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XII REGIONAL SEAPOWER SYMPOSIUM - Venice 15-18 october 2019 Supplemento alla Rivista Marittima Aprile 2020 of theXIIREGIONAL SEAPOWER SYMPOSIUM del XIIREGIONAL SEAPOWERSYMPOSIUM REPORT OFPROCEEDINGS MARINA MILITARE ITALIANA Venezia 15-18 ottobre 2019 Venice 15-18 october 2019 ITALIAN ATTI

REPORT OF PROCEEDINGS of the XII REGIONAL SEAPOWER SYMPOSIUM

Venice 15-18 october 2019 Il Capo di Stato Maggiore della Marina

I am writing the foreword of the Proceedings of the 12th Regional Seapower Symposium in a moment when the COVID-19 pandemic is striking indiscriminately peoples across the globe, causing death, suffering and unprecedented recession. Only a few months ago, I had the opportunity and the privilege to meet Chiefs of and representatives of the global maritime system in Venice, discussing with them, in the common interest, the challenges and opportunities of this 21st century, the Blue Century. I believe more than ever that the free, open and constructive debate we had last October represents today not only a concrete analysis of the present time, but also a mutual commitment for future rebirth. Our Navies are indeed expected to play even a more decisive role with a view to the global economic recovery, because everything, I say, everything goes by sea. The pandemic itself, in all its tragic nature, indicates the need to act jointly, under any flag. During these days, I have repeatedly thought over what I said in my closing remarks, “We must face challenges together, because this is our only chance to overcome them. We must use our extraordinary potential in order to increase national and collective resilience, while ensuring the wellbeing and prosperity of our societies”. Indeed, the only way to overcome this new deadly global challenge is being even more united, pursuing maximum cooperation. This is a very delicate phase, not only for , but also for the whole world, and none better than a sailor can appreciate at once the global impacts of phenomena, even those that may even be remote or little known. As always happens, this has been a sudden crisis to which the has reacted with the readiness that is the raison d’etre of the naval service itself. The Navy’s available resources have been therefore immediately deployed to support the country, in a wider joint and inter-institutional context. Once again, we share the same exceptional sense of cohesion and spirit of responsibility that are peculiar to us, seafaring men and women. As individuals, but also at team or crew level, we are used to the difficulties of a life that offers little leisure, always ready to face the sudden fury of the elements. In this spirit, I immediately felt the need to share initiatives and lessons learned with all the Chiefs of Navies, with a view to address this emergency in which Italy has been one of the first countries to be hit. I am therefore serenely sure that solidarity and self-confidence will help us now and in the next future to fight and win against any adversary, even insidious and invisible such as this. Let me conclude these few lines with the certainty that we will gather on occasion of the next Symposium with the determination and pride of having done our duty, at any latitude, against a common enemy and shared problems. Therefore, I hereby present the readers the Proceedings of the 12th Regional Seapower Symposium, a substantial evidence of different points of view that are now extremely topical, also in view of the unexpected and fearsome challenge we have been facing today. Giuseppe CAVO DRAGONE

NOTE

The compendium of the Symposium writings consists of the whole versions, both in Italian and English (from page 117, of all the presentations offered during the XII Regional Seapower Symposium. The original texts (taped by the interpreters) have been translated in Italian and English, trying to match the original content as expressed by the speakers as much as possible. All drawings and tables not essential to understand the texts have been removed to lighten the content. TABLE OF CONTENTS

INDICE

pag.

Official delegations 125

WELCOMING REMARKS 129 Admiral Giuseppe Cavo Dragone Chief of the Italian Navy Staff 132 General Enzo Vecciarelli Chief of Defence Staff 134 Dott. Giuseppe Bono CEO of Fincantieri S.p.A. 136 Dott. Alessandro Profumo CEO of Leonardo S.p.A.

FIRST SESSION THE INTERNATIONAL LAW OF THE SEA: FROM MONTEGO BAY TO A NEW MODEL? THE IMPACT ON NAVIES AND OTHERS

Chairman Introduction 139 Brigadier General Jeffrey Curmi of

Admiral Christophe Prazuck 140 Chief of the

Admiral Julio Leiva Molina 142 Commander in Chief of the Chilean Navy

V. Admiral Nikolaos Tsounis 145 Chief of the General Staff

Admiral Teodor López Calderón 149 Chief of Staff of the

R. Admiral Abderraouf Atallah 151 Chief of Staff of the Tunisian Navy

122 XII REGIONAL SEAPOWER SYMPOSIUM TABLE OF CONTENTS

Admiral Anthony Radakin 154 First Sea Lord and Chief of the Naval Staff of the UK Navy

R. Admiral Narciso Fastudo Junior 156 Deputy Executive Director International Coordination Centre, Gulf of Guinea

Professor Andrea Margelletti 158 President of Ce.S.I. - International Study Center

SECOND SESSION SHAPING OUR NAVIES LOOKING AT THE BLUE GROWTH. NEW CAPABILITIES AND TRADITIONAL ROLES: HOW TO FIND THE RIGHT BALANCE BETWEEN LOW AND HIGH END

Chairman Introduction 163 Admiral António Maria Mendes Calado Chief of Portuguese Naval Staff

Admiral Hiroshi Yamamura 165 Chief of Staff of Japan Maritime Self Defence Force

Admiral Josè Luis Villan 168 Chief of the General Staff of the Argentine Navy

V. Admiral Eliyahu Sharvit 171 Commander of the Israeli Navy

R. Admiral Murat Dinçman 173 Director of Strategy Planning and Project Management of the Turkish Navy

Mr. Francesco Beltrano 175 Port and infrastructure service manager of CONFITARMA

THIRD SESSION THE EVOLUTION OF THE SEAPOWER IN THE BLUE CENTURY: THE MARITIME DOMAIN AS KEY ENABLER TO ENHANCE RESILIENCE. CHALLENGES AND OPPORTUNITIES

Chairman Introduction 179 Admiral Ilque Barbosa Junior Commander of the Brazilian Navy

Admiral Michael M. Gilday 181 Chief of Naval Operations of the US Navy

R. Admiral Houbin Wang 184 Deputy Commander of the People’s Liberation Army Navy

Major General Abdullah Hassan Al-Sulaiti 186 Commander of Qatar Emir Naval Forces

XII REGIONAL SEAPOWER SYMPOSIUM 123 TABLE OF CONTENTS

V. Admiral Sergey Lipilin 187 Deputy Commander Black Sea Fleet

Admiral Inspector Antonio Basile 190 Deputy Commander of the Italian

Professor Edward Luttwak 192

FINAL REMARKS

Historical presentation of the Squadratori Room of the Arsenale of Venice 197 Mrs Patrizia Rigo

Admiral Dario Giacomin 198 Deputy National Armament Director

Mrs Laura Parducci 200 Event Manager of Sea Future

Admiral Giuseppe Cavo Dragone 202 Chief of the Italian Navy Staff

Executive Summary 205

Takeaways 217

124 XII REGIONAL SEAPOWER SYMPOSIUM OFFICIAL DELEGATIONS

OFFICIAL DELEGATIONS

ALBANIA - Artur MEÇOLLARI Commander of Albanian Naval Forces - Vice Admiral Augusto PEDRO Commander of the Operational Naval Fleet of the Angolan Navy ARGENTINA - Admiral Josè Luis VILLAN Chief of the General Staff of the Argentine Navy BAHRAIN - Brigadier General Sh. Mashaal ALKHALIFA HoD of the Royal Bahrain Naval Forces BANGLADESH - Commodore Mohammad MUSA Naval Administrative Authority Dhaka BELGIUM - Wim ROBBERECHT Commander of the BRAZIL - Admiral Ilques BARBOSA jr. Commander of the Brazilian Navy BULGARIA - Rear Admiral Kiril MIHAYLOV Commander of the CAMEROON - Rear Admiral Jean MENDOUA Chief of Staff of the Cameroonian Navy CANADA - Vice Admiral Art McDONALD Commander of the CHILE - Admiral Julio LEIVA MOLINA Commander in Chief of the Chilean Navy CHINA -Vice Admiral Houbin WANG Deputy Commander of the People’s Liberation Army Navy CYPRUS - Commodore Charalampos CHARALAMPOUS Commander of the Cypriot Navy COLOMBIA - Vice Admiral Evelio Enrique RAMIREZ GAFARO Commander of the Colombian Navy CONGO - Captain Renè NGANONGO Chief of Staff of the Congolese Navy IVORY COAST - Rear Admiral Celestin NGUESSAN KOUAME Chief of Staff of the Ivory Coast Navy CROATIA - Rear Admiral Ivo RAFFANELLI Commander of the ECUADOR - Rear Admiral Amilcar VILLAVICENCIO PALACIOS Naval Operations Commander, Chief of First Naval Area EGYPT - Rear Admiral Mohamed AHMED MOHAMED MAHMUD Chief of the Operations Department UNITED ARAB EMIRATES -General Jamal Mohammad ALAMERI UU.AA.EE. Defence Attaché in Italy RUSSIAN FEDERATION - Vice Admiral Sergey LIPILIN Deputy Commander Black Sea Fleet FRANCE - Admiral Christophe PRAZUCK Chief of the French Navy - Vice Admiral Andreas KRAUSE Chief of the - Vice Admiral Nikolaos TSOUNIS Chief of the Hellenic Navy General Staff INDIA - Colonel Rohit TEOTIA Indian Defence Attaché in Italy INDONESIA - Captain Wachyad WACHYAD Indonesian Defence Attaché in Italy IRAN - Colonel Reza KHALILZADEH Iranian Defence Attaché in Italy ISRAEL - Vice Admiral Eliyahu SHARVIT Commander of the Israeli Navy ITALY - General Enzo VECCIARELLI Chief of Staff of the Italian Defense ITALY - Admiral Giuseppe CAVO DRAGONE Chief of Staff of the Italian Navy JAPAN - Admiral Hiroshi YAMAMURA Chief of Staff of Japan Maritime Self Defence Force JORDAN - Brigadier General Ibrahim ALNA’EMAT Commander Royal Jordanian Naval Force LIBYA - Rear Admiral Abd Al Hakim Mohammad Ali ABU HULIA Chief of Staff of the MALTA - Brigadier Jeffrey CURMI Commander of the Armed Forces of Malta MOROCCO - Rear Admiral Abdenbi BAKADIR Deputy Commander of MAURITANIA - Captain Sidi Hanena ABOUBEKRINE Deputy Chief of the Navy MEXICO - Rear Admiral Francisco Javier BRINGAS FRANCO Mexican Defence Attaché in Italy - Commander Vesko TOMANOVIĆ Commander of the NIGERIA - Rear Admiral Ibikunle OLAIYA Director of Operations Naval Headquarters - Vice Admiral Rob KRAMER Commander of the OMAN - Captain Said Bin Nasser AL FARSI HoD of the of Oman PAKISTAN - Rear Admiral Abdul SAMAD Deputy Chief of Naval Staff, Training & Evaluation PERÙ - Rear Admiral Josè MORENO GONZALES Peruvian Defence Attaché in Italy

XII REGIONAL SEAPOWER SYMPOSIUM 125 OFFICIAL DELEGATIONS

PORTUGAL - Admiral Antònio Maria Mendes CALADO Chief of Portuguese Naval Staff QATAR - Major General Abdullah Hassan AL SULAITI Commander of Qatar Emiri Naval Forces UNITED KINGDOM - Admiral Anthony David RADAKIN First Sea Lord and Chief of the Naval Staff ROMANIA - Vice Admiral Alexandru MÎRȘU Chief of the SINGAPORE - Rear Admiral Chuen Hong LEW Chief of the Republic of Singapore Navy SLOVENIA - Commander Bogomir TOMAŽIČ Commander Slovenian Naval Unit SPAIN - Admiral Teodoro Esteban López CALDERÓN Chief of Staff of the Spanish Navy SRI LANKA - Rear Admiral Noel KALUBOWILA Commander Southeastern Naval Area - Rear Admiral Jens NYKVIST Chief of Royal THAILAND - Commander Kitti HANPAKDEE Thailandese Defence Attaché in Italy TUNISIA - Rear Admiral Abderraouf ATALLAH Chief of Staff of the Tunisian Navy TURKEY - Rear Admiral Murat DINÇMAN Director of Strategic Planning and Project Management UKRAINE - Vice Admiral Andrii TARASOV Chief of Staff - First Deputy Commander UNITED STATES OF AMERICA - Admiral Michael GILDAY Chief of Naval Operation US NAVEUR/US NAVAFR (JFC NAPLES) - Admiral James G. FOGGO SEGRETARIATO GENERALE DELLA DIFESA - DIREZIONE NAZIONALE DEGLI ARMAMENTI - Vice Admiral Dario GIA- COMIN Deputy Secretary General of Defense and National Deputy Director of Armaments EU NAVFORMED - Vice Admiral Enrico CREDENDINO COMANDO GENERALE DELLE CAPITANERIE DI PORTO - Rear Admiral Antonio BASILE Deputy Commander of the Italian Coast Guard CONFITARMA - Confederazione Italiana degli Armatori - Mr. Francesco BELTRANO Port and infrastructure service manager of CONFITARMA FERDERPESCA - Mr. Luigi GIANNINI FINCANTIERI - Mr. Giuseppe BONO CEO of FINCANTIERI S.p.A. LEONARDO - FINMECCANICA - Mr. Alessandro PROFUMO CEO of Leonardo S.p.A. COM MARCOM - Vice Admiral Keith BLOUNT ICC - GULF of GUINEA Interregional Coordination Center - Rear Admiral Narciso FASTUDO jr. Deputy Executive Di- rector International Coordination Centre, Gulf of Guinea Senator Lorenzo FORCIERI (President Liguria Ports Alliance - LPA) GULF OF GUINEA INTER REGIONAL NETWORK - Rear Admiral Bertrand DEMEZ Coordinator of Gulf of Guinea Inter- regional Network, GoGIN CASD - Centro Alti Studi per la Difesa - Rear Admiral Stefano TADDEI Ce.S.I. - Centro studi internazionali - Prof. Andrea MARGELLETTIPresident of Ce.S.I. (International Studies Centre) MAECI - Mr. Daniele BOSIO Coordinator for Maritime Affairs and Security MIT - Mr. Costantino FIORILLO; Prof. Edward LUTTWAK EU Military Staff - Captain Daniele MARTINUZZI ELT elettronica - Ing. Domitilla BENIGNI Chief Operating Officer Sea Future -Mrs. Cristiana Pagni (President) Mrs. Laura Parducci (Event Manager) Arsenal of Venice -Mrs. Patrizia Rigo

126 XII REGIONAL SEAPOWER SYMPOSIUM

WELCOMING REMARKS

XII REGIONAL SEAPOWER SYMPOSIUM 127

WELCOMING REMARKS

Opening Address by Admiral Giuseppe Cavo Dragone

Chief of the Italian Navy Staff

Welcome to this 12th edition of the Regional Seapower Symposium. First of all, personally and on behalf of the entire Italian Navy, I would like to express my respectful gratitude to the Chief of Defence, General Enzo Vecciarelli, for being here with us today. Let me also express my highest appreciation to the great “Blue Brotherhood”, which has gathered here today. Thank you everybody This edition of the Regional Seapower Symposium marks a record: 55 Navies, among them, almost 34 are represented by their Chiefs, a highly qualified and experienced audience that will certainly empower the Regional Seapower Sym- posium scope and goals for the sake of the Maritime community. I would like also to extend a special welcome to the Navies attending this Symposium for the first time: Bahrain – rep- resented by Brigadier General Mashaal Alkhalifa; Cameroon - with his Chief, Rear Admiral Jean Mendoua; Republic of Congo - with his Chief, Captain René Nganongo; Ivory Coast – with his Chief, Rear Admiral Cèlestin Nguessan Kouame; Oman – represented by Captain Said bin Nasser Al Farsi and Thailand - represented by Commander Kitty Hanpakdee. Thank you for being here today. I am looking forward to hearing your thoughts. I would also thank all other representatives, both military and non-military, including international organizations, agencies, companies, academic institutions and other stakeholders. I am eager to share your valuable perspectives and take advantage from your appreciated suggestions. This is probably the greatest value for the Symposium: meeting together, exchanging different opinions, finding com- mon solutions, in an open and relaxed environment. Together, we are going to build up a brilliant dialogue based on trust, respect and a stubborn resolution to achieve shared and agreed outcomes. I do believe that no other venue could foster our thoughts better than Venice! In this beautiful city, one of the most glorious and forefront Maritime power raised and ruled, the Serenissima Repubblica, which based its wellbeing on safe- trades along many sea-lines, cultural relations and cooperation, not forgetting the astonishing skills in designing, building, maintaining and manning vessels around the . A long success story sustained by a balanced synergy between a refined diplomacy and expeditionary naval power. Look at this place! Here in the Arsenale, each single brick smells salty and encases fragments of history. This will definitely inspire our efforts. Back to us… All of us know how crucial the maritime domain is for global growth and prosperity. The precondition for the so-called “Blue Growth” is the ability to allow free and safe access to the sea continuously. Nowadays, the sustainable development and inclusive progress of our countries, heavily relies on safe and secured oceans. Over 90% of global trades travel by sea, around 80% of the world population lives within 200 km from the coast. Oceans and seabeds pro- vide more and more resources, while 90% of the worldwide telecommunication traffic runs through a strategic network of underwater cables. Indeed, the maritime domain has become more connected, providing significant opportunities for growth and prosperity, but also more contested, where recent trends such as resources competition, population growth and climate change are posing new challenges, and governmental and non-governmental actors pressingly claim growing rights on the sea.

XII REGIONAL SEAPOWER SYMPOSIUM 129 WELCOMING REMARKS

After some decades, when the world was apparently running through the path of total globalization, we are now ob- serving quite an opposite trend – i. e. a regionalized world – meaning that geopolitical, economic and social fractures are arising. Although communication networks and commercial flows are still getting more and more complex and world binding, competitors, especially at the regional level, are steadily growing in number and assertiveness. The new battlefields are often the gaps and the grey areas in the current legal frameworks. In addition, much of these new geo- political postures are spreading throughout the seas, coupled with a bold application of international rule of law, which is often national-interest oriented. That is why we are posing the question about the current relevance of the actuality of Montego Bay Convention (UNCLOS). Nowadays, the open sea, essential for free commercial and energetic trades is shrinking, disputes for maritime boundaries are arising in many regional areas as possibly the outcome of regional powers’ strategies. At the same time, the above- mentioned geopolitical rebalancing is turning, at the military level, into the development of new vessels along with new weapons. This is especially true in the Anti Access/Area Denial, i. e. the well-known A2AD, denial field resulting in a challenge for the free and peaceful employment of the open sea. Out of this, the question arise: how to develop new Navy’s capabilities to balance low and high-end roles? New Navy’s roles that need to fit more the modern world’s trends, where regional fric- tions are increasingly taking the scene. So, do we need to redefine the concept of “sea power” in light of new emerging trends? I consider extremely important to go deeper in this enquiry, because it contributes to shape our roles and tasks within the broader maritime scenario. That is why I deem the 2019 team of the Regional Seapower Symposium, the best suited for achieving our goals, shaping our Navies for the Blue Century. This is what we will be discussing the next three days, through a frank, positive and proactive confrontation on the present and future challenges we are facing. In this, we are exploiting, at our best, what is a traditional, but also extremely modern Navy role: Diplomacy and this was the basement upon which sessions have been built. The main subject has been envisioned to inspire our debate on the role of our Navies in the current maritime landscape, emphasizing the opportunities offered by the sea and identifying its new security challenges along with the strategies that we must deploy to counter them. The aim is to analyse the possible role and future of modern Navies, considering the present scenario of instability and conflicts and various opportunities offered by the Blue Century. We will highlight the need to develop a more inclusive and balanced approach within the wider maritime community, in order to broaden the maritime cluster and to fight “sea blindness” in our society. Safer seas means greater progress and prosperity for our country and for the entire world! The works will unfold in three sessions focusing respectively on the international legal framework, the roles and capa- bilities of future Navies and the possible evolution of the concept of Sea Power. In details: The first session titled: “The internal law of the sea from Montego Bay to a new model, the impact of Navies and others”, chaired by the Chief of the Armed Forces of Malta, Brigadier Curmi, and we will see the qualified contribution of France, Chile, Greece, Spain, Tunisia, UK, ICC, and there will be a final insight by professor Margelletti. The second session: “Shaping our Navies, looking at the blue growth, new capabilities and traditional roles. How to find a right balance between low and high end” led by Admiral António Maria Mendez Calado, Chief of the Portuguese Naval Staff. We also will take advantage of the support of Japan, Argentina, Israel, Turkey and Italian owners associations. The third session: “The evolution of sea power in the Blue Century, the maritime domain as a key enabler to enhance resilience. Challenges and opportunities”, managed by Admiral Ilquez Barbosa Jr, Commander of the Brazilian Navy, with USA, China, Qatar, Russian Federation, and closing remarks provided by professor Edward Luttwak. Alongside the traditional words of the Symposium, this edition is taking advantage of some collateral events in the wake of a growing tradition, which aims to “exploit” at the best the presence of such distinguished guests. The third meeting of the Navy Chief of the Adriatic and Ionian Initiative, which took place yesterday after a ministerial meeting of the ADRION Ministries of Defence and provided fruitful guidance for the future of a successful initiative. The European Carrier Group Interoperability Initiative CHON meeting, where suitable actions will be identified to revamp and consolidate a strategic initiative for a generative carrier group in a European dimension. The second meeting of the Technical Leading Navies of the Trans- Regional Maritime Network, to discuss the possible evolution in a federative perspective.

130 XII REGIONAL SEAPOWER SYMPOSIUM WELCOMING REMARKS

The high-level education CHON meeting, meeting, which I consider very important to share and strengthen common values for the benefit of a new leadership of our Navies. The signature of the note of accession to Trans-Regional Maritime Networks by the Pakistani Navy, which will take place later this morning. I would like to close, borrowing some of the words of our Head of the Italian Republic, President Mattarella, which said something that is very close to my heart and that I believe you will appreciate as well. Therefore, let me quote his words as follows: “the action of the Navy is invaluable. It is an element, and a fundamental support of the life of our Repub- lic,… and of the life of any Country, I would also add”!

XII REGIONAL SEAPOWER SYMPOSIUM 131 WELCOMING REMARKS

Opening Address by General Enzo Vecciarelli

Chief of Defence Staff

Distinguished guests, Fellow Chief of Navies and Coastguards, Dear friends, on behalf of the , I would like to express my sincere warmest welcome to all of you and let me show you also my appreciation to a real good friend of mine, the Chief of the Italian Navy, Admiral Giuseppe Cavo Dragone, and especially all these people for organizing, with real commitment and passion, the 12th edition of the Regional Seapower Symposium. Venice is certainly an inspiring place to hold this meeting, and staying together in a friendly environment it is already a great success. Thank you all for organizing this! In this city, a few centuries ago, the extraordinary men from the lagoon, with a vision “outside the box”, saw the resource of security and prosperity in the open seas rather than striving for a “borderization” of the maritime space. In doing so, their key to success was the ability to combine military, economic, commercial, informational and diplomatic power, just what today we call the DIME (Diplomatic, Informative, Military and Economic) model to project power. Just like these great sailors, merchants and diplomats, I invite you to think about the Blue Century as a common and unique opportunity to consolidate peace, prosperity and dialogue globally. In this light, I invite you to deepen your thoughts and discussions on the Mediterranean and the Black Sea as they surely represent a strategic importance to link different continents. In fact, they are crossroads of cultural exchanges, trade roads and energy resources; they are areas that ensure to land-logged countries vital accessibility to the sea. In few words, places where wide strategic in- terests converge. They are also two basins were global challenges reverberate, in fact in the Mediterranean and in the Black Sea, we can see the effect of strategic competition, demographic pressure, illegal migration, water shortage, un- sustainable development, desertification, climate change, urbanization, food insecurity, health crisis and every kind of critical issues that we can foresee. Against this background, the international community is called upon to find some solution and to catch opportunities as well as to face the challenges and to prevent and to contain the development of crisis. So, the question is: Which choice do we have? Should we increase our national spotted control over blue-waters, in order to try to safeguard each own interest with narrow views? On the other hand, is it perhaps better to work for a multinational-shared approach, gathering everyone’s interests in a single strategy, animated by a broader view? Indeed, no single nation can be suc- cessful if stays alone. We need to foster the great potential of the whole Mediterranean basin, aiming at a common strategy for sustainable development. To maintain this area free and stable, we need to share information to develop interoperability and to exchange best practices, all together, with the objective to reinforce the role of the strategic basins and to safeguard the sea-line communication around them, therefore facilitating the linking between nations and cultures. And this should be only the beginning, broadening indeed our horizon, is clear that the maritime domain as a whole is the key player for inclusive growth and prosperity of the entire globe. Safe, secure and free seas and oceans remain the basic requirement for a sustainable and lawful development of our countries, communities and economics. We all know that our economic bound find in the maritime a real powerful place for investment. International organ- izations are actively involved in this field too. I am aware that a certain number of activities are going on, and other are going to be launched. For example, in the , the new initiative for a coordinating maritime presence, or

132 XII REGIONAL SEAPOWER SYMPOSIUM WELCOMING REMARKS the European Maritime Cooperation in NATO, the continuous and revitalized implementation of the Alliance Maritime Strategy and the Operation Sea Guardian. Moreover, both the organization considered the maritime capacity building a corner stone for the cooperative security at sea. These are all signs of the importance that the Western International community places on the sea, its use and its exploitation. By looking optimistically at the future through “blue lenses”, I am confident that you will thoughtfully underline the need for a more comprehensive approach within the broader maritime community and a clear and full assessment of the legal framework that characterize the maritime sector. Coming to the topic of this edition, shaping our Navies for the Blue Centuries, I believe that the technological innovation is the key and this requires structured and firm commitment of all countries worldwide, in identify the best pathways to design and craft future systems. In my mind, rather small, agile, multi-purposed platforms, maritime unmanned system, balance and exploitation of digitalization and new technologies, including artificial intelligence for the man- agement of big data, offer countless opportunities in the maritime domain. All this, will increasingly characterize the modern world and they will certainly become the central components of the future Navies. However, this is not satisfactory by itself. The professionalism of our sailors, their commitment, and the vision in the decision-making capacity of our at sea will remain our centre of gravity. Furthermore, our Navies should maintain the traditional flexibility, preserving their wide range of tools, spending from naval diplomacy to expeditionary naval power in order to provide for our political leaders all the best option to solve emerging crisis. This Symposium offer the opportunity to share all these thoughts, and elaborate on them by adding other and even more interesting views and considerations. Surely, we can aim at identifying areas of common interest and spaces for common efforts to keep working on together in the near future. In closing, I want to thank you all, once again, for your participation and let me express in advance my gratitude to all the sessions’ chairmen and speakers. I am sure that the debate will be dynamic, free and productive, as we all the desire to see our seas free and secure.

