and strengthen their capacities. It also
envisages collective action and cooperation to advance peace and security and
respond to emergencies. Furthermore, India seeks a more integrated and cooperative
future for the region that enhances sustainable development.3 This Indian Ocean
vision has two sub-texts; one of cooperation and second of India playing an eminent
role in such cooperative efforts. Thus, like Sri Lanka, India too believes in consensus,
cooperation and the littoral countries taking greater initiatives. While India believes
that IORA is the best platform for trade, socio-economic and cultural cooperation; a
closer look brings out 6 that issues of maritime safety and security, which is one of
the six priority areas go much beyond trade and culture.
Thus, there are two agendas in IORA, one explicit which the charter spells out and
one implicit which deals with matters security and strategy Interestingly, in the
Indian Ocean Dialogue (IOD) process which is supported by the IORA Secretariat
and where in IORA officials and representatives of think-tanks and civil society
participate, matters of security, strategy and defence cooperation are discussed. The
first IOD was held in Kochi, India in September 2014 and the second one in
September 2015 in Perth, Australia. The Perth Consensus throws ample light that
issues of security were discussed in this semi-official format. The six key themes
discussed were cooperation in combating maritime transnational crime; maritime
security and regional defence cooperation; regional cooperation in search and
rescue; blue economy as a driver of economic growth; countering illegal fishing; and
cooperation in humanitarian assistance and disaster relief. 4 Thus, in IORA, strategic
issues are being discussed indirectly. That these discussions in the regional
association are not sufficient is reflected in India’s step to come up with its own
vision for the Indian Ocean. Summit level meetings, had they taken place, could have
addressed these gaps to a large extent.
Conclusion Sri Lanka is an important strategically located Indian Ocean littoral
country. This essay argues that its proposal for an Indian Ocean Order; and an
Indian Ocean Assembly wherein the regions political leadership at the highest level
would meet is an important contribution to the debate and discussion regarding the
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security architecture for the Indian Ocean Region. While India seeks to focus on
IORA, the goals of Sri Lanka are no different from that of India. Sceptics might argue
that Sri Lanka’s assertion that no one country should unilaterally shape the strategic
order of the region is directed at India which wants to play a major role
commensurate with its global political standing, its politic0-economic-strategic
interests in the Indian Ocean region and its defence capability, specifically naval
capability. However, this essay argues that there are more convergences than
divergences in the viewpoints of the two countries. Ensuring maritime security,
stability and economic development 7 of the region necessitates an inclusive process
of cooperation and consensus; and the need for the Indian Ocean littorals to decide
their own destiny.
This essay proposes that IORA should institutionalise summit-level meetings to
impart a sense of purpose, direction and ownership. Then, IORA would come closer
to Sri Lanka’s proposal for an Indian Ocean Assembly. Second, strategic issues
should be discussed in IORA during the summit meetings, leading to an
understanding as spelt out in the Indian Ocean Order. To begin with, such issues can
be discussed at an informal level until adequate confidence is developed in the
process, as well as among the IORA members. In this manner, the benefits of an
existing organisation would be preserved; and new ideas like that of an Indian Ocean
Order and an Indian Ocean Assembly would also be incorporated in IORA. The
emerging cooperative architecture would then become more relevant and responsive
to meet the challenges of the Indian Ocean Region.
Source: www.maritimeindia.org, 28 September 2016
China-Russia Naval Exercises in South China Sea
-Manpreet S Chawla
China and Russia conduct regular combined exercises under the military cooperation
mechanism signed in 2005. A bilateral naval exercise in the South China Sea (SCS)
was held in mid-September 2016. Since 2012, the two neighbours have held annual
exercises, with this being the fifth in the series. The earlier exercises were held in the
Yellow Sea (2012), the Sea of Japan (2013),the East China Sea (2014) and in two
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phases in the Mediterranean and the Black Sea (2015). The September 2016naval
drills, code-named ‘Joint Sea-2016’, comprised defensive operations, search and
rescue missions, anti-submarine operations, amphibious missions as well as ‘island-
seizing’ activities, featuring Chinese and Russian marines storming ‘enemy’ beaches
with landing crafts and amphibious tanks, while helicopters carried air mobile
Marines to encircle the ‘enemy’s’ rear. The eight-day exercisewassignificant for
several reasons.
First, this is the first time that the Chinese and Russian naval contingents held
exercises in the SCS. ThePLA Navy’s South Sea Fleet (SSF)formed the bulk of the
forces along with some elements participating from the North Sea and East Sea
Fleets.The drills wereheld in the waters off Zhanjiang, the southernmost city of
Guangdong province, where the SSF is headquartered. The SSF is responsible for
safeguarding of Chinese interests in the SCS.
Second, the announcement in late July of the planned bilateral exercise generated
unease among the many stakeholders in the South China Sea dispute as it 2 followed
closely on the heels of the judgement by the Permanent Court of Arbitration (PCA) in
The Hague. The International Tribunal, in its 12thJuly judgement, rejected Beijing’s
expansive claim in the SCS and provided further grounds for the US to conduct its
so-called ‘freedom of navigation’ operations in the disputed waters. This has
increased the possibility of the SCS becoming a flashpoint in Sino-American
relations. Beijing claims nearly the whole of SCS, but Brunei, Malaysia, the
Philippines, Taiwan and Vietnam have rival claims.
Third, Russia is the only major country to support Beijing over the South China Sea
disputes, and China has been successful in engaging Russia given that it is deprived
of any steadfast allies. Afavourable Russian position on the PCA’s verdict – opposing
any third-party interference in the matter – has helped China score a geopolitical win
with regard to the SCS issue.The ‘Joint Sea-2016’seems to be acoincidental Sino-
Russian response to the geopolitical fallout of The Hague verdict. The alarm over the
location of the exercises appears misplaced as these were conducted in the waters off
the Guangdong province –far from any disputed islands. Similarly, the exercises of
this magnitude are planned well in advance, and the announcement in July 2016 is
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merely a coincidence. The timing also follows a regular pattern of previous exercises
being held in the spring and summer months.
However, a noteworthy feature of the exercise is the growing military cooperation
between China and the Russia on various fronts. The naval facet of this collaboration
is showcasing increasing signs of maturity with the growing complexity of naval drills
in terms of size, equipment, complexity ofexercises and the ‘islandseizing’
components. The ‘Joint Sea-2016’ exercise was held over eight days – an unusually
long duration for bilateral naval exercises clearly signifying the serious of growing
naval cooperation. It is likely the duration of these exercises may have been extended
due to the PCA verdict. The maturing collaboration between the two navies
iscausingconcern among the region’s major stakeholders.
These drills are also the first that China conducted with a foreign navy after initiating
new military reforms in December 2015 and January 2016. Xi Jinping ordered
reorganisation of the previous People’s Liberation Army (PLA) structure built around
seven military regions into five integrated‘theatre commands’ with an aim to make
PLA a more efficient and capable war-fighting 3 machine. It is likely that the naval
drills were attempted to assess the newly integrated organisation and the
preparedness of the PLA Navy for operating under the reformed structure. This is
also a first for the PLA Navy in terms of exercises conducted in the South China Sea
with a major power; by inviting Russia to conduct bilateral naval exercises in the
SCS, even if far from the disputed islands, China has set a precedent – allowing other
major naval powers to conduct similar bilateral or multilateral naval exercises with
the littorals of the South China Sea.
Source: www.maritimeindia.org, 29 September 2016
