which naval activities can be coordinated <strong>and</strong> power projected ashore, changing <strong>the</strong> scope <strong>of</strong> sea-based operations. This too will continue to happen. New types <strong>of</strong> adversaries that frequently use <strong>the</strong> maritime environment have also emerged, including terrorists <strong>and</strong> non-state actors (organised crime, human smugglers, <strong>and</strong> drug cartels), <strong>and</strong> older ones have returned (pirates). <strong>The</strong>re are, none<strong>the</strong>less, common reference points, for alongside this dynamic <strong>the</strong> purpose <strong>of</strong> waging war at sea remains unchanged. Its object, <strong>the</strong> British strategist Julian Corbett wrote, “must always be directly or indirectly to secure <strong>the</strong> comm<strong>and</strong> <strong>of</strong> <strong>the</strong> sea or to prevent <strong>the</strong> enemy from securing it.” 16 16 Julian S. Corbett, Some Principles <strong>of</strong> <strong>Maritime</strong> Strategy (Longmans, Green <strong>and</strong> Co.: London, 1911), p. 87. 4 DRDC-RDDC-2016-R085
2 <strong>The</strong> <strong>Maritime</strong> <strong>Environment</strong> as a Global Commons In April 2015, <strong>the</strong> Group <strong>of</strong> Seven (G7) Foreign Ministers issued a Declaration on <strong>Maritime</strong> Security. It stated that “<strong>the</strong> maritime domain is a cornerstone <strong>of</strong> <strong>the</strong> livelihood <strong>of</strong> humanity, habitat, resources <strong>and</strong> transport routes (…) As <strong>the</strong> world’s population grows, our reliance on <strong>the</strong> oceans as a highway for commerce <strong>and</strong> a source <strong>of</strong> food <strong>and</strong> resources will increase even more. <strong>The</strong> free <strong>and</strong> unimpeded use <strong>of</strong> <strong>the</strong> world’s oceans undergirds every nation’s journey into <strong>the</strong> future.” 17 To a considerable extent, that has always been true. Humanity has depended on access to <strong>the</strong> oceans for its survival <strong>and</strong> development. It is for this reason that an estimated 80 percent <strong>of</strong> <strong>the</strong> world’s urban areas are within <strong>the</strong> littorals. 18 In our increasingly globalised world, this interaction is also evident in <strong>the</strong> use <strong>of</strong> <strong>the</strong> seas to access supply <strong>and</strong> labour markets: today, cotton grown in <strong>the</strong> US can be shipped to African mills, <strong>and</strong> <strong>the</strong>n to Asian clothing factories before being returned to <strong>the</strong> US retail market. 19 <strong>The</strong> seas are both an important engine <strong>of</strong> state income (e.g., Suez Canal tolls provide 11 percent <strong>of</strong> Egypt’s revenue 20 ) <strong>and</strong> a vital artery delivering more than 50 percent <strong>of</strong> oil, <strong>the</strong> lifeblood <strong>of</strong> <strong>the</strong> global economy. 21 Merchant shipping is no longer as closely aligned with national flags as it once was, but <strong>the</strong> stake that every country has in a smoothly functioning global maritime trading system has none<strong>the</strong>less grown. It can be argued, <strong>the</strong>refore, just as <strong>the</strong> G7 Foreign Minister’s declaration implied, that countries share a common interest in protecting both “manufacturing nodes <strong>and</strong> resources nodes”, as well as <strong>the</strong> security <strong>of</strong> <strong>the</strong> sea lines <strong>of</strong> communication (SLOCs) <strong>and</strong> ports <strong>of</strong> entry. 22 Additionally, <strong>the</strong>re is no doubt that many people in societies around <strong>the</strong> globe today view <strong>the</strong> maritime environment as a patrimony to be protected <strong>and</strong> preserved for future generations. That outlook underscores an important difference between how we have traditionally distinguished between <strong>the</strong> Earth’s l<strong>and</strong> surface <strong>and</strong> its oceans, where <strong>the</strong> former is almost completely divided among sovereign states, <strong>and</strong> <strong>the</strong> latter has until recently remained largely uncontrolled. <strong>The</strong> Dutch jurist, Hugo Grotius (1583–1645), called <strong>the</strong> oceans “an open access, common pool” in his classic treatise, Mare Liberum (tr. freedom <strong>the</strong> seas). 23 It was this distinction that eventually led to <strong>the</strong> conceptualisation <strong>of</strong> <strong>the</strong> ocean space, both <strong>the</strong> waters <strong>and</strong> <strong>the</strong> resources within, as a “common 17 G7 Foreign Ministers’ Declaration on <strong>Maritime</strong> Security, Lubeck, Germany, 15 April 2015, p. 1. 18 <strong>The</strong>re is no formal agreement on what constitutes a littoral zone. For <strong>the</strong> purposes <strong>of</strong> this paper it is defined as “coastal sea areas <strong>and</strong> that portion <strong>of</strong> <strong>the</strong> l<strong>and</strong> which is susceptible to influence or support from <strong>the</strong> sea, generally recognised as <strong>the</strong> region which horizontally encompasses <strong>the</strong> l<strong>and</strong>-watermass interface from 100 kilometres (km) ashore to 200 nautical miles (nm) at sea, <strong>and</strong> extending vertically into space from <strong>the</strong> bottom <strong>of</strong> <strong>the</strong> ocean <strong>and</strong> <strong>the</strong> l<strong>and</strong> surface.” See Chief <strong>of</strong> <strong>the</strong> <strong>Maritime</strong> Staff, Leadmark: <strong>The</strong> Navy’s Strategy for 2020 (Ottawa, June 2001), p. 3. 