XII REGIONAL SEAPOWER SYMPOSIUM 133 WELCOMING REMARKS

Introductive Speech by Dott. Giuseppe Bono

CEO of Fincantieri S.p.A.

General Enzo Vecciarelli, Admiral Cavo Dragone, Chiefs of Staff of the foreign Navies. I am addressing this Symposium in my capacity as ship builder, to speak about something that is before our very eyes. The ship building industry (naval and civilian) is experiencing a phase of technological discontinuity fuelled by the need to respond to new demands and threats, to use effectively digital technology and new materials sourced from other sectors, and to comply with new rules and regulations that aim at achieving a greener maritime industry. This is the starting point for some thoughts that I wish to share with you today. Maritime vessels, especially naval vessels, are products that are becoming increasingly complex in terms of automation and new technology integration. A naval vessel is a combination of advanced generation, propulsion, platform, combat, survival, and cybersecurity systems, which have to be integrated (Whole Warship Design) in a smart way to ensure “mission capability”. The ship builder is the Navy’s (client) prime contractor, and this is all the more important because, as mentioned already, naval vessels are becoming more and more complex. This is the role we intend to play together with our French friends from Naval Group, and with whom we are finalizing a major alliance in the industry. We have borne this in mind also in the United States where, through Fincantieri Marine Group, we are bidding for the production of new for the US Navy that highly appreciates this type of approach. Allow me to point out that modern warships are a combination of systems that need to be integrated in a “smart” way in order to achieve good mission capability. In short, the time has come to stop viewing naval vessels as mere combat platforms, but rather as the result of a combination of many different elements, and this is precisely the goal we must pursue. The industry must change its view: from a combat-oriented product to a multi-function product. Today we can rely on many new technologies: artificial intelligence, remotely piloted vehicles or potentially independent vehicles requiring new design features to be able to integrate them and develop new command and control systems. Fur- thermore, new electronic weapons are being introduced, such as laser or electromagnetic cannons that require pro- found changes regarding energy supply. As a result, “all electric” propulsion systems are establishing themselves, posing more challenging targets also in terms of noiselessness, that will require using new types of batteries or fuel cells. Using new materials, such as compound and graphene structures combined with adequate sensor technologies and onboard wide-range monitoring capability, can lead to a completely new way of re-designing the traditional steel and aluminum platform. In the future, all of this will have a major impact on maintenance and repair activities, thus revol- utionizing fleet logistics systems. Lastly, eco-friendliness applies to naval vessels too. Actually, adopting an environment-friendly approach is becoming much in demand. European Union directives claim that by the end of the year 2020 the biofuel content of all fuels must be at least 10%. In 2012, however, the Italian Navy had already launched its “Green Fleet” project to replace tradi- tional fossil fuels with alternative fuels having a biofuel content of at least 50%. In line with this logic, the new multi-purpose offshore of the Italian Navy, currently under construction at Finc- antieri, are equipped with a propulsion system that meets the most rigorous MARPOL environment protection regula- tions. Consistently with its environment protection policy, quite some time ago Fincantieri initiated an eco-sustainable de-

134 XII REGIONAL SEAPOWER SYMPOSIUM WELCOMING REMARKS signing processes aimed at reducing the product life-cycle environmental impact. There are other very important and unneglectable aspects. Firstly, as mentioned already at the beginning of my speech, new ships will be increasingly complex systems requiring ever-increasing technical support from specialized personnel. Because of this and the fact that all the main European Navies are aiming at reducing their ranks, it will become unavoidably necessary to develop Industry-Defense synergies along the lines of the American model, where industrial support is provided during the entire ship lifecycle. Secondly, because ships will have to become multifunctional, combining typical functions with other needs, including civilian needs, we have been working a lot on these aspects for the Navies. Indeed, vessels can prove useful also for civil defense purposes in case of emergency or disaster. Let me draw your attention to another point to think about, regarding the new telecommunication technologies. Instead of laying miles and miles of fiber cable, why not resort to 5G, developing and applying it efficiently and reliably on board our ships? Together we can achieve this and other goals. What can we do together? What can we achieve together? What can we achieve together with the Italian Navy and the other Navies? Thanks to our clients, we have shipyards in the United States, in Vietnam and all over the world. Our purpose is to support all Navies, working together to offer products that are capable of responding to the needs determined by the new strategic and operational scenarios we are necessarily faced with today. We want to join forces to define and outline a multifunctional vessel - also small vessels - based on the new tech- nologies. We can achieve this goal; we can use the new technologies to build small vessels and ; we already have innovative products that are perfectly in line with the market. For what purpose? To produce the best solution for each Navy, guaranteeing the highest quality at the best price. This is our target. The naval shipbuilding industry does not feature the same high numbers as the other defense industries; we produce a limited number of vessels per type, usually around ten, but our ships are already “well proven”, meaning that they are ready-to-use. Therefore, when considering future strategies and scenarios, please also consider this aspect because it is becoming an increasingly crucial element. Therefore, we need to collaborate more closely with the Armed Forces. I wish to thank primarily the Italian Navy for placing its trust in us. Today, in fact, our ships rank first in the world. We need to join forces with all the different industries, so that platform innovation technology and electronics can con- verge more and more to allow designing and building customized ships to meet every demand. To conclude, allow me to thank Admiral Cavo Dragone for spending important words in this respect in his speech. The Italian Parliament has approved the plans concerning the construction of our ships and the systems for new submarines. We must continue moving in this direction. Allow me to close my speech with an Ancient Roman expression: “Si vis pacem, para bellum”, which means “if you want peace prepare for war”. Given all I have said before, I would add, “let us design and prepare our ships also for civilian protection”. Thank you.

XII REGIONAL SEAPOWER SYMPOSIUM 135 WELCOMING REMARKS

Introductive Speech by Dott. Alessandro Profumo

CEO of Leonardo S.p.A.

Honourable Major of the City of Venice, Dear friend Brugnaro, Honourable Chief of the Italian Defence Generale Vec- ciarelli, Honourable Chief of the Italian Navy Pino Cavo Dragone, Honourable Chiefs of all the Navies, which are hosted here - if I counted correctly you are 57, so this is an incredible and important number! I would like to talk about “Leonardo” and why “Leonardo” is present here in this Regional Seapower Symposium dem- onstrating its role as a key technological partner in the naval domain. Thanks to our national customer, the Italian Armed Force and in particular the Italian Navy, we have managed over the years to innovate and develop skills and technologies of excellence that have been successful in Italy and in the export market. We can affectively, as Mr. Bono said, leverage on a solid strategic partnership with the Italian national champion FINCANTIERI, thus contributing to consolidate our capabilities and enhance our global position in this sector. Over 70 Navies worldwide have chosen Leonardo solution to equip more than 100 naval units, also in partnership with other international ship builders. We are now ready to successfully face other important challenges; we are honoured to lead OCEAN 2020, the first example of a cross European military research program to date. Leonardo is proud to play a central role in this important Initiative, which boost technological research in the naval domain and enables the integration of unmanned platforms in surveillance and interdictions missions. The first operational demonstration will take place next month in the Mediterranean Sea, in which Leonardo‘s “Hero” and “Solo” unmanned helicopters will play a major part, along with Naval vessels and systems from a number of partners including the Italian Navy’s vessels and helicopters. This project has a very high strategic and technological operational value for maritime surveillance, which is essential across Europe and in particular the Mediterranean region. In this context, the Italian Navy represents a key partner for us, continuing to support and strengthen the development of our national industrial capabilities. This fruitful collaborative approach should be the model to look to the business successfully across the globe. In a naval competitive and challenging market, a wider integrated cooperation among the Navies of our allied countries is desirable in order to allow us to optimize the resources and build synergies. And as such, the Regional Seapower Symposium is an invaluable opportunity to come together and create a common roadmap towards this goal. As Leonardo, we will continue to do our part, investing to ensure the most advanced naval technologies, programs and systems because we are committed to helping create a safer world. I look forward to the productive days ahead of this Symposium where I am confident we can achieve great results to- gether.

136 XII REGIONAL SEAPOWER SYMPOSIUM

FIRST SESSION

THE INTERNATIONAL LAW OF THE SEA: FROM MONTEGO BAY TO A NEW MODEL? THE IMPACT ON NAVIES AND OTHERS.

XII REGIONAL SEAPOWER SYMPOSIUM 137

FIRST SESSION

Chairman Introduction of the First Session Brigadier Generale Jeffrey Curmi

Commander of Armed Forces of Malta

Distinguished guests, Dear colleagues, It is indeed my great pleasure and honour today, welcoming you as the chairman for the first working session, as I’m sure you are all aware this will be focused on the topic of “The international law of the sea from Montego Bay to a new model. The impact on Navies and others”, considering various current affairs on going, through the maritime domain, the session’s theme is more certainly a very actual and topical one. So let me join to the Admiral thanking for all the representatives both military and non-military, including Navies, in- ternational organizations, agencies, companies, academic institutions and other stakeholders. I do believe that your perspectives, discussions and suggestions will provide added value and be a priceless meaningful contribution to the sessions, and ultimately to the Symposium. As professionals in the field, but also as individuals, all of us recognize and appreciate how crucial the maritime domain is for global growth and prosperity. The precondition for the so-called Blue Growth is the ability to continuously provide free and safe access to the seas. Nowadays the sustainable devel- opment and the economic progress of our countries depends heavily on safe and secure oceans. Indeed, the Maritime domain has become more connected but this has also brought with it new challenges and con- testations, for instance, one can by way of illustration mention recent trends such as resources competition, population growth, and climate change, these together with others are new realities which we need to address effectively. On the other hand, we also need to take into account the implications arising from actions of both governmental and non- governmental actors. Pressing claims, demanding growth rights on the seas for national and commercial interest could possibly hamper or interfere with safe and secure maritime domain. These observations and reflections about what is happening not only in the Mediterranean Sea, but also in many other regions around the world trigger a crucial question: is the present legal framework for the Maritime domain still appropriate? Is it still relevant and effective in ensuring modern worldwide safety and security at sea? In this perspective, the United Nations’ Convention of Montego Bay of 1992, even though not globally agreed to, is the cornerstone that represents a legal framework regulating the activities on the sea. This session intends to raise discussion about the present suitability and actuality of the “Montego Bay” Convention, most commonly known as UNCLOSE. In particular, personally, I look forward to the presentations by distinguished naval officers, academics and lecturers, who in a few minutes would be sharing with us their views as to whether the currently legal framework is still considered to be suitable for the purpose for which it was created, or, if the time has come to consider changes or new initiatives for the geopolitical environment. The fruitful discussion, which we are going to start today, will revolve around the importance of the sea and its connected activities that presuppose the free use of it. Consequently, this contributes to the development and well-being of nations. Going deeper into the topic, I would mention transport, trade, tourism, exploitation of the seabed and fisheries, all these aspects rely and dependent upon a clear regulated and uncontested maritime environment. I am confident that the work that is about to be developed with your support will represent a most valuable point of reference for a further possible discussion at international level. This will ultimately be of benefit also to our respective communities. On this note, I once again thank you for your participation and contribution here today and look forward to have interesting and fruitful meeting together.

XII REGIONAL SEAPOWER SYMPOSIUM 139 FIRST SESSION

Admiral Christophe Prazuck

Chief of French Navy

Distinguished guests, Dear colleagues, I am going to give you my view from a bridge, the bridge of a French Navy warship. There are two separate questions in the title of this Keynote “From Montego Bay to a new model? And the impact of Navies and others”. To the first question, I shall answer yes! UNCLOS is very much the foundation of public order of the oceans, as Admiral James Watkins said. I will make my case for it. To the second question: the impact on Navies and others, I will try to show you how Navies and Coastguards have a key role in adapting the original UNCLOS framework to a new environ- ment and challenges which are evolving compared to these prevailing in the late 70s when the convention was drafted. Conscious of the time, I will explore the question through three spotlights. Exclusive Economic Zone (EEZ), exclusive flag state jurisdiction and dispute resolution. Starting with the EEZ, which is, as everyone knows, the masterpiece of the convention, when the concept was crystallized in the convention, it was the 70s towards the end of the decolon- ization. Technology and especially fishing and off shore drilling technologies was very inequitably shared between ad- vanced and developing countries. Thus, the main idea behind the EEZ was to confirm the freedom of navigation, and to protect those developing countries’ natural resources, until such time as they could exploit them to their own bene- fit. But things did not go exactly according to plan for three reasons. First, these developing nations did not have the means to control their waters out to 200 hundred nautical miles. And some still don’t, as we can see every day in many parts of the world. Second, high-end technology was indeed developed but not by local companies, instead by private com- panies from more advanced countries who could then exploit these resources, fish and hydrocarbons, and their license or not. Third reason, the original authors of the convention assumed that the ocean wealth was infinite, endless, and they did not realize the extent of the inter-independence within the marine ecosystem, as we have understood it today. This leaves us Navies and Coastguard with two missions, the first mission is to protect freedom of navigation and police our own EEZ, the range and number of threats increased dramatically; it takes a lot of resources to do all what we have to do now that is to prevent illegal fishing, police marine pollution, drug trafficking, the keyword there is: presence, presence through ships and aircrafts, to strike a balance between intervention capabilities and long-run surveillance, presence through drones, and satellites combined with artificial intelligence to multiply those. Presence through in- teragency and international cooperation because as lawyers often say fish cannot read maps. Our second mission is to help those nations who are building capabilities to control their own EEZ’s; that means setting up training missions, that also means procuring the right equipment for them, i.e. patrol boats, coastal radars and that also means encouraging regional cooperation, that means helping local state set up their own judicial response to mari- time crime, that means international cooperation! So, in a nutshell, if in the 70’s we thought that inequalities would ultimately be reduced through transfers of technology, nowadays it is rather maritime security knowhow we are transferring which mostly fall upon the Navies and Coastguard to deliver. My second focus is on exclusive flag state jurisdiction; as opposed to the EEZ, which was properly invented by the Con- vention, this is one of the most ancient pieces of customary international law, only qualified by the Convention. But in-

140 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION terestingly the convention listed precisely the exceptions to the exclusive flag-state jurisdiction and there are remarkably few of them: , slave trade, or unauthorized broadcasting. Nevertheless, drug smuggling or weapons trafficking are not. Therefore, in today’s international law I can board the ship that is broadcasting radio Caroline off the coast of Britain, but I cannot board a ship that is carrying tons of narcotics or nuclear warheads. Crimes have changed and will change again. Luckily, there are ways around this. First, there are supplementary or regional agreements, which go beyond UNCLOS. For example, in the Caribbean the San José Convention (of 2003) allows, by default, Navies and Coast Guards to board suspect vessels, flying the flag of any state part to the convention if the State officials haven’t explicitly vetoed within 4 hours. Secondly, the UN can be agile and pass resolutions, which can temporally relax the general UNCLOS regime in case of serious threats to peace and security. Hence, in 2008, a United Nations resolution granted permission to enter the Somali territorial waters to combat piracy. The main consequence for Navies and Coast guards is the level of legal competence that is required to navigate through the subtleties of the Law of the Sea. When I joined my first ship, as a young officer of the Watch in 1982 the year UNCLOS was adopted, I did need to know how to position myself within this extent, calculate tides and currents manually, navigate through uncharted waters but I did not need to know all that much about base lines current legal disputes, United Nations Security Council res- olution chance of evidence or condition of detention. Today it is quite the other way around: I have GPS, echo sounders, electronic charts but I do not have a team of specialist lawyers on board on each on my ships. My Commanding Officers, my officer of the Watch, my pilots, my boarding parties need to have a real understanding of the specialist areas of the Law of the sea. And this has an effect on our training and on our command and control. My third and final spotlight is on dispute resolution, which is luckily easy, one of the major breakthroughs of the con- vention. There is now a tribunal dedicated to maritime disputes in Hamburg. There is an even wider choice for other procedures with three more options including the International Court of Justice in The Hague, the Permanent Court of Arbitration also in The Hague, or a special arbitral tribunal but as in any legal procedure, effective prosecution relies primarily on evidence. In the days of digital fingerprints, DNA tests, and close circuit TV everywhere the standard of proof is ever increasing. But gathering evidences is inherently difficult at sea: nobody lives there, at sea there is no web- cams and few witnesses. If you want evidences you need to be present, all the time, everywhere to detect when some- thing is wrong and to detect when something is wrong you need to be familiar with what is right, which is normal all the time. In other words, effective dispute resolution requires permanence at sea. Just few words as conclusion. There are surely many things that could be amended in UNCLOS, 40 years after its signature. This is a debate for lawyers. As a practitioner of the sea I see the convention as a constitution, i.e. an overarching framework setting long lasting and broad principles. The context may change, and it has changed considerably since 1982. Crimes have changed. Concerns have changed. Our scientific knowledge of the marine environment has changed. Our usage of the sea has changed and by large vastly increased. Appetite for fish in particular has skyrocketed. Today 56 million people on earth directly depend upon the fishing industry. And yet, notions such as freedom of navigation, EEZ, flag state jurisdiction and the peaceful resolution of disputes amongst other remain essential pillars of a safe, orderly and prosperous maritime en- vironment. But these pillars need to be defended. Like the French Defense Secretary Mrs. Florence Parly said at the Shangri-La dialogue in Singapore the 1st of June this year, as follows: «Where rules are no longer the boundary of am- bition, what security can there be for smaller states in the region? We will not be intimidated into accepting any unfair accomplishment because what international law condemns, how could we condone?». That’s true, if these pillars collapse the consequences will be sinister for trade, they will be sinister for food, the con- sequences will be sinister for energy supplies, they will be sinister for the environment, they will be sinister for crime, they will be sinister for peace and security. The responsibility is on us: Navies and coast guards, to protect the pillars of UNCLOS. In many of our operations the law has become a mission by itself.

XII REGIONAL SEAPOWER SYMPOSIUM 141 FIRST SESSION

Admiral Julio Leiva Molina

Commander in Chief of the Chilean Navy

Distinguished heads of Navies, Ladies and gentlemen, Buongiorno a tutti. Firstly, I would like to express my gratitude to the Italian Navy for the invitation and hospitality in this place. Thanks a lot, Ammiraglio Cavo Dragone! Every year the city of Venice renews its marriage vows with the sea, so I think this is the perfect landscape to hold this Symposium - once a city-state, home to skilled sailors and economic trading and maritime power. Can our Navies renew our vows with the law of the sea held in Jamaica 37 years ago? Is this marriage working? How can we make it work for good? Today I would like to share with you some thoughts about how Chile and its Navy have put the law of the sea in practice. The challenges we envision for the future as well as how it will impact our Navies. I would like to propose three questions to answer: What are and where are the challenges we are facing at sea for the near future? Does the world need a new model regarding the Law of the sea? And what could Navies do about it? I shall use the Chilean ambition and ex- perience. Chile is amongst the first countries to proclaim sovereignty over the sea, seabed, continental shelf and its economical shore, from the shoreline up to 200 nautical miles in June 1947. Five years later Ecuador, Peru and Chile signed the declaration of Santiago, which proclaimed sovereignty over those 200 nautical miles. This situation among others at that time was taken by the international community to build up the United Nations Convention on the Law of the Sea - UNCLOS, the so-called constitution of the seas. UNCLOS came as a response to the need of many countries to deal with increasing and conflicting claims establishing and extending a regime that promotes stability and equitable and efficient use of the oceans. UNCLOS has become one of the most successful international laws because it has 167 signature states and almost all the nations recognize its reflecting customary law. Today’s plan is four-fold. Firstly, I am going to introduce Chile through some maritime facts that will allow the audience to compare its own country’s similarities, differences, ambitions in order to provide content for further discussion. Secondly, I will present the law of the sea’s challenges. Thirdly, I will announce what Navy could do to face those challenges. Finally, I will propose some takeaway points. Chile fact. Chile is a developed country. Its traditional facts, its GDP of 300 billion dollars. A population of 18 million of people. An open market economy, fully dependent by commodities price as well as by fuel and gas import. With China, the US, Japan and the EU as our primary economic partners, member of the OECD, APEC and World Trade Organization, and associated partners with the EU in a variety of subjects, including security. Resources from sea and continental shelf represent 3% of our GDP. However, 95% of our trade volume is transported by sea, representing almost 60% of our GDP. Geopolitically speaking our continental territories cover an area of 756 thousand square km similar to Turkish surface. Chile is located in the border of the southern hemisphere, away from the world’s main production centres. Our maritime territory is 5 times our continental one, 3 archipelagos in the Pacific give us an even stronger maritime character and project our nation up to 3000 nautical miles from our continental shores into the Pacific. Chile is Antarctica’s closest country and the home of the Magellan Strait, and a stra- tegic connection between Atlantic and Pacific oceans. Next year we will celebrate the fifth hundredth anniversary of its discovery. Therefore, Chile is a tri-continental country. We are in South America, Antarctica and Polynesia. Chile is a country with the 5th largest protected marine areas, comprising 1.600.000 square km representing 4% of our EEZ. We are responsible of a surface of 26 million square km in terms of maritime , 35 times our continental

142 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION territory, equivalent to the size of North America. One of the pillars of Chilean foreign policy is that our international relationships are based on the respect of international law, our cooperation through established institutions, agreements and treaties. One of them is of course, UNCLOS. As you can sense the sea has a vital importance for our daily life and a crucial role in our future development. By understanding our relation with the sea, our people, our environment and our partners, we have become part of the most important international legal instrument related to the law of the seas: MARPOL, SOLAS, Standards of Training Certification Watch keeping, and Maritime Labour Convention. We are co- founders of the Antarctic Treaty System, party member of the Fish Stock Agreement and Climate Change Agreement. We are currently participating in the negotiation for the development of biological diversity beyond national jurisdiction, and exploitation of the seabed mining resources within the area. All these agreements say that the maritime activities are increasingly more demanding today than they were when UNCLOS was signed in 1982. The increasing activities and demands on the maritime domain made realize in the early 90’s what we already knew: we are both responsible and affected by all maritime activities beyond our EEZ. We have to both act and to be present in our near high seas to meet our international obligations regarding human life at sea as well to preserve natural resources for the future. An ocean rich in biodiversity and resources cannot be depredated unsustainably. Going further, millions of people from our country and others work, transit and depend on what happens in our near high seas and beyond. So, we, the Chilean Navy, on behalf of the government must be there to protect, rescue, defend our interest and meet our responsibilities, at and from the sea. In this regard the Chilean Navy acts under a model that blends, defends and constabulary duties as a way of optimizing our means. Our legislation mandates us to fulfil 5 major areas: defence and sovereignty, support foreign policy and international cooperation, domestic emergencies and civilian protection, con- tribution to our national development and homeland security. To comply with this, over the last 200 years we have developed our blue-water Navy, capable of continuously operating within our area of influence and providing support to the UN and partners abroad when and where is required. Due to this increasing importance and responsibility at sea, sea control - this all- strategic compass - remains entirely relevant. The ability to impose both domestic and international law at sea is the only way to ensure responsible use of it, benefitting both our own country and international devel- opment. Illegal fishing, drugs trafficking and climate change affects us and are probably Chile’s main challenges today. To face them, the Chilean Navy acts within a national coordinated interagency effort. The Chilean Navy is also part of the Chilean government representation at the International Maritime Organization and the International Hydrographical Organization amongst others. In this sense we cooperate with the IMO in helping other countries by providing technical cooperation and capacity building activities: Honduras, Salvador, Panamá, Dominican Republic, Equatorial Guinea are example of that. The law of the seas challenges: What are and where are the challenges we are facing at sea for the near future. I have just announced some, however there are much more. In the other hand there is an augmentation of maritime illegal activities that make our all issues even more complex to address like sub- marine cables, artificial islands, navigation, use of international straits, resources overexploitation, biodiversity conser- vation, pollution, maritime dispute and nickel ore cargos among others. In the other hand an increased in illegal activities at sea like terrorism, human trafficking, illicit trafficking and illegal immigration among others – all of these issues put together have made it difficult to agree when thinking about the high seas as a global common. Cyber space has over- lapped its boundaries with the maritime domain so an entire set of a new cyber demand both cyber and physical re- sponse challenging Navies’ adaptability, particularly when thinking about the global trade system. If claim and sovereignty rights were the main challenges, today those challenges have moved precisely to less regulated spaces, the high seas. Therefore, the challenges international law is facing are just in front of us. Allow me to resume them in the following statement: responsible and sustainable use of the high seas. Now, considering these challenges, does the world need a new model regarding the law of the sea? Taking into account the universality of the law of the sea that this mechanism to improve has been comprehensive and not enough so far. The way we see it, to fill the gaps between the current model and the future challenges is making UNCLOS an even stronger international legal instrument. It will not be easy, and it will demand a lot of political consensus. What Navies could do? And our final question: What Navies do to face them? Our answer is increasing presence, coop- eration and innovation; nowadays interconnected world has made everything turn immediate. And our response has

XII REGIONAL SEAPOWER SYMPOSIUM 143 FIRST SESSION to adapt to get into the scene of action timely. Technology is playing a key role in this matter. Now more than ever 24/7 surveillance patrolling and presence at sea is demanding Navies to exploit all their resources to exert Sea Control. If we agree on those demanding and increasing challenges, we also agree that there is a need for more resources to cover own responsibility. Thus, foreseeability remains crucial to improve our ability to act at sea. However, oceans are vast enough to recognize that we will not succeed in this enterprise alone. Then cooperation network building is a second idea to face those challenges. That is the main reason why we are here today. Cooperation has many purposes: training, education, support, interoperability, alliances and development amongst others. Since we have common threats and challenges, a synergic approach will allow us to face them better. Navy and certainly coast guards contribute to gov- ernance effectiveness in jurisdiction waters in near high seas. If all Navies no matter the size or resources could ad- equately provide order and security, we would achieve the first step to talk about cooperation, the local or national one. Just by taking care of their own problems, Navies will contribute to everyone’s challenge. The second step should be regional effort, one that requires high level of coordination as a key. When thinking about coordination I mean interoperability and pre-planned response previously agreed between countries. An example of what I am talking about is the combined Naval Antarctic Patrol conducted on a yearly basis with our Argentinian friends. Finally, the global level, an enterprise that will take even greater efforts to achieve. This level means the ability to deploy resources away from own’ waters to fill the security gaps wherever it is needed. RIMPAC exercise is an example of this level. Last year the Chilean Navy acted as a Combined Force Maritime Component Commander becoming the first known founding member holding this position in the world’s largest maritime exercise. The third and final idea is in- novation. As mentioned, technology and cyber space increase challenges’ complexity. As we all know, technology has always made a strategy to adapt, so new creative approaches to be present at both, the sea and the cyber space are needed, particularly in the constrained budget scenario. Today we need sailor navigating through the cyber domain in the same way they do at sea. Soon Navies will need to grab their resources fully connected so they can interact in all domains seamlessly. Takeaway points: challenges at sea have moved from jurisdiction claims to the high seas. We have to approach the high seas from a global common lens towards final solutions that would allow making responsible and sustainable use of the ocean in continuing humankind development. Navies could continue to contribute to governance effectiveness at sea through persons and sea control due to increasing demand beyond jurisdictional waters. Cooper- ation and network building is key to close ties amongst those being able to cover the vast ocean challenges with a local, regional, global approach depending on the own countries’ capabilities and resources. Technology is evolving quicker than our ability to build ships. Therefore, its exploitation and search for creative solution will make massive difference about how responsive Navies will be, in time and space at sea and in the cyber domain. The future of UNCLOS’s evolution relies on Navies as institutions contributing to local, regional and global governance at sea, particularly with the chal- lenging high seas. Can ocean thrive in the future without Navies? Our future order and sustainability depends on Navy.

144 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION

V. Admiral Nikolaos Tsounis

Chief of Hellenic Navy General Staff

Dear Colleagues and esteemed guests, first and foremost I would like to cordially thank our hosts for their warm hos- pitality and the outstanding organization of this high level Symposium, in which I have the privilege to participate. I am delighted to be here and it is my pleasure to present my insights on the challenges of the on-going evolution in the legal framework of the maritime environment as well as the likely outcomes and their possible operational impact on our navies. The Law of the sea has to do with the status and governance of the seas and oceans, which cover over 70% of our planet. It provides the regulatory framework for the human activities in the marine environment hence, it affects the political, strategic economic, and other important interests of countries, and is one of the oldest parts of the law of na- tions. The history of the Law of the sea reveals two competing principles in regard to the status or governance of maritime areas: Mare clausum i.e. national authority over the seas; and Mare liberum i.e. the freedom of the seas. According to Mare clausum, a country is entitled to claim and exercise authority over a defined area of the sea. These claims were to be exercised to a narrow belt of three nautical miles (based on the so called ‘cannon shot rule’), and may extend to complete closure (hence the term clausum). This belt is the predecessor of what is today called the ter- ritorial sea. The second principle, Mare liberum, denies any claim to national authority over the sea (apart from the narrow coastal belts of coastal countries). Ships on the high seas are subject exclusively to the jurisdiction of the flag country in order to facilitate communication and trade between different parts of the world. In 1982, following three UN conferences with an agenda that included almost all aspects of the Law of the sea, the UN Convention on the Law of the Sea (UNCLOS) was eventually adopted. On November 1994 the UNCLOS entered into force, a year after having being ratified by the required 60 countries. This created an historical event to the modern codification and reform of the Law of the sea. Today (October 2019) 168 out of the 198 countries of the UN have ratified the UNCLOS and 15 have just signed it, which in simple terms displays an astonishing 85% of acceptance, a unique figure in the history of law codification! The latter is of utmost importance if we consider that issues addressed and solved with UNCLOS are in the centre of sovereignty and sovereign rights, such as the delimitation of the territorial waters and Continental Shelf, as well as the adoption of an Exclusive Economic Zone (EEZ) of, at least, 200 nautical miles. At this point we must also notice the change in the size and the composition of the UN system; UN had less than 100 countries back in 1945 to almost 200 today. The later leads to a consensus that a Convention have never been enjoyed before. Therefore, one can argue that UNCLOS has attained, if not in totality, at least in expanding the territorial sea to up to 12 nautical miles, and the legal regime of the Continental Shelf and the EEZ, the status of international custom. However, what were the reasons for such a great and multilateral reform, and how was this result achieved? In order to answer this question we have to admit that the regime before UNCLOS contained several weaknesses. The first was the breadth of the coastal band over which the coastal country was entitled to exercise authority: 3 nautical miles was simply not enough because of the capability of modern ships and sensors, the inability for the coastal coun-

XII REGIONAL SEAPOWER SYMPOSIUM 145 FIRST SESSION tries to protect their population, and the scarce of resources in that very narrow area of water. The second was that the principle of mare liberum did not provide an adequate modern regulatory regime in terms of the recovery of re- sources either living or not in a world, which was intensively adopting new practices in exploitation of the water and the seabed. A third factor was the concern for the global environment of which the oceans form 70%. The driving factors during the third UN conference where the superpowers and the newly independent states of Latin America as well as the countries aspirants for archipelagic states such as Indonesia, the Philippines and Iceland. Moreover, because the Third Conference took place within the Cold War era, the views of these coun- tries were not easy to overcome ‘hard core’ issues of policy and interests. Hence, the method selected for the adoption of the UNCLOS was by consensus (which was a novelty regarding the decision-making of the Convention) and the dif- ficult to agree topics were adopted mainly as “package deals”. However, not only hard power topics were addressed in the Third UN Conference and were crystalized in UNCLOS. Part XII of the later deals with the ‘Protection and Preservation of the Marine Environment’ introducing a state obligation to protect and preserve. A final but equally important note on UNCLOS has to do with the legal nature of the Convention: It definitely establishes a legal regime during peacetime. However, all major efforts after the Convention entered into force have influenced and will influence any customary or other codification effort concerning wartime situations. This can easily be depicted in the publications of Harvard, in the San Remo Manual but also in the instructions passed to the Commanders at sea from almost all countries. Hence, the influence of this Convention to the navies worldwide becomes day by day even more significant. Greece is a Mediterranean country relying heavily on the sea in order to promote safety and the wellbeing of its popu- lation. Therefore, the country is connected to the marine environment in an, arguably, ‘live or die’ situation: Since the country is literally surrounded by sea, it is easily understood that there are vital interests in the use of the maritime do- main for political, social, economic, strategic, and national defiance purposes and reasons. Having said that, one should not forget that the Greeks had started exploring the surrounding seas thousands of years ago; evidence can be found today all over the Mediterranean Sea consisting archaeological and historical treasures. Furthermore, Greece is a Mediterranean country, which has more than 15000 km coastline, more than 3000 islands, and a rich variety of indentation in both her mainland and insular coasts. Strategically located in the corner of Europe, has different countries to neighbour with. As we are all aware is not only a member of the UN and its structures (IMO in particular) but also a member of the European Union and NATO. Greece has important and diverse interests in the maritime domain since it is both a maritime nation but also a coastal country. As one of the world’s dominant shipping countries has a vital interest in safekeeping the free flow of commercial navigation. At the same time the country has a huge coastline and thousands of islands, which bring up the importance of safety, resource exploitation, economic activities, the well-being of the coastal population, and the sustainment of a healthy marine environment. All the above consist the country’s national security/strategic interest in the surrounding seas. On 21 July 1995, Greece ratified the 1982 UN Convention on the Law of the Sea under law number 2123. The Convention satisfies Greek interests more than any other international codification since it offers the opportunity to realize and materialize its main ocean policy objectives. The Convention satisfies also the interests of the EU as an organization but also all its members. The discussions during the Third UN Convention on the Law of the Sea made crystal clear that the Aegean Sea was not and is not a ‘semi-enclosed sea’ subject to special geographical circumstances, which exempt it from certain general rules. Therefore, Greece maintains its right to expand its territorial waters up to 12 nautical miles in all areas of its ter- ritory. Yet, the question coming up is about the adequacy of International Law of the Sea, especially in our so-called “Blue Century”. Is the UNCLOS enough to tackle all the above-mentioned challenges of our era? Do we need to step towards a new model? Have we acquired new roles for our navies? Is there any provision of the law of the sea towards the evol- ution to a more robust system with regards to the environmental protection?” Climate change is predicted to exacerbate

146 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION the existing problems in managing the marine environment, so the issue is becoming more urgent than ever before. There is no simple answer, and any unilateral approach to the issue is inadequate. Nevertheless, we observe some signs of evolution, in the increasing reference, in dispute settlement, to environmental principles and the prospects of a new UN Treaty on sustainable use of marine biodiversity beyond the national juris- diction. Moreover, we should remember that, at the Rio Plus Twenty Summit, in June 2012, Heads of State and Gov- ernment, undertook the initiative to protect and restore oceans and marine ecosystems. They adopted the 2030 Agenda for Sustainable Development, as a universal and transformative strategy. The 2030 Agenda commits the global com- munity to achieving sustainable development, in its three dimensions: economic, social and environmental, in a balanced and integrated manner. I strongly believe that the time has come, for the global community to turn these commitments into actions. A lot of International actors, such as the European Union, are committed to a more integrated and holistic approach. To that end, the Global Strategy for the EU’s Foreign and Security Policy includes specific provisions to ensure that both the Union and its member states will adopt that kind of mind-set. In addition, the Marine Strategy Framework Directive, being the first European Union legislative instrument related to the protection of marine biodiversity, has already been linked with the relative Sea Conventions. The vital question is whether this will be sufficient, and timely enough, to prevent further deterioration of the marine environment. All the aforementioned facts, remind us that our nations should establish common ground focusing on mutual interests, interdependence, and coexistence rather than perceiving the ocean as a zero-sum resource. But what could be the impact of all these to our Navies and other actors? In this time of rapid changes and turbulence, which signifies the requirement for adaptation, flexibility and modularity, the Navies have to remain on the “frontline”, by continuously presenting our decisiveness and determination to remain relevant, capable, credible, proactive and qualified. As Themistocles said thousands years ago, “Our very existence depends on our ability to avail ships at sea”. In reviewing the roles and activities of our Navies within the provisions of UNCLOS for the maritime zones, what has become evident is that the interpretation and implementation of the UNCLOS has had an identifiable effect upon the operations of the Navy. This has been most evident in constabulary operations where the UNCLOS has brought increased rights and responsibilities that have been reflected into various tasks for both our Cost-Guards and Navies. What is also evident is that the policies, security and jurisdictional concerns of the coastal states in our Seas, have an impact on the roles of our Navies, as well as of other key stakeholders of the public and private sector. As the global security environment continues to become more uncertain, the importance of the oceans that connect a nation with its allies and strategic interests is also of significant concern. Therefore, the maritime activity of our Navies stands as an important factor into our states’ maritime strategy. Having in mind that the contemporary security en- vironment encompasses a variety of potential adversaries and actors with divergent motivations and interests, we should all share a common interest in responding effectively to multiple challenges. Therefore, as far as our Navies are concerned, we have to enhance our cooperation and collaborative efforts, in order to deal with them. Cooperation and synergies constitute the “game changer” factor in this complex situation! That said, traditionally our Navies have focused on enhancing their deterrence capability, while at the same time, en- suring the containment of non-state actors. The protection of the Homeland, the Sea lines of communication and the wider Global Commons are in the epicentre of our efforts. However, although it falls primarily under the national re- sponsibility to prepare, deter and defend against challenges and threats in the maritime domain, no nation or organ- ization can cope with the multifaceted threats in isolation. Therefore, effective cooperation and coordination among all actors involved should be maintained and enhanced. In that framework and taking into account current and future challenges we confront as NATO, EU and Partners Navies, we should intensify our efforts in order to be able to respond in a timely manner and to transform our Navies to a “ready for use” tool without hampering our war fighting capabilities which should be kept at the forefront of our ef- forts. In this respect and under the overarching principles of international law, Organizations like the United Nations, NATO and its Transatlantic Community and Platforms like the Partnership for Peace, the Mediterranean Dialogue, the Istanbul Cooperation Initiative, and the Partners Across the Globe (PAtG), as well as Unions like the European Union and the Af-

XII REGIONAL SEAPOWER SYMPOSIUM 147 FIRST SESSION rican Union, are key contributors for a global approach towards the stability and prosperity of the mankind. Also regional efforts such as the Adriatic – Ionian Initiative and other bilateral, trilateral or multilateral endeavours, provide the op- portunity to our Navies to enhance our cooperation in the field of maritime security and the sustainable development of the oceans. Last but not least, strengthening the investment in ‘blue’ science and innovation related with marine research stands already as a basic pillar of our naval and maritime strategy. Among our top priorities should be to foster greater inter- national cooperation in maritime science and technology. That will also allow exploring the potential of establishing in- ternational networks, exchanging experience and finally promoting innovative maritime technologies. To that end, the Hellenic Navy actively promotes regional bilateral and multilateral coalitions and initiatives, along the Mediterranean Sea, aiming to operationalize maritime awareness information and enhanced deterrence and defence posture. Our participation in trilateral schemes in the Eastern Mediterranean as well as our action as main interlocutor between West and East, are the expression of our international duty in that part of the world. After all, Greece has always been committed to the international law and remains a solid and robust pillar of stability in the region, while the Hellenic Navy remains a credible security provider. I would like to assure you that in this era of rapid changes, continuing co-operation is a vital tool in maintaining a uni- versal legal framework that is accepted by almost all countries. Overall, our seas are a puzzle of complex maritime ju- risdiction that requires careful navigation by our states and their respective navies when pursuing national interests in our own seas as well as in the wider maritime area. Our Navies, remain active contributors to the global maritime security, building on our experience on fighting piracy, confronting smuggling and trafficking in the Mediterranean, Black and Baltic Seas, and playing a crucial role with our presence around the world. The Ancient Greek philosopher Aristotle said that in order to convey the message we need “Ethos, Pathos and Logos”. Ethos means convincing via the authority or credibility, pathos is to create an emotional response and logos, requires the use of reason, facts and figures. Indeed, as seamen, we share a common vision for the ocean governance. Let us convey the message to the global community and transform that vision into action. It is in my belief that the development and promulgation of a new model of international law conventional regime is not what we need, since this has been shaped in an almost unanimous way in UNCLOS. The requirement is seeking of greater willingness at international level, for effective use of the existing tools that we have at our disposal, for a common purpose: the sincere peaceful use of our seas. Only with inter-institutional and inter-sectorial approaches based on honest Cross Regional Dialogue and frank Cooperation we can find our way towards the prosperity in the global mari- time community.

148 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION

Admiral Teodor López Calderón

Chief of Staff of the Spanish Navy

First of all, I would like to express my gratitude to the Italian Navy for the invitation to participate in this Symposium and more specifically in this session that will discuss the need to develop the legal framework so as to face the chal- lenges posed by new risks in the maritime domain as well as its operational impact. As you can imagine, I am not an expert in legal matters but after being advised by my legal advisors, it is my intention to frame the problem in just a few words, outlining some examples to emphasize the need to renew and adapt the legal framework in the maritime environment. To this end, I have structured this talk in the following sections: evolution of maritime law, the Bob Barker case, unmanned vessels, and conclusions. The evolution of maritime law. I would like to take this opportunity to highlight the historical contribution of my country, Spain, to the development of the modern Law of the sea and freedom of navigation. Of course I cannot return as my colleague from Hellenic Navy to the times of Aristotle but, during the XVI century the Spanish Dominican friar Francisco de Vittoria, professor of the school of Salamanca, was one of the first architects of the ius gentium, the Law of the nations, of modern international law, strongly heralding the defence of the rights of indigenous communities. Until then, the sea was considered res nullius, that is nobody’s thing and, therefore, subject to appropriation. The clearest exponent of this concept was the division of the known world between the two great sea powers at that time: Spain and Portugal, ratified by the treaty of Tordesillas, in 1494. Vittoria, however, reclaimed the Roman law concept of the sea as res communis, of common use and not subject to appropriation such as the high or running water, and justified the Spanish presence in America based on freedom of navigation and the right of all different communities to communicate. Not only for evangelization purposes but also to establish straight and com- mercial routes as a means to prosper together. Shortly afterwards Ugo Grozio, strongly influenced by Vittoria’s thinking as was mentioned by my Hellenic colleague this morning, published the book “Mare Liberum”, which was considered the embryo of the modern law of the sea. Since then, there was a great legislative and regulatory vacuum until the UN Convention of the Law of the Sea, UNCLOS, that was approved in 1982, signed by 160 countries and the European Union and accepted as customary law even by non-parties. UNCLOS lays on a basic foundation: freedom of navigation. But this freedom may also pay a high price to the detriment of security because today the threats are more complex and exceed current political borders. With the maritime environment, especially in areas not subject to the jurisdiction of any state becoming a vulnerable space. As a general rule, nations - even when it is for the benefit of international se- curity - are reluctant to give up part of their sovereignty. An example to illustrate this is the Convention for the Suppression of Unlawful Acts at Sea, of 1988 - SUA convention, which does not include direct measures against freedom of navigation and was widely ratified by 166 states, in contrast to the SUA convention of 2005, which introduces direct coercive measures such as the right to visit ships at sea for terrorism related reasons. This convention was only ratified by 42 countries. I will now discuss other specific issues, which reinforce the success of the UNCLOS although it is necessary to consider further adaptation to the circumstances demanded by the new challenges affecting the maritime domain. The Bob Barker case. UNCLOS and the rest of the international agreements in force unanimously consider that the sovereign powers of coastal states can only be exercised at sea by was ships or state-owned ships. No international

XII REGIONAL SEAPOWER SYMPOSIUM 149 FIRST SESSION agreement allows the exercise of this sovereign powers by other type of vessels. Other areas different from UNCLOS are also consistent with this basic rule. In the event that a given nation cannot control its coastline, the so-called ship rider agreements are frequently implemented. That is, officials of a coastal state may embark on a vessel of another state and use it as an operational platform. However, these agreements must meet a certain number of minimum requirements. They must be signed between governments; the platforms must be warships or state-owned ships. They must enjoy international publicity so as to give legal certainty against third parties. There are many examples and in most cases the requirements of legitimacy are clearly met, but not in all cases. I will now refer to the non- military vessel Bob Barker, belonging to the environmental organization Sea Shepherd Conservation Society, which was charted by various governments of the Gulf of Guinea between 2016 and 2018 to exercise fishing monitoring activities. During that period, several trawlers /fishermen who fished under agreement signed by the EU were seized by officials from San Tome and Principe, Liberia and Gabon who were working from the aforementioned vessel exercising a competence that the international law reserves only to warships or state-owned ships. The trawlers were released after a short while but they have been subject to illegal detention in accordance with international law. In conclusion, without preju- dice to the diplomatic efforts conducted, it is necessary to remind the international community that the implementation of this type of agreements must comply with the requirements of international law; among them, the fact that the executors must be warships or state ships. Ok. Unmanned vessels. The evolution of unmanned vessels in the maritime environment is expected to rise exponentially. Modern Navies are playing with the idea in the medium term of replacing part of its conventional fleet into unmanned vessels. The problem is the existing legal vacuum about this issue. These unmanned vessels do not fit into the concept of warships included in UNCLOS article 25 as they lack commanding of- ficers, manning a military discipline. The immunity might be questioned even if they were finally considered warships, depending on circumstances. What would happen if an unmanned vessel were intercepted without authorization in territorial waters of a state, or within its exclusive economic zone carrying out suspicious activity? Can it be legally chal- lenged or seized? And if it is conducting undercover activities in blue waters without flagging the flag, can it be subject to the right of visit in accordance with article 110 of UNCLOS? All these issues have to be considered under auspicious of UNCLOS, and also under the aegis of the law of armed conflicts. Last September, the Spanish Navy hosted the annual symposium of NATO Centre of Excellence for Confined and Shallow Waters, where this issue was discussed in depth. There were several conclusions, which I would like to share with you. Unmanned vessels must be understood only as those vehicles that can be recovered, whether remotely controlled or autonomous. A torpedo, however sophisticated, should not be considered an unmanned vessel. Unmanned vessels, unless they are a complementary part of a con- ventional ship, do not enjoy, to this day, of legal regulation. A change in UNCLOS to accommodate this issue in the short term is not realistic. A more realistic approach could be to act for the benefit of a customary law. It was therefore rec- ommended that countries register this type of ships, for example the US has already established in its commanders’ handbook on the law of naval operations that its unmanned vessels enjoy sovereign immunity. More challenging than immunity will be the problem of regulating navigation rights in peace times, transit, crossing of states and so on, or normalizing their belligerent status in times of war. Finally, the use of force by these vessels in case of armed conflicts could be legitimate under no specific legal restrictions for their use. Current limitations are considered sufficient and adequate. That is, full compliance with the law of armed conflicts. In conclusion, UNCLOS, which came to fill a huge regulatory vacuum, was an unquestionable achievement for the in- ternational community. However, most of its contents come from the law of the sea conference of 1958 but it has still a long way to go because as we have already seen, part of its extensive regulations remain open to controversy. However, the constant innovation of new technology necessarily requires of new regulation, either through an extension of UN- CLOS, the most appropriate proposal, or through a specific instrument to complement it. I conclude gentlemen in the hope of having put on the table a number of issues of interest on this complex scenario, which our sea will have to save over the next decade.