19 This example is mentioned in James J. Corbett <strong>and</strong> James Winebrake, <strong>The</strong> Impacts <strong>of</strong> Globalisation on International <strong>Maritime</strong> Transport Activity, Paper presented at <strong>the</strong> Global Forum on Transport <strong>and</strong> <strong>Environment</strong> in a Globalising World, 10–12 November 2008, Guadalajara, Mexico, [accessed on 15 September 2014 at www.oecd.org/greengrowth/greening-transport/41380820.pdf], p. 7. 20 Sloggett, <strong>The</strong> Anarchic Sea, p. 50. 21 See “Quantities <strong>and</strong> Modes <strong>of</strong> Transport”, Black-Tides.com, no date [accessed on 21 November 2012 at www.black-tides.com/uk/oil/transport-oil/quantities-modes-transport.php]. 22 This argument is found, for example, in Robert C. Rubel, Corbett Paper No. 11 - Navies <strong>and</strong> Economic Prosperity – <strong>the</strong> New Logic <strong>of</strong> Sea <strong>Power</strong> (King’s College: London, October 2012). 23 Quoted in Michael Orbach, “Beyond <strong>the</strong> Freedom <strong>of</strong> <strong>the</strong> Seas: Ocean Policy for <strong>the</strong> Third Millennium”, Oceanography, Vol. 16, No. 1, 2003, p. 21. DRDC-RDDC-2016-R085 5
- Page 1 and 2: The Future Maritime Operating Envir
- Page 3 and 4: Abstract … Drawing upon a wide ar
- Page 5 and 6: Table of Contents Abstract … ....
- Page 7 and 8: List of Figures Figure 1: One World
- Page 9 and 10: Acknowledgements I am grateful to a
- Page 11 and 12: 1 Introduction 1 The maritime envir
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- Page 17 and 18: finfish and shellfish are farmed. 3
- Page 19 and 20: 2.2 Undersea Communications and Min
- Page 21 and 22: esources) there will be continued g
- Page 23 and 24: 2.4 Regulation of Ocean Space The U
- Page 25 and 26: 3 Challenges to Order in the Mariti
- Page 27 and 28: impossible, and certainly not a sho
- Page 29 and 30: esult, confrontations between gover
- Page 31 and 32: 3.2 Submarine Cables Given their si
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- Page 35 and 36: of al Qaeda had tried to buy into a
- Page 37 and 38: 3.4.1 Chokepoints The existence of
- Page 39 and 40: There is, moreover, a major securit
- Page 41 and 42: In some regions, such as off the Ho
- Page 43 and 44: will not be reduced by decisions of
- Page 45 and 46: EEZ and protected it by using more
- Page 47 and 48: access. 173 They will also alter th
- Page 49 and 50: ecently noted, “[e]conomic growth
- Page 51 and 52: evenue. Despite improvements in Sin
- Page 53 and 54: Table 4: Overview of Major Indo-Pac
- Page 55 and 56: 4.2 US Decline and Sino-US Competit
- Page 57 and 58: joint statement regarding Beijing
- Page 59 and 60: order upheld by the US since 1945 p
- Page 61 and 62: population uncomfortable with a rev
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including the freedom of the seas.
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premiums for the NSR make the voyag
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activity in the Arctic could preced
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Alongside the impact of Russian pol
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5 Mitigating the Challenges Maritim
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Even in areas that directly intrude
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6 The Role of Navies What is the ro
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The Royal Canadian Navy (RCN) is an
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More recently, a Chinese naval frig
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6.4 Sea Control and Sea Denial 343
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quite possibly, the sea denial capa
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detection and counter-detection. It
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Whether they are conventional or nu
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theorists that confronting a modern
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The development of cyber capabiliti
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middle-Power navies will be unable
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those hostilities ended asserted th
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maritime patrol aircraft in controv
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traditional maritime Powers. For ri
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References .. Primary Sources Arcti
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_____, Congressional Budget Office.
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Clark, Bryan. The Emerging Era in U
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Krepinevich, Andrew. Why AirSea Bat
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Till, Geoffrey. Seapower - A Guide
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Burnett, Douglas R., Tara M. Davenp
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Grygiel, Jakub J.. “The Dilemmas
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Montgomery, Evan Braden. “Contest
- Page 119 and 120:
Weir, Gary E.. “The answer may be
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“Indian Navy Plans to Acquire 50
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“Pew, National Geographic Applaud
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