150 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION

R. Admiral Abderraouf Atallah

Chief of Staff of the Tunisian Navy

Ladies and gentlemen, dear colleagues, I would like to share with some points of view about the maritime legal framework to better perceive our future with blue lenses. The 1982 United Nations Convention on the Law of the Sea – UNCLOS is considered as the constitution of the seas and oceans. Its spectrum of application covers the whole sea spaces and its uses. Navigation and fly over, ex- ploration and exploitation of resources, conservation of biological resources, protection and preservation of the sea environment and marine scientific research. This convention has standardized areas and activities at sea. It has also established new international institutions such as the International Seabed Authority, the International Law of the Sea Tribunal and the Commission on the Limits of the Continental Shelf. In a word, this convention is the basic reference in the field of the sea. After 37 years of the adoption of the UNCLOS and 25 years of its entry into effect, it is obvious that most of the maritime community is eager to further consolidate its provisions. On the other hand, it is also established that several deficiencies have been revealed requiring suitable and prompt solutions oriented to make exploitation and sharing of sea resources efficient and more sustainable. This required transformations. We will certainly have a direct impact on the Navies and on other actors at sea. More presence, more sophisticated equipment on-board oriented to- wards detection of offences, are other than the used equipment. The dynamics of human activities at sea requires an equivalent legal dynamism. In order to allow the actors of the states at sea, in our case the Navies, to carry out their missions in compliance with the rule of law, these necessary changes will need greater collaboration and cooperation between states. In my address I will mention some reasons that prompted us to look for a new model to update the UNCLOS. Then I will put forward some ideas on the likely results of the evolution of legal framework. And finally, I will talk about the operational impact of these changes in the Mediterranean Sea, which I believe requests a special focus during this regional symposium. What were the most important objectives of the Montego Bay Convention? First of all, it must be stated that it was written in order to mitigate the supremacy of developed countries over the seas and oceans. Extend the limits of jurisdictions of the nations. Ensure the right to extract resources from the seabed, and of course guarantee the freedom of navigation. The UNCLOS has defined a set of rules of conduct, rights and obligations of uses of the sea. Rules for the delimitation of different maritime zones and level of sovereignty. Rules for free com- munications and movement between countries. Rules for the peaceful use of the seas. Rules for fair and efficient ex- ploitation of resources. And rules for preserving the marine environment. But the texts of the UNCLOS are no longer sufficient to protect the marine environment from the threats jeopardizing it and that could lead to ecological disasters or could trigger conflicts between states mainly because of competition for resources access. The UNCLOS deserves to be reviewed because of the resurgence of threats such as some areas of concern including criminality at sea and the increase in the range of the exploitation and exploration of the seas due to new techniques and new instruments. Back in 1982 the problem of criminality at sea wasn’t of primary concern. But nowadays there is an array of criminal activities including maritime terrorism and organized crime, migrant smuggling and trafficking in persons, drugs, and so on and all of which affect the public order of the oceans. Oceanographic data collection, the new data collection instruments, the underwater glides, and so on are a challenge to the provision of part 13 of the UNCLOS, which refers to marine scientific research. Protection of underwater cultural heritage, the in-

XII REGIONAL SEAPOWER SYMPOSIUM 151 FIRST SESSION adequacies of the UNCLOS led to the adoption in 2001 of the Convention on the Protection of the Underwater Cultural Heritage. The legal framework for bio-prospecting beyond national jurisdiction is without any doubt a legal vacuum left by the UNCLOS. Illegal migration, which conceals a spectrum of interconnected illegal activities such as piracy, human trafficking and turns most of the time into search and rescue operations. Overfishing and overexploitation of resources, especially on the high seas. The various types of pollution, chemical masses, plastic waste, discharges and business throng shipping do not find rigorous solutions in the UNCLOS. Marine energy resources are at risk of generating conflicts around the world. The multiple activities on the high seas of non-governmental organizations that sometimes cause friction with states. Concerning air quality, the sulphite content of exhaust gases of ships can be 1005 times higher than those allowed for cars. The noise emission related to maritime traffic, or military or seismic activities may affect the behaviour of some kind of situations. All these concerns will create friction and without any doubt, the theatre of possible future conflicts is the high seas. The high seas represent almost half of the Earth’s surface. It remained for a long time a zone of no right, which gives a rise to action to regulate any activity within it. Many experts have shown the current system of high seas government is weak, fragmented and unsuitable for responding to threats at sea. Since the adoption of the UNCLOS in 1982, the UN has reacted to the shortcomings identified in the text of the convention. They have multiplied conferences and meetings in order to complete the UNCLOS recommendation that have not yet been made and to adopt new conventions supplementing the UNCLOS. We can mention the biodiversity of area beyond national jurisdiction, discussion began in 2017 and they are still being in process. The Convention of Hong-Kong regarding cheap recycling and hazardous material survey. The Convention or Nairobi regarding the removal of shipwrecks. And the many other conventions and protocols developed by the INU. The purpose of any international related convention is to bring more justice to the exploitation of oceans and seas resources, make the seas safer, cleaner and freer, and mitigate conflicts between states. Unfortunately, it is not clear that these new legal tools could reduce dispute between states. Economic challenges promote the concept of dominating rather than sharing. Besides, the effective repression of transnational organized crime at sea will never be possible without having adequate and precise legislations in place. It is a common observation that very often states sign and ratify treaties, yet they fail in taking the appropriate legislative measures to give teeth to these international instruments. As a consequence, many incidents involving transnational organized crime at sea never reach a trial phase. Speaking about the Mediterranean Sea. The Mediterranean Sea is fragile; its environment must be protected. It is a jewel of global biodiversity, but humans are dumping in it heavy metals, chemical contaminants, plastic micro waste and even pharmaceutical molecules. Moreover, the Mediterranean is a space of competition between rivals, powers and even allies. Due to the discovery of new deposits of natural re- sources, several conflicts could break out. Regional instabilities, frictions and tensions in well-defined areas largely fa- vour the recourse of certain states to the strengthening of their fleets and to the increase of their capacity of control or even intervention. It is necessary to note the return to the sustained presence in the Mediterranean by great powers. Regional or international naval powers will argue that there are areas of major interest in the Mediterranean for each of them, without any consideration of the positions of other residents particularly those on the south part of the Medi- terranean. The new drafted convention will tend to highlight what can be called territorialisation of the seas. In fact, the sea resources are the only ones capable of substituting the land already exhausted. The concern to protect the marine environment reinforces this context. Economic and political stakes linked to new hydrocarbon deposits could also lead to the militarization of the sea. In the Mediterranean some Navies continue to strengthen their fleets by sub- , frigates and even aircraft carriers. Moreover, this increase in potential can feed the tensions and deepen the gap between already competing actors. That is why it is essential to work together, to find common solutions, to avoid tensions, crisis or conflicts. Promote sustainable ocean management and more efficient high seas governance, on pushing collaboration and cooperation between states in particular in the Mediterranean and on the harmonization procedure and sharing useful information. To conclude, the UNCLOS will remain for a long time the basic document for the governance of the seas. Nevertheless, it is high time to find common solutions for the management of the high seas, in order to preserve the wealth of the sea for future generations. As maritime actors we cannot sit back and wait for the law to be ratified and adopted. We must act through our cooperation and initiatives. We are threatened and our challenges are constantly adapting and taking advantage of our vulnerabilities and our lack of coordination. The sea is a theatre of encounter, union, free exchange and understanding. The sea is the reservoir of humanity. The Mediterra-

152 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION nean Sea should be considered as a bridge between three continents: Europe, Africa and Asia, and its populations, na- tions and cultures, and not a trench. Together we will preserve it by adopting more effective conventions among other measures and by increasing and adapting our capacity of control and intervention and by using new technologies. In- deed, the keystone still remains dialogue, cooperation and mutual support. And since we are all exposed to the same challenging threats, it is mandatory to combine the efforts in a way to ensure the most suitable legal framework that fosters tenancy among partners and states, condition for long-lasting relations and based on mutual trust. Finally, we can’t pretend that the cooperation between the Tunisian and Italian Navies isn’t a good example that we should pro- mote.

XII REGIONAL SEAPOWER SYMPOSIUM 153 FIRST SESSION

Admiral Anthony Radakin

First Sea Lord and Chief of the Naval Staff of the UK Navy

Giuseppe, thank you very much for your hosting. It is a delight to be here. So friends, this is my first symposium and I want to talk about the future, but I am going to start by talking about the past. Imagine, if you will, that the year is 1609. Henry Hudson has just sailed into New York harbour for the first time. Galileo is demonstrating his new telescope to Venetian lawmakers. And, in the Netherlands, the lawyer Hugo Grotius published a short book entitled Mare Liberum, the “Free Sea”. 410 years later, we are still seeing the repercussions of these activities. The US is now the largest economy in the world. The latest iterations of Galileo’s telescope are now in space, looking at other worlds unimaginable distances away. And Grotius’s basic principle of the High Seas, a global commons where all may move freely, remains enshrined in international law. 410 years! That is extraordinary! During those 410 years we, in the international community, have taken Grotius’s ideas, built upon them, developed them and negotiated them. And the culmination of these years of effort was Montego Bay. I want to reflect for a moment on the United Kingdom’s perspective. We have always been a maritime nation. An acci- dent of geography created an island, with navigable rivers, natural harbours, and plentiful trees suitable for shipbuilding. And so the UK went out into the world by sea, and the sea remains vital to us today. And our geographical relationship with the sea has affected all of us to some extent. America has abundant natural resources, access to two oceans - and big, wide, navigable rivers. Africa has abundant natural resources, access to two oceans – but steep, fast-flowing rivers full of rocks and waterfalls. That single geographical difference has led the US and Europe to prosperity while much of Africa continues to struggle. And this lesson has not been lost on China, who has invested in deep water ports in Bangladesh, Myanmar, Pakistan and Sri Lanka, giving it access to a second ocean, as its astonishing economic rise continues. And those of you who follow Halford Mackinder’s Heartland thesis will recognize in this the shift of the economic canter of the world back towards China. But not all nations are using the sea fairly and lawfully. Piracy; unlawful claims of territorial waters; flags of convenience; mineral exploitation; these are issues that concern us all. We need to be able to use the sea safely and securely for ourselves and for our allies, and to deter those who would do us harm. And to use the sea calls for sea power, and the essence of sea power does involve sea control. But sea control can only exist within a framework of the international law of the sea. And this is through a line of development that goes back even beyond Grotius, that synthesizes historical precedents, international treaties and the long-term practice of states, this was developed into an expression of col- lective will in terms of the UN Convention on the Law of the Sea. Now some people and some of you may say that this unfairly skewed towards the interest of the G20. To me this ignores the hundreds of years of collaboration, custom and consensus that went into its development. Montego Bay struck a necessary balance between the interests of coastal states, and the interests of what used to be called “maritime nations”. We have all benefited. But things have changed since then. 37 years have passed since Montego Bay, a mere fraction of the 410 years since Mare Liberum, but the world is moving increasingly rapidly. My former counterpart at the Indian Naval Staff, Admiral Sureesh Mehta, observed that “In an era of globalization, every trading nation is necessarily a maritime nation”. I do not need to tell this audience about the importance of global maritime trade or the volumes involved, but it is not

154 XII REGIONAL SEAPOWER SYMPOSIUM FIRST SESSION just island nations that depend upon the sea. Arguably, preserving the sea as a global commons is becoming more im- portant, not less, as more and more nations come to have a stake in it. We should uphold, protect and maintain the system that has served us so well for so long. Indeed, I would contend that the principles that have allowed such excellent international collaboration to continue for so long could help solve issues in other global commons. Coming back to Galileo’s telescope, I wonder if he could have imagined that the instrument he used to observe the stars would one day be sitting among them. But scientific explo- ration of space is only one aspect of it. We are increasingly unprepared for how space is being used. The existing space treaties were written in a spirit of competition, not collaboration, in a Cold War world afraid of space becoming a military battlefield. Today, we face strategic challenges that are arguably as significant as those of the Cold War; state-on-state conflict, the rise of grey zone activity, the rapid acceleration of technological change. The spectrum of space activities starts off innocent, but become increasingly concerning. Space tourism. Scientific re- search. The potential for mineral extraction. Monitoring, observing and recording human activity. Destruction of other nations’ satellites. Are we moving towards the “weaponization” of space? Some might say that, just as UNCLOS arose from a system of collaboration and established custom, so we should allow space and cyber laws to do so. But there were thousands of years of maritime activity before Grotius, many of them lawless, and much human blood was spilt before (and, sadly, even after) this law was developed. We should consider whether we can use the outcome of those years to provide answers in space now. And the same may well be true of the cyber domain. Not all global commons are physical. The same principles that have proven so reliable for permitting international collaboration on the seas may well permit international collaboration in cyberspace. And this brings us back to the sea. The same technological developments that are allowing space and cyber to flourish are giving new ways to exploit the sea. Artificial islands. Increasingly sophisticated seabed mineral extraction. cables, and submarines that can interfere with these. I draw two conclusions from this: firstly, that the need for security at sea is increasing; and secondly, that competition for resources is also increasing. Do we need to revise the international law of the sea to take account of these changes? And if so, how? Should we redraft a new Convention? Quite an undertaking. Should we seek consensus on some pressing issues? But there are nearly as many issues as there are interested parties: expanding (or decreasing) territorial sea limits; redrawing seabed provisions; allowing more (or less) exploitation of fish stocks. Should we relax some of the wider international law conventions relating to dispute resolution, and simply see who shouts loudest? My simple answer to all these questions is: No. We should not change. We should have confidence in the system we have created. We should have confidence in the principles underpinning the existing law, principles which go back 410 years, principles that have proven to be powerful, enduring and universal: An equitable balance of rights and responsibilities for those who use the sea, and those who adjoin the seas and oceans. A respect for the reasonable enforcement of those rights, and an expectation that responsibilities will be honoured. And all of this founded on principles of reciprocity, and overseen by United Nations dispute resolution mechanisms. Not only should we not change, but we should have the confidence to apply those principles more widely to other areas of global commons, such as cyber and space, that currently risk lawlessness. In doing so, we can help to encourage their peaceful development, prevent their exploitation and secure their benefits for future generations. These principles have been the foundations on which global prosperity has been built, by which millions have been lifted out of poverty, and through which the rule of law has prevailed for hundreds of years. Trade; a succession of in- dustrial revolutions; an increasingly sophisticated, wealthy and healthy world. These are all rooted in those principles laid down by Grotius in that little book 410 years ago. If we step away from something so successful, so powerful, so enduring, the consequences could be calamitous. There- fore, let us not forget these principles. Let us not forget how this remarkable idea has endured, so strong, for so long. In considering our future, let us not forget our past.

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R. Admiral Narciso Fastudo Junior

Deputy Executive Director Interregional Coordination Centre, Gulf of Guinea

Thank you very much on behalf of the Interregional Coordination Centre. I am here to thank you for the invitation and the hos- pitality we have and also to say that it is an honour to attend this symposium for the ICC because ICC was established in 2017. It is in its second year. I will start with the introduction to say that the resurgence of violence and criminal acts committed at sea in the Gulf of Guinea and piracy, all those acts have direct and indirect consequences for navigation, for the security of the countries concerned, for the neighbouring regions, cross border, criminal networks and for the economy, the port activities, the freight, the trade, the industry, the fishing, and even for the environment. The installation of the Interregional Coordination Centre in 2017 is an important preliminary step towards a more secure Gulf of Guinea. Four objectives were selected for the creation of this centre and we established a plan 2017-2021 that is to strengthen the legal and judicial capacities of member states profes- sionals, and then improve the skills of law enforcements officers, to contribute to the exchange of information and to contribute to maritime borders delimitation and regional cooperation. It is to say that those are the objectives of this centre. In short, this centre has – how do you say – programs that come from international community to help the Gulf of Guinea to go with this ob- jective. These programs are SWAIMS for South West Africa Maritime Strategy and PASSMAR is a program for Maritime Safety and Security in Central Africa. These programs have to complementary the initiatives and the instruments and policies to promote the necessary pooling of resources of this centre. The project and its activities are also part of the African Union Peace and Security Architecture that has a road map 2016-2020 that is African Maritime… Integrated Maritime Strategy 2015. So, I will start now speaking about the Gulf of Guinea structure. This was the initiative created by 26 Heads of State in 2013 and at political level they have ECOWAS Commission and Gulf of Guinea Commission, those are the leadership of this centre. The centre itself is located in Cameroon and works in straight liaison with Pointe Noir in Congo. There is a CRESMAC, a Centre for Maritime Security for Central Africa. And CRESMAO is in Abidjan, it’s Maritime Security for West Africa. These centres coordinate activities at level of 4 to 5 countries. For instance, in Angola we have the 2: Congo and Angola itself is one region. In Cameroon, Dwala, we have Gabon, Equatorial Guinea, Saint Tome and Cameroon. If we go to Kotonou, we have Nigeria, Togo and Benin. And if we go to Akkra, Ghana, we have the Coordination for Liberia, Sierra Leone, Ghana, and Ivory Coast. Furthermore if we go to Cape Vert, we find coordination for the area of Senegal, Gambia, Mali; Mali is landlocked country that maritime issues are coordinated in Cape Vert. So, which impact that law we are talking about UNCLOS. We know that the evolution of legal framework for the oceans culminated in the adoption of the UNCLOS in 1982. All Gulf of Guinea states are parties of this convention including the landlocked states. And, as many parts of the world, Gulf of Guinea states lay claim to the jurisdictional rights and consensus provided by UNCLOS. This has impact and implications on the operations, on the activities even in the doctrines of Navies of all the countries in this region. Because UNCLOS offered these coastal states rights to claim for the territorial waters. It is around 12 nautical miles, for the contiguous zone that is 24 miles and for the EEZ that is 200 nautical miles. This all is counting by the baseline. And now also many countries are claiming for the extended 350 nautical miles. So, all of this after they adhered, they adopted UNCLOS. From the operational side, we know that the current architecture of maritime space that gives coastal states jurisdiction and rights up to 200 nautical miles now is increased because it is increasing the operational space of our Navies. And our coast guards they must oversee a bigger space. And because before coastal states controlled only a narrow belt of maritime space. Now we have sovereignty where they have sovereignty now it is extended to [incomprehensible] they do not have maritime force to deploy to 200 nautical miles. So, this increased operational space for the African Navies and this single fact poses many challenges.

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Many challenges and these are given the size of our Navies and the logistic implications. What about the logistic implications? They are requirements that we need to highlight. To effectively patrol, police and protect the national interests in the Gulf of Guinea, our Navies need different types of logistics, equipment and platform. But we are still in the level of using only fast inter- diction vessels and boats. This is a practical challenge for most of our countries because there is need to invest more time, more efforts and even more resources funding our Navies. About the impact on the doctrine, I say that there is UNCLOS has impact in the doctrines. So this impact we feel on the rules of engagement, we feel on the standing operating procedures which most of our maritime forces previous never used those. For instance, the ICC is there to harmonize West Africa and Central Africa proce- dures that are already there. But some of them, they have French background, others have English background, and they are working in the same sea. And they have to interact. It is the reason ICC is there to harmonize procedures for them to understand each other. Because historically our Navies there have duties in brown waters close to the coast. Now they have to engage more in power projection to have the blue water task. So, the contiguous zone now is small. We are going to the EEZ. Let’s see for in- stance the doctrine in Nigeria operations. There was one thinking but now they are about to establish some patrol corridors, be- cause they need to ensure the complete coverage of all hotspots in the coastlines, because we know that some places there are dangerous, so this will allow them to do more effective patrol and not overlapping because they have 3 commands: north, central and south, and they are establishing now corridors where the maritime trade can easily reach the safe port. About the UNCLOS in interagency cooperation – we know that interagency cooperation should be made at national level but now it is more the Navy who takes care of those questions. So why do we need interagency cooperation? Also to be involved. For instance, the port administrations and the maritime administrations they should also engage to protect shipping. If the Navies protecting the ship- ping’s far from the port and the port itself is not involved, robbery will happen at the port. Customs have to ensure effective de- livery of contiguous zone mandate and the fisheries ministries for fisheries patrols and protections, and for oil and gas to protect offshore infrastructure and the environment agencies to protect marine environment from both deliberate pollutions, intentional and not intentional. And counter trafficking agencies, narcotics, guns, humans - they also have to be involved. It means post UN- CLOS our Navies in the Gulf of Guinea ensure effective interagency collaboration. Before they were working isolated. So, talking about the ICC experience. Let me say that interregional cooperation is no longer optional. Before that cooperation was… “if I want, I go there” but now it is a necessity, it is because the coastal state has the right and the international community also enjoys key rights in the EEZ, including freedom of navigation. What we have to say about our priorities, to our stakeholders? The maritime governance and to strengthen the political and institutional framework we need to reinforce the, how do you say, the conditions to better use the maritime common domain. And for that we use a coherent maritime safety and security policy. It means we use experience of other Navies and with that experience we improve. Now I will speak about the experience about development of global maritime partnership. The maritime sector in the Gulf of Guinea has various initiatives from international community. Let’s say for instance the group G7. The group G7 is a group of friends of Gulf of Guinea that are facilitating information sharing and there is a support from EEAC, European External Assistance, that many countries maritime sites that are supporting like Denmark, Netherlands, Norway, Belgium, and even more African regions like ECOWAS, IMO, Interpol, they are strengthening the adaptation of the legislation and the regulatory frameworks. This is done through organizations and I can cite some of these organizations like UNODC. The UNODC for instance this year made 4 workshops. Let me say for instance 1 workshop was done in Abidjan, Ivory Coast, legal training… Legal training was done in Abidjan from 6th-8th of May. Then another training workshop of maritime crime in Benin from 7th-10th. This workshop enabled criminal justice actors to deepen in the analysis. And then another one was done in Ghana from 15th-17th April this year and the last one was done in Yaoundé in June this year, about 13 countries, 17 legal experts from 13 countries were there to improve their skills. So, to finish I will say that to go to the conclusion I say that we are now having two variants of mocks because before we didn’t use maritime operational centres and now we put one legal officer in maritime operational centres. This is the second variant. Before in the maritime operational centres we only use rep- resentatives from customs, from narcotics agencies and so on. It means the operational people went to the sea, captured some- thing and then that single ship is released because nobody made the follow up from the beginning. And the lawyers it’s not their work to go to the sea to capture evidences, so they release the ship. But now we are thinking on the second variant where the legal prosecutors they start from the beginning where there is a suspicion, they start from the beginning to capture themselves all the evidences. To conclude let’s say that in all of these activities the ICC will establish a permanent dialogue between Yaoundé architecture, the international partners, the institutional beneficiaries and all the populations implicated.

XII REGIONAL SEAPOWER SYMPOSIUM 157 FIRST SESSION

Professor Andrea Margelletti

President of Ce.S.I. - International Study Center

Admiral Cavo Dragone, Distinguished guests, Chief of Navies, It is a joy and pleasure for me to be here with you today. It is especially important for those like me. I was born in Venice where the sea has always been the focus of our life and this invitation is a sign of honour for me. Today, I would like to propose you a different mode of approach let’s say. For the sea in a changing world is the driver for economic growth, so different models are needed to approach it. Different strategies are very much demanded, I will therefore speak to you about “maritability” that has 4 buzzwords: governability, responsibility, compatibility and sustainability. These 4 key words stand for 4 pillars – these are 4 pillars. The first is governability. Governability encompasses 3 different governance models: the local governance, the national governance and the interregional governance. The blue community is the strongest stakeholder to listen to when we have a dialogue about the sea. I am talking about the coastguard; I am talking about the trade operators; I am talking about the ship builders and all the relevant authorities. Sea governance is the pivot and centre of various and varied political models. If correctly implemented, sea governance will be originated. Governability also implies the need for a new balance: a balance between domestic interests and global interests. An adequate maritime governability calls for cross level approach with the involvement of several actors and agencies. I believe governability is the right solution to safeguard the interests of the stakeholders of maritime domain and to make it possible for their interests to be better represented. Safe sea domain costs inherently less so the simplest example we can refer to is what happened with the counter-piracy activities in the Guinea Gulf and the Aden Gulf. When you have responsibility, results are better, and responsibility plays a more and more crucial role in the geopolitical scenario. It can prove to be an enabling factor for the various interests on stake. It can be truly the cure for the world rulers when they debate as the sea and the sea economics themes on the agenda. I will be talking about the compatibility now. We can interpret it as the compatibility of policies. The governance levels, being domestic and cross regional and local, are like Chinese boxes: they can interlock with one another and if dispro- portionate, you can have a certain incompatibility. So, let me recall the suggestions on the maritime clusters, they have to be all-compatible with the needs of the ministries. Secondly, I would like to talk about compatibility in terms of co- operation. Therefore, compatibility of interests can also be a result of compatibilities of threats. Also compatibilities of the desires to learn and to have a better comprehension. Third point here is the need for us to safeguard and secure an equitable level of management for the economic and security interests. There is a need to recall and stress that maritime safety… no, security, promotes economic growth. Sustainability is the fourth pillar. We live in an ever-changing world where our responsibilities are very much demanded and so the time has come to realize that this is like an ecosystem with big values, with a need to be capable of preserving all these values. Just think of the resources from the sea, we have to protect them - this in order to nurture the local economies. We may think up of a conference devoted to the natural resource exploitation and food chain policies at a local level so the sustainable industry as a concept is very much welcome here. Not by chance, we have the major Navies among which the Italian Navy also stands out among many others and the Italian Navy was a granted prize be- cause of our environmentally friendly approach, still being a war-fighting actor.

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Therefore, these days we have this new concept based on 4 pillars: governability, responsibility, compatibility and sus- tainability. The four pillars we have mentioned are more and more relevant both in geopolitical and economic terms. This concept originates and is interlocked with the blue economy. There is a need to search for common solutions. This is a lofty goal to attain. It calls for joint effort from us all. As a matter of fact, these days we debate on several incidents that were occasioned and caused by infringements and non-compliance with these principles. For this reason we need to cast a new eye onto the “maritability”, this in order to understand our world through the blue goggles that are so rel- evant these days. Let me conclude by raising a very important point here that best depicts the scenario of the sea. It was the first meeting between professor Aronnax and captain Nemo in the book by Julius Verne. Aronnax asks Nemo: “Commander, do you love the sea?” “Yes, I do. I love the oceans because it is all. The sea stretches over 7/10 of the globe and its air is pure and healthy. The sea is the infinite desert where you never feel alone because the entire life surrounds you and pervades you”.

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SECOND SESSION

SHAPING OUR NAVIES LOOKING AT THE BLUE GROWTH. NEW CAPABILITIES AND TRADITIONAL ROLES: HOW TO FIND THE RIGHT BALANCE BETWEEN LOW AND HIGH END.

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SECOND SESSION

Chairman Introduction of the Second Session Admiral António Mendes Calado

Chief of Portuguese Naval Staff

Dear Colleagues, Ladies and Gentleman, firstly, I would like to thank, on behalf of the , the Regional Seapower Symposium for the invitation to chair the Second Session of its 12th edition. On this occasion, I would like to congratulate Admiral Giuseppe Cavo Dragone, and the Italian Navy, for the outstanding organization of this prestigious forum dedicated to foster open and constructive exchange of views and ideas on naval and maritime related matters, and, also, for hosting all of us in this beautiful and historic city of Venice. I would like also to address a special compliment to all speakers at this session and, naturally, to our guests. The RSS Second Session’s topic is “Shaping our Navies looking at the Blue Growth. New capabilities and traditional roles; how to find the right balance between low and high end”. If you allow me, before speakers approach their contents, I would like to briefly introduce the session’s subject. Current figures show that over ninety percent (90%) of the world’s trade is carried by sea – actually, almost everything that moves between continents travels across the sea – thus making maritime transportation essential to the world’s economy and, by far, the most cost-effective way to move tradable goods, energy commodities and raw materials around the world. Furthermore, ninety nine percent (99%) of international data and internet communications are transmitted through submarine communications cables stretched across the bottom of the oceans, composing an interlocked grid hundreds of thousands of miles long, where data travel at speeds almost as fast as the speed of light. Together, these two examples demonstrate the relevance of the seas for the sustainability of the economic and digital society model in which we live nowadays. As scientific knowledge progresses, also increases the awareness that oceans are a true strategic asset of the world in which we live. Today, we know that oceans are crucial to the very functioning of the planet, contributing to climate regulation and the recycling of polluting gases. Globally, it is anticipated that in the near future, food security needs will require an increased supply of marine protein sources. Increasing demand for energy will lead to increased exploitation of energy sources in the oceans, as well as the production of other forms of renewable energy. On the other hand, the needs arising from the growth and interdependence of international trade will require a strengthening of maritime transport capacity with new routes and new port terminals. Today, most of humanity already lives in coastal areas, resulting, with its presence, in a significant increase in pollution of the oceans, particularly plastics. Corresponding to the clear perception of the importance of the oceans for the future of humanity, we can say that the 21st century will surely be the century of the sea! Along with opportunities, risks and threats are increasing in the maritime environment, from natural hazards associated with climatic changes, to those coming from the intense use of the sea, such as marine pollution and depletion of marine resources, including illegal, unreported and unregulated fishing. Together with these, we are seeing direct threats to the use of the sea or threats using the sea as an access, such as

XII REGIONAL SEAPOWER SYMPOSIUM 163 SECOND SESSION maritime terrorism, arms proliferation, trafficking, irregular migration and piracy. Moreover, the increased capability to explore the deep-sea will further bolster competition for oceanic resources and the attempted political and economic occupation of large areas of what have, until now, been considered international waters and shipping routes, thus increasing risks and threats arising from inter-state disputes and conflicts. It is in this complex and challenging environment that our Navies have to operate, sometimes alone, others in alliance or coalition, mostly focused on guaranteeing the use of the sea and the defense of both national and collective inter- ests.

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Admiral Hiroshi Yamamura

Chief of Staff of Japan Maritime Defence Force

Dear Colleagues, Ladies and Gentleman, It is my great honor that I was given an opportunity to deliver a speech to the Regional Seapower Symposium on behalf of Japan. I would like to take this opportunity to express my appreciation to the Chief of Staff of the Italian Navy, and those who are present here. As you already know, the theme of the session is “Shaping our Navies looking at the Blue Growth. New capabilities and traditional roles: how to find the right balance between low and high end”. Briefly speaking, “Blue Growth” doesn’t only mean economic growth but also security growth achieved by cross-domain and sustainable use of the sea” I am sure that “Blue Growth” will be a key word in discussing the topic in the future. Sustainable use of the sea is absolutely necessary, for many countries rely on international trade for their economic activities. In other words, this concept includes economic growth, security and international cooperation, which can be shared by many countries dependent on the ocean for their activities. I will state the internationally shared values and interests in the use of the sea in the first part of my speech, and then, I will give you a brief introduction of Japan’s point of view on the ocean, and the JMSDF’s (Japan Maritime Self-Defense Force) activity. On top of these points, I will present my views on how we should encourage the discussion. The first topic of my speech is “internationally shared values and interests in the use of the sea”. In this world, maritime transportation of “goods” and “ideas” has been the cornerstone for every nation to bring wealth and prosperity to its society and citizens. On the screen, the red lines indicate ship routes and the flow of goods. These are the Sea Lines of Communication, which you understand play an extremely important role in economic activity. You can also see the submarine cable map, which connects all parts of the world very closely. They say that 99 percent of Internet Data is exchanged through the cables. From this point of view, the sea is considered a “Global Commons”, which has shared values and interests. We can say securing the activity at sea is the “shared interest” in which every one of us should make a concerted effort. In particular, Japan is a maritime nation and our dependence on maritime trade is huge because of its geographical features. The seas surround us and we have only a relatively small amount of natural resources in our country. That’s why sustainable use of the sea is indispensable to us. From this understanding, the Government of Japan en- dorses a vision to promote “free and open oceans” In 2016, Japan’s Prime Minister Abe announced the “free and open Indo-Pacific” vision that focuses on the Indo-Pacific region. The basic concept of the vision is as follows; First, spreading out and enrooting the idea of “rule of law”, “freedom of navigation”, and “free trade”, Second. Pursuing economic prosperity. Third, securing peace and stability.

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Based on the “free and open Indo-Pacific” vision, what is Japan expected to do to realize “economic development by sustainable use of the sea”? I believe “rule of law”, “freedom of navigation” and “free trade” should be widely accepted and enrooted because these ideas are the basement of free economic activity. Seas stretching from the Pacific to the Indian Ocean are extremely important International maritime communication that connects Asia and Africa because Asia shows an explosive growth, and Africa has enormous potential. Particularly, areas between the Indian Ocean and South China Sea are called the “main artery” in the global maritime transportation, for it is through these areas that the most tonnage of goods and cargo pass, every day. I think that, making sure the sea lines of communication are stably used, will be highly beneficial to not only Japan but also the international community. “Free and Open Indo-Pacific” highlights our shared interests; however, there are challenges the international community has to respond to. For example, regarding the safety of the Sea Lines of Communication, root causes for piracy still remain to be solved in spite of the fact that we find fewer pirates acts than before off the coast of Somalia or in the Gulf of Aden, thanks to anti-piracy efforts by many countries. We have other maritime challenges to be tackled, including terrorism or natural disasters. Some of them have become more and more eminent. We are in the present-day world, where the Sea Lines of Communication connects a wide range of areas of the world. Local and global maritime security challenges have become comprehensive and complex, ranging from state or non- state actors to natural disasters. So, what actions do we take to safeguard the free and open ocean? We all know the answers for that, and we have made a concerted effort toward settling the challenges in cooperation with the international community. Some of the examples include international counter-piracy cooperation. Japan engaged in National Tasking and par- ticipated in Combined Task Force 151, while the EU carried out Operation “ATALANTA”. International cooperation can be also observed when we support a natural disaster-hit country to deal with Typhoons, Earthquakes, and Tsunamis. Pictures on the screen are just some of the examples. We, navies, have made contributions to local and global communities in a collaborative manner, which I believe has been widely recognized. So, how are we able to strengthen our cooperation to carry it out more effectively? In this presentation, I would like to mention one of the important topics, “Maritime Domain Awareness (MDA)”. I think MDA is similar to what the EU calls “Integrated Maritime Surveillance”. Information gathering systems are indispensable because they functions as an “eye” in securing the free and open ocean. To improve the function of the “eye”, “new capabilities” are important, in particular, unmanned systems, manpower- saving technologies or satellites. Information gathering systems are what matters to future “MDA”. Also, “neurological system” for the “eye” needs to be strengthened to improve information sharing. It is important to be able to share wide-range and real-time information through improved information systems and solid collaboration, while ensuring its confidentiality. Furthermore, by strengthening an international “network”, through “high-end” activities for gathering more detailed information, we need to strengthen MDA capabilities and promote the “free and open ocean. On the other hand, as navies, we have to remember our traditional role of national defense. Taking our country Japan as an example, it is located in the far-eastern area of the Eurasian continent, and its national land is so small that it is only 61st largest in the world. However, it has more than six thousand eight hundred islands and has the 6th largest Exclusive Economic Zone on the globe. The Japan Maritime Self-Defense Force is prepared 24hours a day 7 days a week, all year long, for surveillance and in- formation-gathering to maintain the peace and security of our country.

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In the complex and ever-changing security environment, along with having the capability to conduct surveillance over a huge area effectively, it is important to respond quickly to a change of situation. In addition to the domestically produced aircraft P-1, we plan to introduce a new type of FFM that is 3,900 tons and operated by 90 persons. These are examples of the JMSDF (Japan Maritime Self-Defense Force) working to introduce “new capabilities” in the area of national defense as a “traditional role”. As I said, we will have to continue our effort in both the “traditional role” and “new capabilities” as navies. On the other hand, looking at the speed of technical innovation, global climate change, probable increase in population and rapid urbanization in coastal areas, the local and global security environment will be changing at an unprecedented rate, while its situational uncertainty is increasing. Under such circumstances, we can’t see through what will come next, so regarding the role we will play, the balance of “low-end” with “high-end”, it can be difficult to draw a clear picture on them. However, what is certain is that it is absolutely indispensable that each country makes their own effort, but also to work together to secure “free and open ocean” and prosperity of our countries. The JMSDF (Japan Maritime Self-Defense Force) has been happy to play a part in hosting programs to contribute to local and global security. Even in the maritime security environment that is changing faster than ever before, our close collaboration continues to be necessary, and I do believe we can make it. So, as guardians of the “free and open ocean”, let us double and triple our cooperation to sail our way through rough waves toward the future. Sail together for maritime security, Sail together for rule-based international order, Sail together toward a peaceful future.

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Admiral Josè Luis Villan

Chief of the General Staff of the Argentine Navy

Dear colleagues, Ladies and Gentleman, The accelerated evolution of the global scene as observed in recent years has triggered dramatic changes in the inter- national maritime environment and, therefore, a prompt adaptation of State action to this ever-evolving reality. These days, the value of the sea as a source of resources has increased in a manner considered unimaginable in the past. The significance of the sea is closely related to the global demographic growth and the consequent increase in the demand of sea-related goods and services, resulting in the re-estimation of the sea as a source of food, energy, minerals and biodiversity. In this respect, a substantial increase of scientific research conducted at sea, coupled with the latest technological ad- vances, make exploration and exploitation of maritime spaces possible, activities that were out of reach in the past. The regulation of fishing in the highs seas, beyond the Exclusive Economic Zones (EEZs) by some regional organizations is still very recent and has not yet succeeded in preserving many fishing grounds around the world. The lack of relevant regulation allows the indiscriminate catch of trans-zone and highly migratory fish stocks, thus entailing real risks of depletion and compromising species sustainability, even within coastal States’ jurisdictional waters. When assessing the activities conducted at sea, environment is an additional key factor. The fragility of the environment jeopardizes planet sustainability as an ecosystem in which the oceans play a central role in global climate regulation. At a global level, consensus has emerged over the need to harmonize these considerations and think about the oceans from a comprehensive perspective. In this sense, multiple initiatives agreed upon within the sphere of international organizations have led States to adhere to the protection and conservation of maritime spaces. An example is the es- tablishment of Marine Protected Areas (MPAs), whose surface increases year after year. In communion with this ob- jective, States see the need to ensure surveillance and control by patrolling these areas on a regular basis. The undeniable climate change increasingly causes natural disasters on coastal areas where human life is at risk, en- tailing complex emergencies that, once again, demand a State action for consequence mitigation. The use of the sea as a means of communication has been, and will continue to be, a key factor for global development. Maritime transport, a vital facilitator of global economic growth, has increased not only in terms of the number of ships but also in terms of displacement. Maritime commercial flow and its projection into the future increase the probability of occurrence of events that may threaten human life at sea and the marine environment. This reality places greater demands on us to achieve a satis- factory degree of training, anticipation and response capability to face humanitarian operations offshore under adverse weather and sea conditions which, in some cases, might involve the massive evacuation of crew and passengers. The trends described so far have brought to the fore the importance of the sea to different actors in the global arena. In turn, they have posed real risks, challenges and threats that compel States to face, including, among others, piracy, mass migration by sea, pollution, illegal trafficking in persons, drug trafficking and terrorism in all geographical locations. Faced with this scenario, our Navies had to carry out a wide range of tasks, without neglecting what we consider to be the main role of the Navies, that is, the defense of national interests in the sea and from the sea. The latest technological breakthroughs not only have influenced the Navy’s mission, but also have enhanced the ca-

168 XII REGIONAL SEAPOWER SYMPOSIUM SECOND SESSION pability and complexity of military power and have become more accessible to both States and non-State actors, thus reducing power asymmetry in unconventional conflicts. In this sense, integration of information and communication technology, unmanned vehicles, miniaturization in elec- tronics, automation and nanotechnology among others have a decisive effect on the concept called “Revolution in Mili- tary Affairs”. As a consequence, challenges in the battlefield become increasingly complex, largely due to the growing lethality and accessibility of weapons systems that demand shorter response times and enhanced Command and Con- trol capabilities at every decision-making level, from the strategic level to the individual combatant. Against this background and limited by financial and budgetary constraints, States should strive for the fulfilment of their tasks making use of all available resources and reviewing the purpose and structure of their naval power. In this respect, naval forces shall take into consideration not only their traditional defense and security role but also the sub- sidiary missions contributing to our nation’s economic prosperity and development. Even though these tasks may be secondary in nature for naval forces, they assume a new significance due to their po- tential consequences and current relevance. For that matter, decision-makers shall make their best effort to arrive at a balanced and effective solution. In their design, a gradual use of the force shall also be considered. This means being able to adapt swiftly its intervention or deployment to the changing needs of the scenarios being faced. A Navy’s balanced structure will enable a rapid integration of the assets allocated to cover the wide spectrum of new challenges into conventional fleets with a specific tactical role. Otherwise, the integration of such assets shall be facili- tated by means of short-time reconfiguration of warships and auxiliary vessels that, if needed, might be incorporated to naval squadrons to take part in traditional operations. We have a two-fold challenge ahead: reaching a fair balance between available capabilities and the new tasks that our forces have to confront; and, simultaneously, fulfilling our traditional role, which requires a large budget to acquire assets and ensure proper maintenance. Considering current maritime scenarios, an adequately structured naval force shall be able to subsist in the maritime environment and also capable of accomplishing its mission when confronted by multiple threats on, under and above the sea surface. It is imperative that naval forces be flexible in order to adapt themselves not only to accomplish diverse military missions but also to carry out tasks of political, diplomatic, security, humanitarian, and social character. What is more, naval forces will be capable of serving their government by providing multiple courses of action. Such flexibility, which is afforded by the development of dual-use technology, is one of the key aims to achieve. This means having assets designed for employment both in war fighting operations and in other tasks at sea. In a like manner, standardization and certification of military items for non-military use in civil contexts will also constitute a potential area of exploitation for the military industry. We shall not fail to remember that building partnerships with other international stakeholders is an essential prerequisite to tackle common challenges and risks. Within this context and based on the nations’ foreign affairs policies, naval forces may be called upon to cooperate in operations carried out in international waters, either under a national mandate or as part of a combined naval fleet under the mandate of an international organization. Such participation will entail direct military engagement, maritime interdiction, anti-piracy activities, as well as crucial Humanitarian Assistant and Disaster Relief (HA/DR) operations. Not only do these challenges require cooperative action, but also demand a high level of interoperability in terms of doctrine, procedures and assets, for the conduct of integrated and coordinated operations with foreign naval forces. As regards time and space management, naval forces will have great mobility enabling their relatively rapid deployment to the operating area usually autonomously. Depending on the extent of their national responsibilities and commitment to the international community, this may involve operations in scenes fairly distant from naval bases, and also a pro- longed presence in certain areas, which will be determined by political and strategic needs. The cost of operation and maintenance is another issue that must be weighed up before making a decision. If possible, such costs will be kept down to a minimum, while reasonably allowing the successful accomplishment of the mission.

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Finally, it is worth stressing that human capital is the most important asset that navies count with. Enhancing profes- sional and leadership skills is a determining factor in efficient structure and employment. A powerful and modern navy becomes useless if its personnel is incapable of operating as efficiently as possible. Not only that: having a navy of such level led by incompetent decision-makers is far worse than having an underequipped, understaffed navy. In conclusion, the ability of our leaders will determine whether our navies succeed in accomplishing their mission.

170 XII REGIONAL SEAPOWER SYMPOSIUM SECOND SESSION

Vice Admiral Eliyahu Sharvit

Commander of the Israeli Navy

Well, good morning everybody. First thank you for the opportunity to speak here today and second, I would like to thank you, Admiral Cavo Dragone, for this really generous hospitality and, of course, for our happy wives, as well. Throughout this conference, I have heard my colleagues discuss strategies that concern our ships at sea. Now I would like to bring you to a place that we sailors not always feel so comfortable: the shore. Over the past two decades, the sea has been undergoing a huge transforma- tion in many dimensions. According to my analysis, to the Israeli Navy analysis, the situation, the most significant change in the situation, is that the threat to our navies and to our sea lines of communication is not coming only from ships. It is coming, mainly, from land-based-weapon systems. To demonstrate it let me take you to three different points in time. Starting East Mediterranean 1973, the battle of Latakia. Actually, it was the first missile battle in the world. For years, this event served us as the only model for naval battles. I do not deny that the possibility that such battle can happen again, but I am certain that it is no longer sufficient as a single template for the naval battle of today. Another “skip” in time moving forward three decades to the second Lebanon war to a watershed event. Our region, once again, served as a staging ground for the demonstration of new form of maritime combat. It is always interesting in the Eastern Mediterranean. Hezbollah, from their position on land fired two C-802 subsonic anti-ship cruise missiles towards the sea. For the first time an Israeli naval vessel INS Hanit was stroked by a coast-to-see missile. Our traditional Navy vessels are now threatened by an enemy that does not have any fleet or even one single ship. Now you find yourself with your fleet, with your navy, with missile boats, , submarines that are irrelevant to the new threat. The warfare doc- trines, naval detection systems, ammunitions, once used against sea born attacks are ineffective against this new threat. Another aspect that was highlighted in this event, an Egyptian merchant ship, the Moonlight, was sunk by Hezbollah in the same incident. Hezbollah, like other terrorist organizations, does not bother to distinguish between the good ones and the bad ones. We should all be aware of the fact that such militias, Hezbollah and Huthi, and do not have any ques- tion mark. Both of them are Iranian praxis and are both capable and willing to strike with no consideration of collateral civilian damage. Hezbollah and other terror groups do not have the technology necessary to build the maritime picture in order to distinguish between merchant ships and battle ships but, even if they did, their desire to destroy their en- emies and their different values, and they have different values, are stronger than any concern for civilian lives. Another skip in time, let me take you to the present time. Nowadays most of the Eastern Mediterranean, including all of the states of Israel’s EEZ, Exclusive Economic Zone, is covered by coast-to-sea missiles of all kinds from Syria and Lebanon. The weapons vary from short-range subsonic missiles, for example the C704, which can be launched for few dozens of kilometers. The missile threat has intensified in an exponential fashion and that is even before speaking about anti-ship ballistic missiles. In the 13 years since INS Hanit was fired upon, Hezbollah weapon systems have only become more advanced and posed an even greater risk for all ships in our region. The threats that I have illustrated are not limited to Israel’s backyard. The situation in the Bab el- Mandeb strait is very similar. For years, missiles NUSVIS in the hands of the Huthis, have posed continual threat to both navies and merchant ships travelling through one of the world’s most important sea passage. Without us, navy is seriously dealing with this problem. A part of the sea lines of communication, whose

XII REGIONAL SEAPOWER SYMPOSIUM 171 SECOND SESSION importance is clear especially for such kind of forum, other crucial strategic targets have become part of the maritime arena. Tremendous newly discovered wealth is located on the seabed. In Israel’s case more than 70%, of electricity production comes from gas originating from the sea. These discoveries are an incredible opportunity for economic de- velopment but, along with this, they pose massive challenge to defend in such a threatened environment. Now the question is: what do we do with the fact that our fleets are built to deal with ships, submarines and traditional platforms but now face a threat not from the sea but from land? The first option is to invest and concentrate in a strong defense. I recommended not choosing this option alone. We will have to invest deeply in our ability to defend ourselves but not alone because it is simply not enough. In defense, as we all know, we do not win. We must know how to attack the coast and not only with our assets. We must collect intelligence on the coast, and we must do it in real time. We must know how to attack land targets including those located in dense civilian population. We must know how to deal with moving targets and time critical targets. We must attack and not only defend. Looking ahead I believe that we’ll continue to face traditional challenges on battlefield as well as these evolving challenges. Our main pillars of operation will in- evitably impact our force build- up. Classic naval operations which were necessary in the past, continue to be so today and will still be relevant to the maritime theatre of tomorrow. I can say it without any doubt. We will have a very sig- nificant defensive factor, broader than in the past because the threats have become more advanced and varied, in- cluding means of attack from sea, from land and with different harming abilities, cruise missiles, and ballistic ones. Therefore, our investment in defense should be significant and we must develop our defensive capabilities. Ships will not only have to defend themselves but also defend offshore assets and other ships as well. In order for this to be possible, we must equip our ships with suitable defense system. This is a challenge that Israel is facing today, and I spoke about the importance of our EEZ. I fully believe that in the future many of your navies will face it as well. But as I mentioned before, defense alone is no longer sufficient for an effective naval strategy. We must know also how to use effective offensive action to deal with land-born threats. Navies must be capable of attacking enemies on land in addition to at sea; cutting edge attack means must be available to our maritime forces. The importance of this shift in strategic thinking is absolutely crucial. Our perception of priorities on the battlefield must change in order to accom- modate new realities. Alongside this we will continue to carry special operations and joint operations that will serve as an integral feature of our strategy. Coming to conclude my presentation I believe that in parallel to this previously men- tioned missions, an additional way to deal with this challenge is through means of international cooperation, knowledge sharing, mutual protection of sea lines of communication, technological cooperation and sharing of operational concepts will bring us one step closer to a safer maritime arena. The time has come to rethink the place of land-based threats in naval strategy.

172 XII REGIONAL SEAPOWER SYMPOSIUM SECOND SESSION

Rear Admiral Murat Dinçman

Director of Strategy Planning and Project Management of the Turkish Navy

Adrmirals, Sirs, Distinguished guests, Ladies and Gentlemen. On behalf of Admiral Özbal I would like to start with expressing his sincere and deepest gratitude to Admiral Cavo Drag- one for hosting this prestigious event. Grazie mille Admiral. It is truly a great privilege to reflect our thoughts and insights on how to find right balance between high and low end, under the greater framework “Shaping our navies for the blue century”. What is and why is the blue century? And why do we need a so-called “new blue perspective”? The previous high seas symposiums were subject to important debates questioning whether 21st century will be the end of naval era or new maritime century. In the end of this productive discussions, as you all agreed, 21st century was defined as the blue century in which the concept of maritime security will be reshaped and redesigned. From our perspective a new naval era has arrived with all its prosperity for our younger generations. This era requires strong and flexible navies exploiting the high-end and low-end dimensions of new tech- nologies in an appropriate manner. In the following slides I will try to explain how Turkish Navy aims to achieve this goal. In the blue century fleet missions in peacetime will be diversified and more challenging in addition to the traditional tasks such as MSA, ISR, fight against terrorism and prevention of all forms of illegal activities at sea, new tasks regarding the protection of critical infrastructure, enlarged security and protection of national maritime interest will occupy our agenda significantly. The dynamic changes in the nature of risks and threats in the maritime domain is forcing us to review the force structure of our navies more frequently than ever; diversified and increased capability requirements of navies, challenged by li- mited financial resources, dictate that the platforms in the naval inventory must be designed as boat, threat-based and mission-based, multipurpose platforms and delivering favorable modular capabilities. This smart approach em- bracing naval platforms with multipurpose modular systems will help the navies improve the effectiveness in terms of firepower, maritime situation awareness and network-based command and control capabilities. Today’s navies not only rely on the quality and quantity of their manpower, but also the practicality and feasibility of unmanned auton- omous system integrated into a naval platform within the modular and multipurpose origin. By doing so, it will be possible to form a well-balanced navy which has an optimal blend of high end and low-end tech- nologies, applied to both existing and upcoming platforms in a dynamic manner. On the other hand, it is a matter of time for the so-called latest naval technologies to be invalid due to stunning or mind-blowing speed of technology de- velopments in our century. To overcome this eroding effect, we aim to construct new generation platforms as modular as possible. It is also a well-known fact that nations didn’t switch from galleys to overnight; unless a quantum leap occurs we must continue to think about how to properly have all our forces to meet today’s operational require- ments of our navies. National defense projects cannot afford to sustain a navy consisting of high-end platforms only. In this sense, to achieve traditional tasks such as continuous and robust sea control is assessed to be non-realistic and non-sustainable. On the contrary, a low-end technological navy would fail to fulfil its tasks requiring deterrence base high-end operational tempo and long-time endurance at sea. This dilemma can be sorted up through well-balanced force structures. In composition of a well-balanced force structure, the advanced high-end platforms will likely step forward during the time of crisis and warfare. However, during the peacetime, the low-end platforms will create the

XII REGIONAL SEAPOWER SYMPOSIUM 173 SECOND SESSION difference. We believe that low-end platforms equipped with or supported by multipurpose modular and unmanned autonomous systems will be more capable and functional in peacetime missions. Under the current circumstances, the necessity to defend national maritime trade, national interests and protection is self-evident. We anticipate that offshore petrol vessels will play a crucial role in fulfilling these tasks particularly in the open waters. I will give you a proper example of this approach playing a crucial role in reshaping the philosophy of Turkish navy for the blue century. We are directing our R&D studies primarily on the integration of unmanned autonomous systems to the existing plat- forms. In this sense, we managed to set up a well working higher set capacity in our surroundings seas through shore based UAV. As you may expect, we are not satisfied with what we have achieved so far. We aim to deploy this UAV to the surface ships as well. Also, we are willing to have our own versions of these UAV in order to enhance our firepower at sea. As unmanned underwater autonomous systems have a wide range of variety to be applied, we have great interest in the use of these systems in harbor protection, ASW and mine warfare as well. From modular perspective, we are aiming to accommodate our new generation national free gates with flexible mission spaces. These spaces will be tailored according to the needs of the operation and carry required pilot. Integration of stand-alone weapon system is another field of interest we are working on. An exceptional example to this approach may be a real-life situation, namely multinational operations against irregular immigration movement at sea. Some of the platforms deployed in such operations are the vessels, which could classify as high-end platforms with their higher technologic capacities. These platforms could provide the expected outcome with some limitations in confined and shallow waters due to the relatively heavy displacement, larger draft and limited maneuvers capability. There is no doubt that such limitations are causing undesired cost-efficient levels for the navies. In other words, most of the combat capacity or capabilities of mentioned platforms remain idle. There is no doubt such missions may also be conducted by relatively low-end and multipurpose petrol boats with their basic, classic, maritime capabilities. Furthermore, in order to enhance the efficiency, these petrol boats could be supported by additional capabilities such as multipurpose, modular, unmanned vehicles, which may increase their capabilities in terms of ISR. Hoping for more platforms in terms of quantity it is nice to have; however with the realistic approach, we must persistently look for ways and means to introduce new technologies to our somehow old-fashioned platforms, developing multipurpose interoperability capabilities will certainly pave the way for our navies to best support the combined and joined operations as well. This is the reason why we are introducing high-end technology heavy platforms to our navy, such as LHDs and AIPs submarines. By introducing such projects, we are aiming to create a hybrid and combined force structure embracing low-end and high-end technologies in a well-balanced manner. In this approach, the power of national defence industry and quality and quantity of men power is our significant leverage. As for the challenges, alone with the speed of technologic changes, interface connectivity and interface adaptation is the area demanding more R&D efforts from our navy. Today to support economic growth of Turkey and protection of our legal interests at sea, particularly surrounding seas is our priority. On the other hand, as a clear evidence of our strong commitment to United Nations and NATO we are ready to dedicate our capabilities to UN and NATO operations as well. We are dependable in cooperation, deterrent in crisis and decisive in combat. Our motto for the blue century is “stronger at sea, safe at home”. and dear guests, as I’m ending my presentation, I would like to reiterate that it’s a privilege to be part of this unique event, which focuses on the regional integration of naval power. Thank you very much for your kind attention.

174 XII REGIONAL SEAPOWER SYMPOSIUM SECOND SESSION

Mr Francesco Beltrano

Port and infrastructure service manager of CONFITARMA

Admirals, Sirs, Distinguished guests, Ladies and Gentlemen. First of all, let me present the apologies from my General Director, who, unfortunately, due to an unexpected and urgent meeting at the Ministry of Transport, could not be here with us today. I will try to do my best to replace him during this International Symposium, which is an important opportunity to discuss the most challenging developments for the fu- ture of our common maritime domain. Since 1901, Confitarma has represented the Italian shipping industry in the most important national and international forum. Despite the downturns recorded in recent years, the Italian merchant fleet, with over 15.5 million tons, continues to occupy leading positions. For years now, we have been following carefully the issues related to “maritime security”: from the adoption of the ISPS Code to the new rise of maritime piracy, from the migration crisis in the Mediterranean to the cyber security threat. Maritime security represents a necessary requirement for the free flow of commercial traffic, the driving force of the world economy, with over 90% of the world trade travelling by sea. But maritime security is also essential to supporting the blue economy and, therefore, for a sustainable development. As a matter of fact, the blue economy requires a secure environment that is not threatened by piracy or other criminal activity. In this regard, the escalation of maritime piracy in the Indian Ocean has opened the eyes even of those who wrongly considered as “far” the sea area beyond the Suez Canal. 30% of oil and over 20% of all loads in the world transit each year through the Mediterranean Sea. Therefore, its security must concern all of us closely! It is our economy! We cannot risk marginalizing and making this area insecure, because this could affect the devel- opment of our economic system. As we are always saying: an insecure sea is an “expensive” sea. And an expensive sea can cause damages to our busi- nesses, our cities and to all of us. In this respect, on behalf of the Italian shipping industry, I would like to thank the Italian navy. Without your protection, our crews and our vessels would be exposed to serious risks, with great impact to the whole country! The security of the sea is therefore increasingly fundamental in the current geopolitical scenario. In this sense, the partnership between institution and industry regarding the measures to counter maritime piracy in the Indian Ocean was an evident success. On the contrary, the situation in West Africa is more and more critical. This is an area with a strategic role for the Italian energy policy and in which our shipping industry has important com- mercial interests. For this reason, we ask you once again to support us with your unique experience and the knowledge, together with the Italian Ministry of Foreign Affairs, to solve this major problem. Cyber security is also a very sensitive issue. As is known, the threat of cyber-attacks now extends to the world of the sea. For this reason, in 2018 Confitarma issued a cyber security handbook for its member companies which contains guide- lines on how to manage cyber security on board. But there are new challenges and threats that we must face.

XII REGIONAL SEAPOWER SYMPOSIUM 175 SECOND SESSION

The migration crisis called into question geopolitical and commercial balances in the Mediterranean, thus making it less secure. While the involvement of merchant vessels in Search and Rescue (SAR) operations has been significantly reduced dur- ing the last year, the situation is still one of great concern since the Italian flag has a strong presence in the central Mediterranean. For these reasons, in February 2019 Confitarma submitted some questions to the Ministry of Transport to receive operational guidelines for our masters if they were called to intervene in SAR operations, especially in the “Libyan SAR area”. But, as of now, we have not received any feedback yet. As anticipated, maritime security is also es- sential to supporting the blue economy. And this is a very important issue for the Italian shipping industry. We have heavily invested in the environmental sustainability and safety of our fleet. For years now, despite the massive increase in global maritime trade, there has been a strong reduction in marine pol- lution by ships. Just to give you an example: last year one of our member company ordered the construction of a new series of hybrid RO/RO vessels, which will use fossil fuel during navigation and electricity while in port, thus guaranteeing, “zero emissions in port”. Anyway, from January 1, 2020 the International Maritime Organization (IMO) will enforce a new 0.5% global Sulphur cap on fuel content, lowering the current limit by seven times. In order to comply with this new regulation, many ship- owners have already installed scrubbers. The other alternative would be using LNG-powered vessels. At the end of 2018, one of our member company put into service the first LNG ferry in the Mediterranean. Also, in the cruise sector some LNG-powered ships are already operating and more of them are being built. Unfortunately, due of the lack of regulation, it is not yet possible to refuel LNG in Italian ports. Another important news recently came from the world of finance, when the first Green Loan was granted to an Italian shipping company. These are amazing environmental performances. To conclude, security, supply of energy resources and climate change are just some of the many common challenges that Navies and Merchant Marines will have to face together, within their respective areas of competence, in the “blue century”. To do so, Confitarma hopes that the important relationship with the Italian Navy will continue ever more strongly, for the benefit of the entire maritime cluster, both at the level of institutional leaders and through our staff members.

176 XII REGIONAL SEAPOWER SYMPOSIUM

THIRD SESSION

THE EVOLUTION OF THE SEAPOWER IN THE BLUE CENTURY: THE MARITIME DOMAIN AS KEY ENABLER TO ENHANCE RESILIENCE. CHALLENGES AND OPPORTUNITIES

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THIRD SESSION

Chairman Introduction of Third Session Admiral Ilque Barbosa Junior

Commander of the Brazilian Navy

Adrmirals, Sirs, Distinguished guests, Ladies and Gentlemen. First, I would like to thank the Chief of Staff of the Italian Navy, Admiral Giuseppe Cavo Dragone, for the organization of this traditional event and for the great honor with this invitation to chair this insightful working session. We will discuss the evolution of Sea power in this so-called Blue Century, considering new challenges and opportunities created by the Blue Economy (slide) in the maritime domain. We shall have the opportunity to listen to highly qualified speakers, representing the Navies of the United States, China, Qatar, Russia, the Italian Coast Guard and the distinguished Professor Edward Luttwak. In fifteen minutes, each of them will provide us with their visions and contributions to our debate. The theme is very important, current and thoughtful, demanding multidisciplinary efforts to enhance our understanding about the evolution of “Sea power” in a conceptual framework. This concept is now being developed or adapted as the rel- evance of the ocean-based economy, the Blue Economy, continuously increases and impacts on different actors, including navies, reshaping their roles and force planning processes. Developing a new concept of Sea power relies on identifying not only the source and routes of new threats, but also governance barriers to properly countering them, when needed. In terms of governance, attention shall be paid to the fact that the life of the oceans is what is at stake. At the same time, technology in the industry 4.0 era increasingly enables unprecedented man-sea interaction, it also provides new tools to growing threats in challenging sea-based economy. Moreover, advances in technology may lead to a race of colliding interests for the exploration and exploitation of seabed resources, for international seaborne trade and communications infrastructure. Just citing a single example, the OECD projects a 340%-increase for the maritime trade until 2040. Thus, initiatives for better control of what happens on the oceans are necessary. In particular, it seems applicable to hone the current regulation aiming for the environmental preservation and the sustainability of those activities. Eventually, this would mitigate contro- versies related to security and defense and, in turn, should attract the support of Navies and other governmental or trans- national agencies with presence and responsibilities on the maritime commons. Shortcomings in current regulation will cause profound threats to the environment. As an example of this, I bring the case of the recent spill, in Brazilian jurisdictional waters, of oil that is clearly not extracted or processed in our country. This has caused untold and inestimable impacts to the marine environment, which is rich in biodiversity. The Northeast coast of Brazil has been affected in an extension of more than two thousand kilometers and the consequences are also reverberating in the Blue Economy. This severe environmental accident, which impacts roughly 30% of the Brazilian coastline, brings even more focus and urgency to our proposal for improvements in the current regulation directed to the marine activities and the jurisdiction of coastal states. Specifically, we reiterate the compelling need for explicit rules, which create binding orientations to the world maritime traffic in accepting full control of the coastal state not only in its territorial waters but also in the whole extension of its economic exclusive zone. Altogether, the advancement of this demand along with other challenges at sea, emerging with the Blue Era, will impose the Navies to incorporate new commitments to their panoply of means. Parallel tasks to the traditional ones include dealing with environmental and humanitarian missions and enhancing safety of maritime assets. As for the threats,

XII REGIONAL SEAPOWER SYMPOSIUM 179 THIRD SESSION activities such as piracy, human trafficking, massive maritime flow of refugees, trade of illicit goods, as well as Illegal, Unreported and Unregulated (IUU) fishing, all encourage a renewal of capabilities and review of doctrine and models for twenty first Century engagements. As these threats are transnational by nature, governance needs to surpass the limits of national jurisdictional waters. A three-fold effort seems suitable to face this challenge. First, a local whole-of-government approach to provide an effective interagency synergy, in all levels of law enforcement, and in the enhancement of capabilities to achieve domain awareness. Second, the fomenting of international technical cooperation and joint missions to face these transnational threats is necessary. Finally, fighting sea blindness within societies and governmental bodies needs to be implemented, in order to provide an intensification of policies and resources related to the sea. These general challenges are present in all maritime regions of the globe. In the Mediterranean, there is no difference. Naturally linked to this eminent body of water, the South Atlantic, and its security, also needs to be brought to our debate. In this regard, it is worth mentioning the Brazilian Navy’s dual role conducting both military and constabulary tasks. So, I would like to take this opportunity to highlight some aspects of our Navy, an institution that is attentive to the tendencies expressed by the various connections between development and sustainability. By using the approach of “Ocean politics”, or Geopolitics focused towards the sea, I could say that the creation of a more extensive maritime community would greatly benefit the Brazilian national defense project, as it contributes to security and safety of our sea lines of communication. The Brazilian Navy is aligning itself to address new and complex maritime challenges by performing actions according to the aforementioned three-fold effort. Recent investments in multipurpose naval assets reflect a dual focus on tra- ditional naval tasks, such as sea control and naval diplomacy, and also on contemporary missions, mainly related to humanitarian assistance and disaster relief. In parallel, improvements in terms of technical cooperation are materialized through Brazilian participation in the NATO Support and Procurement Agency and our accession, as a regional coor- dinator to the Trans-Regional Maritime Network, a system that enhances information and data sharing on maritime traffic. Also worth mentioning is our participation, along with Argentina, Paraguay and Uruguay, in regional efforts to control the traffic in the South Atlantic, as well as our role as an observer in the Friends of the Gulf of Guinea Group (slide) and in the Yaoundé Maritime Security Interregional Centre. These efforts reflect that Brazil will continue con- tributing to cooperation architectures such as the South Atlantic Peace and Cooperation Zone (ZOPACAS, the acronym in Portuguese), a high-level commitment to manage regional challenges, including collective maritime challenges, es- tablished in 1986, after Brazilian initiative. On the other hand, the Brazilian Navy has participated in several joint operations with friendly navies and other agencies. This happens both under the umbrella of international bodies and by means of regional agreements. Examples are the MTF-UNIFIL in Lebanon, Exercise OBANGAME EXPRESS in the Gulf of Guinea and the UNITAS multinational exercise. The interoperability expertise gained by our assets and personnel in very complex environments like choke points and other strategically important maritime spaces will continue to allow our Navy to work as a leader of the collective mari- time security efforts in the South Atlantic. Finally, in order to stay current on the concept of Sea power, the Brazilian Navy is continuously working on the qualifi- cation of its personnel, focusing on developing sailors who can not only keep up with ever-changing technology, but who also understand the particularities of the sea. Meanwhile, the Navy engages in various triple helix initiatives and clustered efforts, involving the whole government, Industry and Academia, which represent valuable opportunities to increase and to communicate the importance of the sea. In conclusion, the Brazilian Navy understands that cooperation, both national and international, is the key element for an effective application of Sea power that meets our political and economic goals, without hampering the traditional strong relations with our peers. This forum is the perfect opportunity for the Brazilian Navy to reaffirm its commitment to international cooperation and to show the activities we have been carrying to implement it. Experiences from other navies and agencies may unveil other important perspectives on the theme of this working session. So, discussions will follow to help us enhance our understanding on the complexities of our time and on the on-going changes in the international maritime domain. With no further delay, I invite the keynote speaker, Admiral Michael Gilday, the ’s Chief of Naval Operations, to have the floor and share his considerations on this afternoon’s theme.

180 XII REGIONAL SEAPOWER SYMPOSIUM THIRD SESSION

Admiral Michael M. Gilday

Chief of Naval Operations of the US Navy

Ladies and gentlemen good afternoon. It is a great honor and privilege and quite humbling to be up here today at the Regional Seapower Symposium 2019. I would like to express my deepest gratitude to the people and the government of Italy. To your cities and local communities for hosting American Sailors at Naval Support Activity Naples, Sigonella, and the Naval Base at Gaeta. Admiral Cavo Dragone, congratulations to you and your team on bringing us together in this fantastic city of Venice. Thank you, Giuseppe, for your leadership, for your legendary Italian hospitality. It comes through in every single aspect of this great event; in fact, we are going to give you complete credit for the wonderful weather as well. The Italian and American Navies enjoy a long history of cooperation and coming to each other’s aid. A century ago, American warships of our Great White Fleet sailed to Messina after an earthquake to provide assistance and relief. A few years later, we helped the city of Venice to defend itself from attack by providing five-inch guns for harbour defence. Likewise, Italian vessels protected American merchant and passenger ships in the Mediterranean from U-boat attacks. Italy has hosted the U.S. SIXTH Fleet since 1950, and our bonds continue today as NATO allies. Preparing to speak ahead of the next panel titled “Sea power in the Blue Century”, I reflected on this symposium as a whole. It struck me, as I am sure it does many of you, as we look around this room, there is nothing regional about the “Regional Seapower Symposium” of 2019. With more than almost three-dozen countries in attendance, this Symposium underscores the inherent interconnectedness of the globe: of our economies, of thoughts and ideas, of our security. Indeed, we should all seek a free and open maritime commons, and we should do that together. Countries with coast- lines stretching along every ocean of the world are in this audience. From the South Atlantic, to the Pacific and Indian Oceans; from the Arabian Gulf to the Arctic, from the Strait of Malacca to the Bab Al Mandeb to the Strait of Gibraltar and beyond. So, Admiral Cavo Dragone, I compliment you for hosting what is truly a global event. I look forward to continuing the cooperation between our two countries and our two navies. Our relationship is deep and enduring. Italy’s contributions to security on NATO’s southern flank and deployments around the world do much to guarantee the security of the international community. Our countries are more than just military partners. We are friends! I am committed to advancing our relationship and our shared values of democracy, free and fair trade, the rule of law with all our European and worldwide allies and partners, many of whom are here in this hall. There is so much work that we can do together. Combined with a robust constellation of allies and partners we have decided to build and strengthen the international economic boarder. We are operating toward the same end, the continued security and stability that results in a free and open maritime commons. In my view, there is no better signal of our desire to do just that than naval operations and exercises around the globe. From high-end exercises like TRIDENT JUNCTURE, held last year with 50,000 troops and all 29 participating NATO countries, plus Finland and Sweden, to MARE APERTO 2019 with 40 ships, 5 submarines, 30 aircraft from Italy, Canada, France, Great Britain, the Netherlands, Portugal, Spain, and the United States, to the 47th iteration of BALTOPS earlier this year, to expeditionary exercises NORTHERN COAST in Denmark and NORTHERN CHALLENGE in Iceland. We continue to advance our pioneering efforts. Just a few weeks ago, the U.S. Navy participated in the multinational International Unmanned Maritime Systems Experimentation Exercise,

XII REGIONAL SEAPOWER SYMPOSIUM 181 THIRD SESSION hosted by the Portuguese Navy. Elsewhere around the globe, CUTLASS EXPRESS AND OBANGAME EXPRESS in Africa, the International Maritime Ex- ercise in the Middle East, Malabar in the Indo-Pacific, and the Rim of the Pacific Exercise are all strengthening our naval bonds while demonstrating the importance of our day-to-day alliances and partnerships. These relationships are un- wavering, and the United States Navy is committed to maintaining a steady course of naval cooperation, strengthening the connections between our services. The city of Venice, with its network of canals and bridges connecting 118 islands, is a city with a rich history of commerce and trade, an enduring story of prosperity delivered by and from the sea while defending against its dangers. When we speak about challenges, opportunities, and resilience, there is no better metaphor than the City of Venice. And so, we learn that solutions to maritime challenges must acknowledge our inherent interconnectedness. That is why the term “Blue Century” has gained so much traction, the promise and potential of the seas to promote prosperity and development are stronger now than they have ever been in the past. Seas enable economic prosperity of nations, allowing the free flow, as you have heard many times over the past two days, of more than 90 per cent of all trade and 99 per cent of digital information. The scope and scale of human activity today has made our economies more dependent on the seas than ever before. From energy generation, to mining, from the transport of raw materials and refined products around the world, to fishing and expanding digital infrastruc- tures, all of it depends on the world’s oceans. When you consider this, it is easy to understand why shared values among nations are so critically important. The mutual respect for and adherence to international law as well as a safe and secure maritime environment has enabled nations, both large and small to prosper. Indeed our global economy floats on seawater. Today, the very nature of our operating environment requires shared common values and a collective approach to maritime security. And that makes steady, enduring Navy-to-Navy relationships more important than ever. Our common naval experience strengthens our ties and maintains the secure and orderly conditions that continue to deliver prosperity for all of us. While any Navy can surge forces, none of us can surge trust. Naval exercises and symposiums like RSS help us build relationships so we can talk to each other in good times as well as difficult ones. Admiral Mullen, a former chief of naval operations talked about a “thousand-ship Navy”. I say, why not a ten-thousand-ship Navy? With like-minded partners, there is a lot we can do together to keep the maritime commons free and open. I assumed my current office as Chief of Naval Operations in late August and I am keenly interested in keeping our efforts to ensure a free and open maritime commons. Soon, I will be issuing guidance to the United States Navy, and I would like to share with you my key ideas of focus. My Navy’s strategic direction is strong, I believe and I am convinced of the necessity of working with you, our allies and partners across the globe. I believe that the United States Navy is at a transformational moment, where we are shifting the central operational hub of our naval operations from Strike Groups and Amphibious Readiness Groups to our Fleet Level. We have a long tradition of sailing with many of you, and we look forward to operating with you as we make this shift, experimenting and exercising at the high end of naval operations. By doing so, we will only improve our collective readiness and re- sponsiveness; pioneer new concepts together, strengthen deterrence, and positively shape the security environment. Here in Europe, Admiral Foggo and Vice Admiral Franchetti will continue to build on their fantastic work to date oper- ating, exercising, and experimenting with large naval force elements. As our other fleet commanders will pursue similar efforts in their regions around the world. I am focused on the frontiers of technology, which has always shaped the naval environment for us. The U.S. Navy is rapidly innovating and digitizing its operations through tactical cloud computing, artificial intelligence, and machine learning. We will combine that with innovation that our talented Sailors bring to generate unprecedented naval power, naval power that will hopefully preserve security. While we look to the future, we never lose focus on the present. The United States stands ready to ensure security and to reinforce the international norms that enables the shared prosperity of all of us. Before assuming this position, I served as the Commander of the U.S. TENTH Fleet, our Navy’s Cyber Fleet with re- sponsibility for worldwide cyber operations. That experience helped me to understand the connections between the

182 XII REGIONAL SEAPOWER SYMPOSIUM THIRD SESSION digital world and the maritime, and the challenges related to the interconnectedness of both. So, I believe that we, each from our respective countries, must strive to think differently and to educate our Sailors about this digital realm as we rely on it more and more for security and stability. The U.S. Navy will bridge the cyber divide to overcome new operational challenges in our own fleets. We are aiming high, and as I visit my Sailors operating around the world, I am both energized and inspired by them. And, I see that we will reach these goals, and more, very soon. Being ready to defend international norms is important to the United States, and I know it is important to all of you. We are defending international norms to foster global economic prosperity. We do it to protect the right to navigate the world’s international waters. We do it to ensure smaller nations are not bullied by others, so they can access their fair share of resources. We do it to help others recover from disasters, and we do it to maintain the maritime domain is a more stable and secure place for all of us and for our children. And that is why we should all continue to fly, to sail and operate wherever international law allows. One way to support international norms is to give them voice, and I am proud to do so here today. We stand for freedom of navigation and freedom of the seas. We remain confident in the UN Convention on the Law of the Sea and we sail according to its provisions. We believe in the rights and freedoms guaranteed to all countries under the law of the sea, and in that common observance by all countries is in our common interest. We will continue to operate as allowed by international law, to protect the sea-lanes of communication so that every nation can take equal advantage of this rules-based international order. But, we will not do so alone. Partnerships are absolutely essential. So, we will continue to support cooperative frameworks. We are proud to work with like-minded nations to establish partnerships like the International Maritime Security Construct to promote security and stability. The United States seeks to work with IMSC members to decrease tensions over waterways critical to global economic activity fueled by international commerce and shipping, to support our allies and partners from the Pacific to the Atlantic. The inter- national nature of this construct demonstrates our “Strength in Unity,” like the nature of this symposium. Going forward, my promise to you is that we will continue to partner and stand shoulder-to-shoulder with all nations who share a mutual respect for and adherence to international law as well as a vision of free and open maritime com- mons. Just as canals and bridges built in Venice over centuries created a strong and resilient city, the connections we continue to build will strengthen our own security and our prosperity. I am filled with hope, I am filled with strength, and I am filled with conviction when I look across this room and I see this distinguished group of seasoned mariners. We now have a great and historic opportunity, and I would add a responsibility, to strengthen our bonds, collaborate to advance the art and science of naval operations, and to apply our resolve to ensure the seas remain secure, free, and open so we may actually realize the promise of the Blue Century. I am humbled and honoured to be amongst you. I will continue to be your partner as a global force for security and stability. I have a great sense of urgency to find solutions to the problems we collectively face, and I promise I will work with you to chart the course to overcome these challenges. It brings me great solace knowing that we stand together, ready to confront the challenges of today and of tomorrow.

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Vice Admiral Houbin Wang

Deputy Commander of the People’s Liberation Army Navy

Ladies and gentlemen good afternoon. On April 23rd this year when the Chinese President Xi Jinping met with all visiting foreign naval delegation heads who came to Qingdao at our invitation for the 70th Anniversary of the Chinese PLA Navy, he put forward the important in- itiative of “Building a Maritime Community of Shared Future”, the Chinese wisdom and approach to maintain maritime security and stability and promote the global ocean governance. It has drawn a magnificent vision and blueprint for building a peaceful, prosperous, open and beautiful ocean. The vision of a Maritime Community of Shared Future contains the rich connotation of building a “peaceful, safe, pros- perous, open and beautiful” ocean. First of all, let us jointly pursue maritime peace. We need to treat each other on an equal footing and respect each other’s core interests and maritime interests. We need to resolve disputes and conflicts through dialogue and negoti- ation. We need to enrich and improve mechanisms as to ensure peace, and jointly eliminate the roots of war so that everyone can enjoy the peaceful and tranquil ocean. Secondly, let us jointly seek maritime security. Faced with the common challenges, all countries need to establish a new common, comprehensive, cooperative and sustainable maritime security concept, abandon the zero-sum thought, actively foster the awareness to deal with risks and challenges through cooperation so that we can solve poverty- caused security problems by development. We will seek security through cooperation, promote security through de- velopment and achieve the benign interaction between security and development. Thirdly, let us jointly enjoy the maritime prosperity. We hope to scientifically explore marine resources, enhance coop- eration in the maritime industry and promote maritime interconnection for prosperity so that all countries will benefit from achievements of marine development. Fourthly, let us jointly develop the ocean culture. It demonstrates the spirit of openness that is never standing still and ready to embrace new things. It demonstrates the spirit of inclusiveness, which is recognizing diversity and difference, seeking agreement while shelving differences and narrowing differences. It also demonstrates the spirit of exploration that is bravely meeting challenges innovating boldly and not shrinking from any hardships or crises. It also demonstrates the spirit of solidarity, which means we will make concerted efforts and stand together through storm and stress. Fifthly, let us jointly protect the marine environment. All developers shoulder the common obligation to build a green low-carbon ocean, promote the orderly exploration of marine resources, protect the marine ecosystem and biodiversity, actively deal with the marine environmental problems and promote sustainable development of oceans. Building a Maritime Community of Shared Future needs our joint efforts. The Chinese PLA Navy would like to present the following wishes. Firstly, we would like to enhance the close multi-leveled communication between various navies. The Chinese PLA Navy would like to promote strategic communication with other navies in a sincere and constructive manner, perfect the multi-leveled dialogue and communication mechanisms and strengthen the coordination when it comes to regional and international maritime security affairs. We will share the responsibility together and jointly deal with maritime se- curity threats and challenges.

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Secondly, we would like to strongly advocate the practice of performing rules in good faith. Navies, as users of maritime space and defenders of marine order, should execute the rules in good faith. When the rules are unclear or missing, we need to make more efforts, in the spirit of mutual respect, to strengthen communication, release good will, follow mutual understanding and mutual accommodation, act in an appropriate way so as to achieve benign interactions. Thirdly, we would like to strengthen coordination for maritime operations. We hope to continuously enhance counter- piracy information sharing, strengthen coordination of maritime operations such as counter-piracy and HADR and jointly safeguard maritime shipping security. Fourthly, we would like to deepen cooperation in the field of public security. We will strengthen cooperation in the public security from the aspects of infrastructure, technical service, mechanisms and rules. We hope to provide more public security goods and jointly address global security challenges.

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Major General Abdullah Hassan Al Sulaiti

Commander of Qatar Emir Naval Forces

Ladies and gentlemen good afternoon. The navy of Qatar is strongly important for our presence in the Qatar sea. We are like a protector shield we have three maritime boarders and only one terrestrial boarder on the ground. So, the Qatar navy has to be ready for facing all unexpected scenarios in one of the hottest spots in the world. The vast maritime frontiers of our state and the very fact that most of the national resources are at sea, I refer to the gas and oil and resources offshore. So, these facts cause that the protection of our resources is a priority to us and to our navy. The siege that has been undergoing since 2017 is among our priorities, we are there to protect and to counter that siege; goods are shipped only by sea after South Arabia closed their territorial borders to exclude us. But regardless of all these facts and happenings we join several national missions, we are in the very heart of the Qatar Gulf and just like many other countries of this region we face severe threats. The mounting tension with Iran, in the eastern area of the Gulf region, is just one as- pect of that and also the presence of American bases in several countries of these regions is of course a challenge. These are challenges we face every day, and, after the Iranian war and the Kuwait war, these challenges have been mounting. We hope our waters not to be the theatre for battles in the future, but it may happen, so the navy of Qatar is at the very heart of our defence system and we really need to be supported in that, also militarily. We need to be supported. The Qatar Navy has gone through great and unprecedented changes, both in a qualitative and in quantitative terms. This in order to further support us and we promote and foster our navy development, so to make it one of the leading navies of the region. Qatar has very friendly relations with major countries of the Gulf re- gion and also at the international level. Evidence of this are the agreements we concluded with several civilian and military parties. Such a scenario increased the opportunities to share know-how, so we can share this know-how of the developed countries having first line arms and armaments as well. The Commander of the Fifth American Fleet, James J. Malloy, stated that also from side of the USA it is crucial to have collaboration with Qatar; this in order to strengthen the collaboration among these countries and to further consolidate the stability of the Gulf re- gion. This cannot do without precise agreements with all the partners and the parties. Let me stress this out: all the maritime communities, all the navies shall feel pride because of the opportunities; of course, we all have different opportunities, but you may have events, such as this symposium of today, that are truly sources of pride and honour. I am proud to be here, and we should all be proud. God bless you all.

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Vice Admiral Sergey Lipilin

Deputy Commander Black Sea Fleet

Dear participants of the conference, I am glad to welcome you all and congratulate you at the Symposium. Thank you for welcoming me. I express my deep gratitude for the invitation to this event from the whole naval community in Russia. This symposium certainly contributes to the global security. The global security is the basis of the economic and social development of the world community based on mutual re- spect and cooperation. Security is characterized by the lack of dangers and threats in order to guarantee neutralization. For this reason, global security may be regarded as the human protection from all the current challenges and threats presented on the scenario screen. The fleet capacity is shown through the neutralization of the offences. On the other hand, global security cannot be estimated by the totally of states and regional security, including their military com- ponents, pared with the capabilities of the navies. So, let us consider the role of the naval fleet as the instrument of the military security and the neutralization of non- military threats. Oceans are vital for human life. Its role, in ensuring all types of global security, has grown steadily occupying almost 3/4 of the Earth surface. The oceans store the appropriate amount of resources, which we have barely just began exploring. Oceans are the most important factor of global security; it is the area where the clash of states and the coalition interest are presented. The navy goes hand in hand with the global security; the navy has become the most effective and acute instrument of politics since its appearance. It also corresponds to the challenges of military security of states and coalitions. The has alone experienced and fulfilled the task of maintaining peace, stability, and international security in the oceans. The Russian Navy has a rich experience in fulfilling the task of maintaining peace, stability and international security in the global oceans. Let us recall the restraining role of the fleet, and its development. In 1780, the Russian empire, based on its naval power, turned to the governments of Great Britain, France and Spain with the Declaration of Armed Neutrality. This document protected the neutral trade in the conditions of hostility be- tween these above-mentioned states and during the War of Independence in Northern America. Many European states joined to the Declaration and the document itself had a significant relevant impact on the development of the inter- national law of the sea, so and the implementation of one of its fundamental principles is as follows: free goods on free ships. The Russian proposal of armed neutrality to protect free trade was the great event of the year 1718 in Europe, as Benjamin Franklin said, one of the founding fathers of the United States. In 1863 during the Civil War in the United States, Russian squadrons of Admiral Stephan Lisovsky and Andrej Popov visited New York and San Francisco; they cruised along the coast of the America through the year. The demonstration of the Russians on the coasts of the United States, reduced the possibility of military support of the opponents against the government of President Abraham Lin- coln at the reception arrange for the returning Russian sailors in the American embassy in Saint Petersburg. The words pronounced by of the Secretary of the United States, on diplomatic mission, that were prophetical, and they sounded: “There is friendship between us, not clouded by any bad memories, it will be continue subject to affirm rule, not to in- terfere in each other’s international affairs”. Afterword, during the Second World War, the joined action of the fleet of the anti-Hitler coalition, made a significant contribution to the overall victory. The Red Army broke the bridge of Fascism in 1942-43, and with it the threats in the

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European land. More than ever the role of the navy in ensuring strategic parity in the balance of arm of federal states and coalition is more important. The desire for its violation and single sole domination is one of the main threats of military security. The period of the Caribbean crisis is a vivid example of this awareness by the leaders of the two states of the disastrous consequences of nuclear conflict on the whole world has led to a decrease in the level of military confrontation and political dialogue taking into account the national interest of both sides. In our opinion, in the area of the economic globalization, the security of all countries is interconnected and interdepen- dent; no one country can ensure absolute security only by its own effort and no country is able to achieve stability due to instability in other countries. In the modern contemporary world, the dominance of a single power or of a coalition of several states cannot ensure global security, as other states will consider themselves in danger. It is the parity of priority of non-military measures in resolving contradictions on the basis of the international law and the provisions of international treaties that should be the basis of national coalition marine policies. This approach is implemented in the Russian Federation and is fixed by the principles of maritime policy and by the principles of the use of the navy, so as you can see on the slide. Concluding my brief survey review of on the global security issued through the prism of the military component, I would like want to supplement the thesis of classic of maritime geopolitics, i.e. Alfred Mahan’s and his theory: “The sea is not a barrier but a road to communication, the path to cooperation, interaction and friendship”. So, what is the role and the place of the naval forces in neutralizing non-military threats in challenges though global security? As of today, we can distinguish the following interrelated keys areas, as you can see on the screen, fighting against piracy and international terrorism. The Russian navy is actively working at these areas and it is ready for joined development in the framework of inter- national law taking into account national interests. Traditionally naval forces have been the main instrument in the fight against piracy at sea. The beginning of the 21st century was characterized by unprecedented increase of pirate attacks on commercial vessels in the Western Indian Ocean. At the same, the connection between pirates and international trade was disclosed. The Russian navy ships took an active part in this suppression of piracy in accordance with the norms of international maritime law. You can see the results on the screen and due to the joint international air force in situation of piracy attacks in the area near coast of Somalia and the Gulf of Aden was managed by the end of 2016. Due to joint international efforts, the situations with pirates in the area near the coast of Somalia and the Gulf of Aden was managed in this area. The most important task of the navy is protection of merchant ships and transports at sea and at anchor in ports of foreign countries. In the late 80’s and early 90’s of the last century, an operational brigade of surface warships was created to ensure the safety of our ships in the Red Sea and the Persian Gulf during the Iraq war and the Ethiopian-Eritrean armed conflicts; without loss or damage, they navigated 374 merchant ships in 178 convoys through the combat zones. It should be noted that only during the Iraq war was lost an unaccompanied merchant ships of the Arab state of Oman to more than 400 units, 11 of which were sunk. In addition to pulling military tasks the ships of the Russian navy traditional took an active part in eliminating the consequences of natural disasters and providing comprehensive assistance to the civil population. Sailors of the Russian navy were the first to help population of the Italian city of Messina destroyed by the catastrophic earthquake on December, 28th of 1908. Officers, doctors and sailors, risking their lives, provided to give a first aid to the injured residents all the day, freeing people buried alive beneath them around the clock, cleared the rubbles, freed people buried alive beneath them. They took them out to the nearest cities and returned with food and medicines. Since the early 1970’s the Russian navies began to carry out tasks related to the elimination of the consequences of local wars, especially created formations took part in them. For example, in 1972 the Bangladeshi government turned to the to help restore their work in the main port of Chittagong. The approaches to which reach the port, the far away part and harbors, were blocked with sunken ships. The ships of the pacific fleet detachment carried out mines sweeping and lifted the sunken ships. By the beginning of August 1972, they poured cargo turnover exceeded the pre-war level in Bangladesh external maritime communications were completely restored. After the war between the Arab Republic of Egypt and Israel, and the Soviet government decided to carry out sweeping of mine fields in the

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Gulf of Suez for free. The carriers of our ships spent more than 6.000 hours in mine fields. Having voyaged for trolled over 17.000 miles, they eliminated the mine danger in an area of 1.250 square miles, opening the Gulf of Suez and Suez channel for free navigation. The navy has always been an important factor in establishing mutual understanding and trust between states. Official visit of ships and vessels joined the international exercises in confidences, a unique tool that ensures interaction and personal communication of sailors from different countries. At the personal meeting in Moscow in 1972, the US Secretary of Navy George Warden and the Commander in Chief of the USSR Navy Sergei Gorshkov signed the Soviet-USA agree- ment concerning the prevention of incidents at the sea and in the airspace above them. This and other similar agree- ments significantly minimized the risk of crisis situation. The development of military technical cooperation, communication in international professional clubs, the exchange of educational experience and joint training are also very important. This contributes to the strengthening of the friendship and natural understanding between states and peoples. The establishment and maintenance of peace, security and military and political stability. Hydrographical studies conducted by war ships and vessels are important for science. We have rich historical experience in the area. In 1820 the first Russian Antarctic expedition led the Captain Thaddeus Bellingshausen and Mi- chael Lasarew on the Vostok and Mirny sailing ships discover the sixth part of the World: Antarctica. Next year we will celebrate the bicentennial of this memorable event. As a result of the research by Russian military navigators all the boarders of the Indian Ocean were first outlined. Hydrographical studies of Russian navy sailors during other circum- navigations and expeditions have been were also of great importance. Many geographical objects were put on the map of the World Ocean by Russian explorers, only a small part of them were presented on this side. On December 4, 2013 the Island of Yaya officially discovered in the Laptev Sea in the Archipelago of Novosibirsk Islands was officially included in the Russian Federation. Summing up and stressing once again that global security based on cooperation and mutual respect resolving contradictions by peaceful means is the basis of development of our civilization. Global security can only be ensured by the giant efforts of all states, including the effort of the International Maritime Community. And I believe that this Symposium is dedicated to this very task.

XII REGIONAL SEAPOWER SYMPOSIUM 189 THIRD SESSION

Rear Admiral Antonio Basile

Deputy Commander of the Italian Coast Guard)

Good afternoon, I’d like to thank the Chief of the Italian Navy for the opportunity to participate in this event, also on behalf of the General Commander that cannot be present, and I am happy to be here as his representative. Admirals, Commanders, honourable guests, ladies and gentlemen, I am pleased to take part in this 12th edition of the Symposium, an event that gathers the high representatives of all Navies, Agencies and International Organizations, that have a key role in the domain of the sea. The future scenarios will see the Navy as the protagonist together to the Coast Guard. They have always had a very important role in the Italian history, a role that is that of keeping and ensuring a functional harmony. The 21st century, the century of the so called Millennials, has been named the Blue Century and the newer generations will have the opportunity to benefit from the blue growth that is the economic development ensured by the announcement of waters, seas, oceans, aimed at enlarging, broadening the boarders of the circular economy, through inclusive and sustainable growth connected to the production cycles of the sea and to transport by sea. Our awareness of this opportunity has taken lots of different countries to implement long-term strategies aimed at exploiting the opportunities offered by the blue growth. All these countries have now to face new challenges that require them to be equipped with highly qualified personnel and high- end technologies. The Italian Coast Guard is part of the navy and is a highly specialized corps and depends on different Ministries: Ministry of Transport and Infrastructure, Ministry of the Environment, Ministry of Environment, Forestry and Food Policies. The scope of our action is a set of tasks aimed at supporting the maritime function of our state with par- ticular reference to the protection of the productive and civilian interests in the sea. The protection of these interests in Europe is entrusted to the European Union and its Agencies. Within the scope of a European maritime function, re- cently we have understood that we need to adopt more suitable measures and tools to better fulfil the Coast Guard functions - that is, the eleven function entrusted today to the Coast Guard, established by the European Forum of Coast Guard. In particular, the eleven functions of the Coast Guard cover a wide range of skills and competences: security of navigation, security of shipping and port infrastructure, customs activities, customs control, prevention and fight against smuggling and illegal trafficking, law enforcement, control of maritime boarders, monitoring of maritime traffics and protection of the marine environment, search and rescue at sea, of maritime disasters, maritime assistance, response to emergencies at sea and inspection and control on fishery and fishing activities. So the definition of the Coast Guard’s functions are being defined and their daily implementation supports a modern conception of the Sea Power char- acterized by the following strength: I believe it to be implementation of sustainable policies for shipping, promotion and implementation of plans for the environmental protection of the sea, ensuring efficiency of ports in terms of struc- tures and security and safety, ensuring implementation of the highest security standards, monitoring of waste man- agement, promotion of sustainable management of fish-stocks and support to development policies of the different regions and coastal areas and also of the civilian use and production use of the coasts. In Italy the Coast Guard is involved, both indirectly and directly, in 8 of these 11 functions, while the other 3 functions see the Coast Guard cooperate with other public bodies. In 2018 Italy has been the chair of the European Coast Guardian Functions Forum together with fi- nancial policies of Italy. This office will end with a conference that will be held here in Venice on the next 15th of No- vember. It is worth to mention here the Multipurpose Maritime operations, MMO, that are complex operations in which

190 XII REGIONAL SEAPOWER SYMPOSIUM THIRD SESSION the Coast Guard exerts its different functions in scenarios requiring a multidisciplinary and multifunctional approach, such as safety, security, search and rescue, and the fight against sea pollution and so on. The Coast Guard functions are increasing characterized by Intelligence cooperation (IMCA, ISCA, Frontex) and this cooperation is today regulated by specific EU regulations. Multipurpose Maritime Operations are a first step for the development of a European Coast Guard functions system based on expertise, responsibilities and capacities of Member States with the support of related Agency, so as also to avoid the reduplication of assets and operational structures; in fact with the development of an operational doctrine focused on these operations is one of the main topics of the Coast Guard Forum. The operational setting of European Coast Guard must pursue sustainability, resilience and specializations interoperability with other Coast Guards and related organizations for information exchange, exchange of know-how and knowledge. In order to be able to operate in all space and time conditions so as to be able to perform its different functions all together at the same time. The Italian Coast Guard makes important investments in technologies, such as mass rescue technologies, search and rescue operations also in relation to migration issues. Today the Coast Guard is also involved in the task of facing the geo-political challenges such as all the dynamics, such as the significant flows coming from Suez with more than 100 ships transiting through this channel every year. Suez is the possible access gate to the Mediterranean for the Belt and Road Initiative, the new Silk Road whose potential will ensure big social and political transformations. The Mediterranean is a highly entropized sea with 46000 km of coastal areas populated by millions of people subjected to very important pressures that are a threat to his balance. So, we are facing several critical scenarios – scenarios that are critical both in terms of adequacy logistics structures and of security of navigation and protection of the environ- ment. The technological approach to protection of the environment and sustainability is a priority that must be shared at all levels: national authorities must continue to develop their abilities and capacities in terms of tools and procedures for the protection of the maritime environment, of the costal environment and to counter illicit… illegal behaviors. All this to protect and ensure the blue growth, but there is not only technology; the Coast Guard is also involved in governing the sea and the Sea Guard also has the task of helping foresee future scenarios and participate in international dialogue and international cooperation. And in this sense, within the concept of Sea Power, the capacity of building projects that also includes the Coast Guard represents a very important tool, and also in the light of this considerations the continuity of supplementary of the functions between the navy and the Coast Guard are an added value of great importance for the best achievements of the collective interest. So, safety, sustainability and environmental protection: these are the essential requirements that in this process will become essential components for today Sea Power. Thank you!

XII REGIONAL SEAPOWER SYMPOSIUM 191 THIRD SESSION

Professor Edward Luttwak

Ladies and gentlemen good afternoon. As a former infantry man, I do not really belong here, but I look around and I do recognize that you could not have a meeting of this kind with Army people. It wouldn’t make any sense. It would be a kind of false ceremony of friendship and with Air force people, it wouldn’t make any sense as well. Nevertheless, with Navy people it makes sense because Navies have always had two different roles: one role was Sea Force, Sea Power, building ships, being ready to fight; but the other role was called Maritime Power. Maritime Power was always about having access, having allies, being able to operate in other people’s sea areas with their cooperation, with their support; the ability of enter ports, get supplies, today would be radar coverage, all kind of things. Therefore, Navies have always had that role. In addition to being an extremely well organized, elegant conference, this conference actually has a purpose, many conferences do not. In ad- dition, the purpose is to bring you all together in order to increase, in effect, the collective Maritime Power, which comes about through cooperation. Now, this thing has a second idea that comes with that, which is inevitable; that is that if you build more Sea Power, more ships and you do not have good relations with the countries that are impacted by these ships, you can actually become less powerful. If you build ships and you don’t build relationships, if you build ships and you start making claims, territorial claims, going to coun- tries and say “oh that island belongs to me, that thing belongs to me” what happens is that people close their ports, people close access and you are less powerful than you were before. This cannot happen on land, and this would be a meaningless concept with Air Power but it is very real in Sea Power, and the Mari- time Power, which is the power of access, influence, cooperation and transit, versus your ability to fight a naval war, and the two needs to be balanced – very interesting point. The second thing, that is very interesting for a non-naval person like me myself, is that looking at all the enormous, enormous transformations of the world economy, the transformation is in the content of the world economy. It used to be that people moved, you know, iron, coal, copper. Today there is a lot of move- ment of advanced manufacturing. Looking at all this, it is very surprising that world commerce depended on ships 50 years ago, 100 years ago, and today it still depends on ships. What airplanes move is basically trivial, it’s unimportant not only in weight but in value and land attempts to build the railways, which is now taking place of course in Eurasian area with a lot of money being spent to build railways, as you know, from China to Kazakhstan, to Russia, to Kazakhstan, the Caspian, down in all directions, all of this the total volume of everything said in the last year was approximately what they call one million TEUs; TEU is the 20 foot container measure, you know. And 1 million TEUs would represent approximately 100 containerships of aver- age size, average containerships, Panamax, you know the original Panamax, and at the time when there are 5.000 containerships. Now you have these huge railways, cost a lot of money, employ lots of people; lot of people it requires lot of investments and by the way a huge amount of maintenance; maintenance because you’re building railways across deserts and steppes and so on, and all of them carry the total volume this year of 100 containerships at a time when there are 5.000 containerships, at a time when containerships

192 XII REGIONAL SEAPOWER SYMPOSIUM THIRD SESSION are getting bigger. In fact, China itself has built the world’s greatest containership now a Chinese ship I think, it is 11.000 TEUs units. So, all this railway building is symbolic because A) it doesn’t carry the volume and B) is slow. So, if you are in a hurry, the little expensive thing you sand by air, if it is a normal thing you sand by ship and every other modality just isn’t important. This is a tremendous continuity. The other continuity is that because Maritime Power was always cooperative, always, I mean, remember when the Portuguese Marines gave up having their strong naval fleets around the world and they still captained important colonies in West Africa, East Africa, Macao, Timor and so on and they captained because of the Royal Navy. Royal Navy protected sea access for everybody, including when the Portuguese more or less gave up having their strong naval fleets around the world they still kept important colonies in east Africa, west Africa, Macau, Timor and so on and they kept them because of the Royal Navy. The Royal Navy protected sea access for everybody, in- cluding the Portuguese colonies. The Dutch fought the British ferociously; in the 17th century, they went right up the Thames and boarded British ships but then the Dutch gave up but they still kept their colonies because the Royal Navy secured them as part of Maritime Power, cooperative power. Maritime Power cooperative, supportive, involves interactions and so on. If the British had gone around trying to steal little islands from the Dutch when Indonesia was Dutch, trying to steal little islands, the Royal Navy would have been not wel- comed, the Royal Navy would not have provided this free service and then the Royal Navy would not have had access to water supplies, food supplies, shelter in the Indonesian Archipelago. So, this thing also con- tinues; in fact, since 1961, I actually looked that up, 1961 the US Navy has acted against what it calls the ex- cessive maritime claims of about 60 countries, including countries like Finland, Denmark. And these US protests against excessive claims did not lead to fighting. What they led was to dialogue and several countries including the Russian Federation, passed laws to change their territorial definition in order not to interfere with innocent transit, because the key to all of this stuff is what they call innocent transit, where you are simply going through, carrying stuffs from A to B or doing something else, and there’s no interference with it. So, the current situation is that we have a third factor which is the change in the Centre of Gravity of world commerce, moving like everybody knows from the Atlantic to the Pacific, with the rise of the East-Asian economy. It used to be that for a long time there was only Japan, now there are important economies in Thailand, in Vietnam and of course, much bigger, in China. So, with all this what happens is that the old chapter called freedom of navigation, which was contested in the Baltic, that’s why the US Navy had en- counters with the Swedes, the Finns, the Danes and the Russians, which for all resolved peacefully by agree- ment. Now the problem is in the Eastern Chinese Sea and in the Southern Chinese Sea, where, everybody knows, they have assertions of territorial claims and therefore you have British, French, US of course… a freedom of navigation operations where you send your ships to establish, not the right to dominate but the right of innocent passage. If you can have a ship and you want to go from A to B, you should be able to go from A to B, unless you’re entering somebody’s inner territorial waters, when that is interfered with, the naval powers get together to protect freedom of navigation. And this is a real subject and of course the fact that the Royal Navy and the French Navy have carried out freedom of navigation operations, as far away as the Southern Chinese Sea, is because they recognized the global interest. I believe the German Navy is preparing to do the same and I do not see why the Italian navy cannot do the same. Italy is also part of this international community; in fact by organizing this very meeting, Italy is af- firming its global participation, its interest, its support for the global question of the unity of the seas, and that requires first of all freedom of navigation and I do not see why the Italian Navy should not participate, like the French and the British and so on and so forth. Now, we have heard a lot in this conference about pi- racy, problems about illegal immigration, trafficking and all the rest. It is very interesting that these things land on top in this as a responsibility to Navies. First of all, they are police problems, Coast Guard problems,

XII REGIONAL SEAPOWER SYMPOSIUM 193 THIRD SESSION not actual Navy problems at all and they derive from other problems. For example, all through history the sailors of ships protected the ships, the sailors of ships prevented sea robbery. By the way, everybody talks about piracy but when I looked that up, I discovered the sea robbery not in Somalia but on the Western Af- rican coasts, even in the Latin America. Sea robbery is a much bigger economic problem than piracy. But when you look at piracy what you’re looking at is a social change in the character of the very people aboard the ships, sailors. Throughout history sailors protected the ships and here what happened in Somalia, I myself happened to be sailing, you know, a little motor sailor 50 swift trawler sailor and we went, you know, long trip from Phuket to the Mediterranean, we go through the Somali area, we had a couple of rifles aboard and if you have two rifles, ordinary hunting types 7.62 mm rifles, no pirate would attack you. So, what happened is that suddenly the people aboard the ships didn’t protect ships like they did throughout history. Hence the whole piracy problem is about three guys in a skiff, a little tiny boat, really a rowboat to take over big ships because the sailors refuse to protect them. In fact, we sailed ourselves through the Seychelles, we came across lots of tuna boats from a European country I will not mention, they didn’t have one gun aboard because the trade union of the fishermen of that country decided they didn’t want to have guns aboard, guns are bad, you know that kind of staff. So in other words, we have a situation whereby world’s commerce remains maritime commerce. The long-range transportation by air is tiny, tiny fraction, the rail attempts to do transcontinental transportation by train colliding with the fact that a big, big, big train has 120 wagons and the most they carry if you double stack the container is 240. So, we have here to come back to a certain reality and the first reality is that when the cooperation between Navies breaks down, sooner or later commerce breaks down and the costs are gigantic. That’s why again I want to commend the Italian Navy for having organized this event, which affirms some- thing very real, which is that the Maritime Power is cooperative, and it must be cooperative. So I hope that we will go in that positive direction and we will not have unilateral claims, which have been of astounding effects and those people who have sailed the seas have deplored the destruction of coral and everything but these are secondary consequences and the actual final effect of violating other people’s territory or no- people territory, open sea with a shoal, coral reef or whatever is actually that you make enemies, the enemies close the ports to you, they do not give you access, they will not give you any supply, they won’t give you radar coverage and you end up weaker. So that is the real lesson I think of understanding the difference between Maritime Power and Sea Power. Thank you very much.

194 XII REGIONAL SEAPOWER SYMPOSIUM

FINAL REMARKS

XII REGIONAL SEAPOWER SYMPOSIUM 195

FINAL REMARKS

Historical presentation of the Squadratori Room of the Arsenale of Venice

Mrs Patrizia Rigo

Good morning to everybody! Ladies and Gentleman, Welcome to the Arsenale. This is really a unique place with over 1000 years of history and this has been the theatre of the main events of the history of the Most Serene Republic – the – and of the City of Venice after that. This Arsenale is a small fortified city: there is the old part, the entrance or Porta Magna with the canal of the Virgin Mary and adjoining facilities, and the new part, where we are now, that was built after 1430 and that includes the Lago di San Daniele and the artillery factory and the Porta Damar, the gate built by Napoleon at the beginning of the 19th century; and this gate is still in use today. Therefore, we are currently in the so-called “Fabbrica degli Squadratori”, this hall is called “Sala a Squadrare”. This is an impressive building with a very high value in both historical and artistic terms. In fact, starting in the 15th century this hall was a warehouse for timber, so there was a wooden roof under which thou- sands and thousands of wooden poles were stacked; and these wooden poles were processed by craftsmen, and the people who were working here were known as the “Arsenalotti”, from the word Arsenale. Between 1750 and 1780, the Venetian government decided to enlarge this place, this Fabbrica degli Squadratori, and entrusted the work to architect Giuseppe Scalfuroto. This architect realised this impressive structure that originally was a single hall 16 metres high, where the professional arsenalotti, or marangoni or squadratori – these are the Venetian names for the different workers building ships and boats. So, these workers processed this wood in this place. After the unification of Italy, after precisely 1866, this place was refurbished and its size was reduced. The northern side was shortened by 86 meters, and a few decades later the submarine structure was built using stones coming from Istria. At the same time, the hall we are in now was realised – the length is around 85 metres made with pavement made from larch wood and various pillars. New windows were opened. And so, this was part of the general refurbishment. The roof was also rebuilt and this hall assumed its actual appearance. So, the refurbishment was directed by the Vene- tian government and during last century the Arsenale lost its function as a shipyard and was in some ways abandoned. In 2014 the Chief of Staff of the Italian Navy came here and decided to revitalise this place with the support of the Super-intendancy of the Fine Arts of Venice, decided to refurbish this place, starting from the pavement – replacing the old wood with new wood of the same type. Organised a new lighting system both outside the hall and inside and built the two staircases for accessing this hall. One is the stair you see out of this hall and the other is the spiral staircase for internal access. And during this refurbishment a bas-relief was discovered representing the Winged Lion, the symbol of Venice. And this bas-relief dates back to the 15th century. So, after this refurbishment the 10th Sea power Symposium was held here. We are now at the 12th edition of the Regional Seapower Symposium – an event that also allows you to appreciate the beauty of this place.

XII REGIONAL SEAPOWER SYMPOSIUM 197 FINAL REMARKS

Admiral Dario Giacomin

Deputy Secretary General of Defense and National Deputy Director of Armaments, Italy

Good morning everybody, First, I would like to thank the Chief of Staff of the Italian Navy, Admiral Cavo Dragone, for giving the opportunity to the National Armament Directorate to participate in this high-level Symposium. It is a great opportunity to speak in front of such distinguished audience including the Heads of the world’s Navies. I am the Deputy Secretary General of Defence and National Armaments Director, of the Italian Defence Ministry. The Secretariat General of Defence / National Ar- maments Directorate is directly accountable to the Ministry of Defence. I personally coordinate, together and on behalf of the Secretary General, General Falsaperna, all the activities of the Armament Directorate, in terms of support to the Italian Defence industry, research and development and procurement of materiel, equipment and weapon systems for the Armed Forces. My duties also include the coordination of the activities of the Ministry’s Technical Directorates, responsible for land, naval and air armaments. Just to give a few examples of the important Defence programmes we are developing, I could mention the Italian F-35 programme – which is maybe our main Defence programme – the ’s Forza NEC (Network Enabled Capability) Programme, a programme that requires constant updating and upgrading to ensure the application of state-of-the art technologies to improve soldier equipment. Moreover, we follow all the European programmes for PESCO (Permanent Structured Cooperation), IDF, EDIDP (European Defence Industrial Development Programme), and so on. Our most recent programme, still in its initial phase, is the partially EU-funded European MALE RPAS (Medium Altitude Long Endurance Remotely Piloted Aircraft System) programme, the European drone, just to give you an idea of this incredible asset that will be built and assembled by four European partner coun- tries. In the missile sector, we manage the legacy FSAF/PAAMS (Famille de Sol-Air Futurs/Principal Anti Air Missile System- programme) programme, and we look ahead with our European partners to share challenges and opportunities. Of course, we also develop cyber security programmes, and so on. As regards Research and Development, we aim at involving the main Italian industries, but mostly small and medium- sized enterprises that are so important in our national system. Therefore, we are able to fulfil the current and future operational requirements of our Armed Forces. This is why we look ahead 30/50 years, providing advance planning to ensure quick response. That is very important, and I am convinced that the attention we pay to the modernization of the equipment and technological innovation really makes us the main Defence driver. In addition to that, as already mentioned, we provide support to the industrial policy of the Ministry of Defence, and we are in charge of international cooperation in procurement of materiel and equipment, as well as research and devel- opment. Our partners include a great number of States. Most of them are present here with their representatives. Our cooper- ation activity is extremely interesting: it not only has positive economic impacts, but also provides precious opportunities to spread security and stability all over the world. Indeed, we firmly believe that when we cooperate, talk, dialogue and negotiate we establish strong relationships that will last for 10/15 years because this is the time frame that is usually required for our programmes. These cooperation initiatives often lead to other programmes, creating friend relation- ships among defence personnel of the various countries. In other words, I think that through our activity we are part

198 XII REGIONAL SEAPOWER SYMPOSIUM FINAL REMARKS of a system that ensures security and stability, which is definitely the aim of this Symposium: to enhance and improve security and stability all over the world. In my opinion, as a Navy officer, this is the most important aspect to remark! In conclusion, I would like to inform you that next June, the seventh edition of “Sea Future” will be held. “Sea Future” is the only military and defence exhibition in Italy (Editor’s note: due to the Coronavirus emergency, Sea Future 2020 has been postponed). The fact that it is in its seventh edition attests to its importance and effectiveness. I also believe that having such an important institution as the Italian Navy on our side creates an added value for our activity. This is why I would like to express my special gratitude to the Italian Navy for supporting the industrial policy of the Ministry of Defence and of our nation as a whole. I now leave the floor to Ms Laura Parducci who will tell us in detail what will happen next June with “Sea Future”. Thank you..

XII REGIONAL SEAPOWER SYMPOSIUM 199 FINAL REMARKS

Mrs Laura Parducci

Event Manager of Sea Future

Good morning everybody, thank you Admiral Giacomin. First of all, let me thank the Italian Navy for giving us the opportunity to present the 7th edition of Sea Future to this prestigious public. Indeed it is a great honour for us. Let me first introduce myself, I am Laura Parducci, the Event Manager of Sea Future and considering the important audience here present, together with me let me introduce the president of our organization, Ms Cristiana Pagni and Senator Lorenzo Forceri who is the president of the Liguria Cluster of Maritime Technology, also partner of the company of Sea Future. Now I will show you a short video explaining what happened in 2018 and after my slide presentation, very short, I will show you a preview of the promo video for the next edition. Thank you. As already Admiral Giacomin said, Sea Future will take place next year from the 23rd to the 27th of June 2020 hosted inside La Spezia Navy base (Editor’s note: due to the Coronavirus emergency, Sea Future 2020 has been postponed). Sea Future is at its 7th edition, it is a business convention, an event on maritime technology and dual use. It is really unique in the Mediterranean bases as it is implemented inside a Navy base and afterwards, we will see why it is so im- portant. During these days all of you have talked about blue growth, blue economy, and indeed 3 to 1 is the balance in favour of the sea, sea to land, and this is our first economic resource. That is why we have to preserve our sea and invest on it and in the economy connected to the sea. Beyond that, a safe and secure ecosystem is the base for the blue growth and for the economic development of our countries. Sea Future fits for the Sustainable Development Goals set out in the UN agenda for people, planet and prosperity towards 2030 and it fits into the Integrated Maritime Policy of the European Commission. We really think that Sea Future is a model of industrial excellence and competi- tiveness, sustainability and innovation. Afterwards we will see why we say so because all the threats and the things dealt within Sea Future concern these themes. The areas involved in Sea Future are marine, security, underwater technologies, refitting, cybersecurity and logistics. The objectives for Sea Future for 2020 are 4 conferences per days, 1300 advanced B2B meetings, 50 foreign delegations. Last year we had 42 foreign delegations, maybe some of you were present; 230 exhibiting companies, the major big players in Italy and abroad and also SME’s university and academia. In total 9.000 participants, over 100 journalists ac- credited and 9.000 sqm of exhibition area inside the Navy base. And the very important thing is that we have the basins of the Navy at our disposal to show ships and boats, to show existing ships from the Italian Navy. For example last year we had also a ship from EUNAVFOR MED, and boats on water like for fitting etc. Sea Future we think means op- portunity to develop our international network to promote products, to meet with companies, clusters, stakeholders and institutions, to meet with peers and to reach out with technologies and innovations from all over the world, further to keep up to date with the latest market developments. Again, here are detailed sectors of Sea Future: dual use refitting, RIM technology, maritime safety and security, electronic warfare, cyber defence, research and development, com- munication, information and navigation systems, water defence technologies, naval new technologies and latest inno- vations. What we do inside Sea Future during the 4-days: conferences and workshops advanced B2B meetings, the show of best technologies for upgrading and refurbishment, visits to the units of the Italian Navy and the award ceremony for

200 XII REGIONAL SEAPOWER SYMPOSIUM FINAL REMARKS the academia and university – award for thesis on innovation technology, dual use and environment. I will go through the slides very quickly. A special focus for Sea Future 2020 is the theme of underwater defence technologies, which I think you dealt with in these days, which is a context you know better than I do. What we think we can do with Sea Future and a special focus on UDT is to better understand the current technology offer and chart the course of future technologies in accordance with the current potential operation scenarios, to identify partners and acquire know-how, and to get in touch with the state of the art and potential competitors. Again, for underwater defence technologies we will have dedicated exhibition areas for industries, research institutes and universities, a sea test area, an R&D area, and the call for papers where companies, universities and research institutes can show and present the latest projects, the latest innovation. Thank you very much.

XII REGIONAL SEAPOWER SYMPOSIUM 201 FINAL REMARKS

Closing Speech by Admiral Giuseppe Cavo Dragone

Chief of Staff of the Italian Navy

Highly respected colleagues, representatives from all organizations, sponsors, distinguished guests, ladies and gentlemen, dear friends. It has been a great honour to spend the past three days with all of you, with your participation. This edition of the symposium successfully achieved the ambitious goal to gather the largest number of prominent maritime actors around the table to talk about topics of shared interest. We have just listened to the outstanding summary provided by the chairmen of the sessions; they underlined the most interesting outcomes of this Symposium, a Symposium with record numbers of attendees. And now it is time to share with you some ideas, ideas that I believe can be considered the main takeaways of our work together. First of all, the importance of maritime domain, a domain which seems to be not yet fully understood or recognized by the public opinion in many of our countries – that is what we call “sea blindness”. We need to work together on this issue, we need to “spread the word” as I told to some of you. Really, the common ground we are identifying is that maritime importance is not enough understood and not enough spread. A lot of things concerning seas, its importance, is underestimated and is taken for granted until the point in which something terrible can happen and then all of a sudden; we’ll discover how important is the sea for all of us. Although recent signs of change have been noticed; there is a clear need to promote specific initiative that might increase awareness. The sea is alive, the maritime economy is its vitality and environment its basis. The maritime culture is the spirit and the services made possible by the sea are its crucial points. The evolving maritime situation calls on us to strengthen our cooperation, extend our common grounds and establish partnerships. Furthermore, we must build relationships so as to create an effective framework of sustainability. In the maritime domain we are truly stronger together! As a second point I would like to bring up the growing multidisciplinary connotation of this scenario. We would be fully aware that besides our Navies, a growing number of new players operate at sea with a broad variety of implications that we explored in detail during our discussions. The assessment on this topic was not unanimous; however, the speakers suggested different sets of possibilities to fill the existing gaps and to make up for grey areas. However, all this reinforces the fact that we all should continue to work hard to push towards commonly agreed and achievable objectives. We should aim to become mission partners, emphasising simple and practical solutions. We should encourage the main actors to choose tools that are safe, quick and easy to implement in the context in which they are working. ADRION (Adriatic Ionian), TRMN (Trans Regional Maritime Network), and this Symposium in itself are quite a good example of like-minded approaches and ideas that develop into ar- rangements. This year we tried to push our discussions into the extremely modern and relevant field in which we are im- mersed. So, all of this is leaning on our common will to sit together and start a frank and professional conversation. Therefore, I thank you, once again, for having accepted our invitation. The Italian Navy General Staff came up with the idea for the topics for 3 sessions. The first session dealt with the crucial issues that had a deep and far-reaching impact on the maritime domain. I am very grateful to professor Margelletti and the represen- tatives of France, Chile, Greece, Spain, Tunisia, UK and ICC experts, for the wonderful job they have done. There is growing concern over the threat of pollution and waste from transport ships and oil tankers carrying noxious cargos that play sea routes across the globe. The hazard of pollution is ever present threatening coastal resorts and all form of ocean life. We are fully aware that the competition for supremacy over the oceans and their resources has made it vital to establish rules of good conduct

202 XII REGIONAL SEAPOWER SYMPOSIUM FINAL REMARKS agreed upon by all users of the sea. The law of the sea, later codified in the framework of various international conventions and settlements, above all in the 1982 UNCLOS or the “Montego Bay” Convention, have become what you might call our “maritime highway code”. Your discussions have clarified very well how the UN convention established general obligations for safeguarding the marine environment and protecting freedom of scientific research on high sea. The convention also created an innovative legal regime for controlling mineral resources exploitation through the international seabed authority. Nevertheless, some gaps have been detected across the years and consequently it is deemed necessary to devise specific tools capable to encompass all areas of concern: criminal activities at sea, depletion of resources, etc. The framework could still be functional as long as we adopt an inter-institutional, an inter-sectorial approach to achieve an effective employment of already existing tools. The second session – “Shaping our Navies looking at the Blue Growth. New capabilities and traditional roles: how to find the right balance between low and high end” – was a very challenging task carried out successfully by Admiral Antonio Maria Mendes Calado, whom I thank. My compliments, dear friend of mine, the result is excellent. I would like also to pay a tribute to all the members of the sessions as well. All of you come from three different sea areas: the Mediterranean Basin, the Atlantic Ocean and the Pacific Ocean; everyone has worked very well and hard and also I am grateful to “Confitarma”; all of You has been as a disciplined and well-motivated crew. Your work showed us effectively how we live in such interesting times. Tech- nologies present us with unprecedented possibilities and innovations for modern ships, multipurpose platforms and maritime unmanned systems. This “sea of changings” is expanding the frontiers of the traditional systems. This session conveys a clear and stimulating message on how we should proceed to establish the right balance between low- and high-end capabilities. Finally, I would like to thank our expert and speakers of the third session, brilliantly chaired by Admiral Barbosa, whom I thank. They focused in a brilliant way to the drivers of change and the issues affecting the evolution of Sea Power in the Blue Century. They presented a brand-new approach, fresh ideas and innovations in addition to their maritime experience. Professor Luttwak, I am very grateful for your remarkable contribution and for showing us that challenges and opportunities are nothing else but the two faces of the same coin. We should face together the challenges, as it is the only way we stand a chance to catch up. The extraordinary potential to increase national and collective resilience, as well as to ensure wellbeing and prosperity of our societies. The cooperation among us concerning the area of maritime laws and regulations is a cornerstone, which helps us do away with discouraging measures in order to make the resources on maritime services available to world trade without any form of discrimination. So, the third session, has painted a quite big picture composed by a complex puzzle of observations, remarks and insights thanks to the active engagement of all participants. Please, let me note that our participants are coming from many countries with different backgrounds, strategic posture and in some cases non-aligned interests. This makes the outcomes of the 3 sessions even more important. But this is the real, true and final takeaway of the Symposium: despite our differences we all agree to sit here together, to discuss real topic that are affecting us all. Not about general conceptual issues but about those things that impact us every day. Together we accepted the challenge of following the path of dialogue in a world that at times could see us on opposite sides of a geopolitical table. Gentlemen, we have proven that we share the right attitude and commitment to responsibly supporting a much needed com- bined approach among our Navies. This brilliant dialogue has been a fusion of amazing wisdom, and a feast of deep thoughts. Therefore, once again, thank you all for participating to the 12th Regional Sea Power Symposium, for sharing your constructive ideas and your suggestions on how to shape our Navies for the Blue Century. As I mentioned in the beginning on my opening remarks, I wish also to offer a closing thought based on the words of the President of the Italian Republic, which underline Italy’s belief in the Navy and its personnel, as a national institution embodying the morals, ethics and humanity of the Italian Constitution: our Navies, operating within a political framework fostering technical and economic development, are a shiny example of our system of nations. We believe it is our Navies task to set forth a positive example for the world, in the conveyance of the very ideas we discussed here in the interest of our societies and all humanity. I wish to everybody a safe trip back to your countries but before saying “arrivederci”, you perhaps may recall that during the first day I prefaced our meeting with a question. I wonder whether the name of this Symposium still suited the scale and the nature of the event. Based on everybody’s suggestion I tried to mix everything and try to find a way. I would like to announce that the Regional Seapower Symposium of Venice from now on will be known as the Trans-Regional Venice Sea Power Sym- posium. Thanks every one of you for participating in it, I will keep everybody in my heart. “Fair Winds and Following Seas”, and the Italian Navy looks forward to meeting all of you at the 2021 Edition of the Trans- Regional Venice Sea Power Symposium! Thank you.

XII REGIONAL SEAPOWER SYMPOSIUM 203

EXECUTIVE SUMMARY

XII REGIONAL SEAPOWER SYMPOSIUM 205 EXECUTIVE SUMMARY

OVERVIEW

Across the world, the evidence of the inherent driving role that the maritime dimension had over human history, to breed and prosper people’s life standards, is bearing increasing strength when prospectively looking at sustainable growth and inclusive forms of wealth, coherently with the limited resources of the planet. This is especially true for modern technological societies. Not by chance, in front of the impressive magnitude of local and global interests connected to the planet’s oceans and seas – unequaled network of communications and commerce, strategic sources of energy and raw materials, remarkable food reserves, treasure trove of precious biodiversity, fulcrum in regulating the global climate – many analysts and strategists at the beginning of this millennium developed the leading concept of the “Blue Century”, by describing current and foreseeable times as inevitably tied to a Blue Growth boosted by a Blue Economy. This requires Navies to play a crucial share in order to contribute managing, properly and timely, the renewed and binding centrality of the maritime domain as one of the pivotal ‘Global Commons’ — together with “the new frontiers” of cyberspace and cosmic space — in prompting nations’ progress and affluence. In doing so, the most crucial challenge rests with the fundamental balance between the requirement to endure leveraging on the high seas’ essential nature of “open and freely accessible space” for righteous usage and, conversely, the need to prevent the inevitable vulnerabilities associated with such a peculiar connotation, by countering the worrying increase in threats and malicious attempts by those who intend to exploit them illegally to their advantage. A commitment, the latter, which requires the adoption of proactive and wide-ranging postures — preventing potential tensions, crises and threats through the right combination of monitoring, active deterrence and security cooperation, at sea and from the sea —, like interinstitutional and interdisciplinary integration and coordination policies to strengthen institutional actions under a true comprehensive approach. Such a mission includes the necessity to revive across societies — also by international fora discussing topics of shared interest — the promotion of an inclusive and informed awareness on this growing relevance of the planet’s water spaces, to be protected by an equally mounting trend of unlawful and criminal exploitation endeavours. Keeping in mind the growing relevance of conferring a “Blue” connotation to any approach to those modern challenges — notably regarding not solely the military field — it has been deemed necessary to focus the qualified forum of the Regional Seapower Symposium (RSS) 2019 in stimulating a specific view of the world through “blue lenses”. Hence, in ideal continuity with the main theme of the previous edition of the RSS (the XI, held in Venice during October 2017) — “Navies beyond traditional roles” — the subsequent conceptual step progressed to discuss how a Navy should be shaped in order to effectively operate beyond its conventional duties. For this purpose, the main topic of the XII RSS has been devised into some key questions to be analyzed. - Does the International Law of the Sea still provide, with reference to the current maritime arena and related is- sues/opportunities, a well-grounded legal framework, or would it be necessary a review? - Now modern Naval implements should be devised, in view of traditional and new roles as well as balancing low end and high end tasks, in a rapid-evolving operational environment? - Does the conceptual frame of Seapower still offer a strong basis to enliven the international posture and op- erational efforts of maritime Countries?

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In approaching these themes, some foreground assumptions were properly valued. If it is true that the maritime domain provides significant opportunities for growth and prosperity, this playground frequently becomes more and more con- tested, in a scenario affected by interconnected overarching challenges — such as resources competition, population growth, transnational crime, extremist ambitions and climate changes — with the addition of governmental and non- governmental actors who pressingly focus their attentions on the seas, with growing claims for exclusive rights or new roles. In a geopolitical perspective, the full globalizing trend that the world was showing in the past decades, still marked in the field of communications and economy, seems now to evolve into a series of highly interconnected sub-globalized contexts, where the regional and trans-regional dimensions seem to acquire rising relevance, featuring a significant presence of competitors that steadily grow, in terms of both numbers and assertiveness. Many of these new “localized” postures are played throughout the seas, where several battlegrounds are favored by different factors — such as grey areas in the current legal framework, bold applications of international laws — that are frequently oriented by national interests, extreme fragmentations of roles and competences, further stratified over time and intertwined with a plethora of national legislations. The above mentioned geopolitical re-balancing is consequently turning, at the military level, into the development of up-to-date competencies — some already part of ancient navies’ policies yet abandoned or de-potentiated over time — translating into new ships, new weapons and new procedures. Looking at the traditional combat & warfare engage- ments, this is especially true in dealing with “anti-access and area denial” capabilities — or “opponent option denial”, according to the latest NATO wording — developed by some countries and resulting in a potential and critical challenge to the free and peaceful employment of the high seas. A more effective approach to handle the rising number of latent or manifest tensions, crises and threats affecting the maritime dimension thereby requires navies to synergistically broaden their spectrum of intervention also into the relatively new fields of maritime security and security cooperation, to be encompassed with the sharpest possible proactive attitude. Navies’ new roles need to fit modern trends, where competitions as well as frictions at regional and trans-regional level are taking over the scene, yet with constant influence by and repercussions over globalized dynamics. As a result, there might be the need to re-shape the concept of maritime power, or Seapower, in light of new emerging trends and of a broader approach to the maritime scenario. Ultimately, enhanced awareness about the many different activities taking place in the maritime domain is required, together with innovative approaches to prevent the buildup of pressures and the sparkle of disputes, since Navies should not linger over the current skills and capabilities, but strive to build maritime instruments fit and ready for the “Blue Century”. As an emblematic sign of such a need for innovation, the final wrap up of the XII RSS offered to the Chief of the Italian Navy the opportunity, also following indications from several fellow Chiefs present, to announce the intent to evolve the current title into “Trans-Regional Seapower Symposium of the Wider Mediterranean” for its next edition.

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XII VENICE REGIONAL SEAPOWER SYMPOSIUM

The XII RSS convened a remarkable number of prominent maritime actors around the table, providing the proper terroir for a viable strategic teamwork: 56 different attending Navies’ delegations, 34 of which featured by their re- spective Chiefs, along with 16 representatives from international organizations, agencies, companies, academics related, yet not exclusively, to the maritime dimension. The extensive participation to the event offered the opportunity to share insightful views and perspectives about the increasing role of the maritime domain in appeasing the worrying and multiplying challenges affecting such a pivotal Global Common. “Shaping our Navies for the Blue Century” — the leitmotiv — aimed at envisioning the possible future of modern navies, with a “transitional/developmental” approach, in searching the balance between facing traditional threats and seizing enticing opportunities. The Symposium developed three different sessions, respectively covering the following topics: - possible adjustments to the International Law of the Sea’s framework; - development of proper maritime instruments by Navies, in order to balance traditional roles with new capabilities; - evolution of the notion of Seapower in the current scenario. Attending representatives provided excellent insights that bolstered the discussion within the panels: the bottom line, looking at the future with “blue lenses”, is that the RSS 19 highlighted the need to develop a more inclusive approach to challenges, along with the wider maritime community, fighting the seablindness that is still predominant, among too many public opinions, policymakers and several influential actors.

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THE INTERNATIONAL LAW OF THE SEA: FROM MONTEGO BAY TO A NEW MODEL? THE IMPACT ON NAVIES AND OTHERS

Brigadier General Curmi, Chief of Malta Armed Forces, chaired the first session, themed to “The international law of the sea: from Montego Bay to a new model? The impact on Navies and others” (1). In covering this peculiar perspective, the session brought to attention an interesting assessment of how the current body of international laws framing the maritime domain could evolve, together with the hypothetical impact on the broader maritime community.

To follow, a summary of the outcomes of the first session.

(1) Speakers for the 1st session: Admiral PRAZUCK, Chief of French Navy (keynote speaker); Admiral LEIVA MOLINA, Commander in Chief of the Chilean Navy; Vice Admiral TSOUNIS, Chief of the Hellenic Navy General Staff; Admiral LOPEZ CALDERÓN, Chief of Staff of the Spanish Navy; Rear Admiral ATALLAH, Chief of Staff of the Tunisian Navy; Admiral RADAKIN, First Sea Lord and Chief of the Naval Staff; Rear Admiral FASTUDO, Yaoundé Process; Professor MARGELLETTI, Chairman of the Italian think-tank for strategic studies Centro Studi Internazionali (Ce.S.I.), as guest speaker.

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The United Nations Convention on the Law of the Seas (UNCLOS) — at the time of its development, on December 1982, a capstone in the legal reform process — lays as the foundation of public order of the oceans, providing broad principles, yet a set of rights and obligations in an evolving environment. Notably, the original focus was on protecting natural re- sources, mitigating the “right of prey” over underdeveloped Countries by extending their jurisdiction, however outcomes may have sometimes diverged from the initial idea. The discussion confirmed the modernity in the concept of Mare Liberum, a powerful, enduring and universal principle introduced by the Dutch jurist and philosopher Grotius more than 400 years ago. Keeping that in mind, the three United Nations conferences on the Law of the Sea, started in 1973, brought to the capstone agreement of 1982 in Montego Bay which endeavored to set the necessary balance between the interests of coastal States and maritime Nations, as an example of cooperative and not competitive approaches. However, after almost four decades, the UNCLOS seems to be no longer sufficient to encompass all maritime areas of concern (among others, criminal activities, protection of underwater cultural heritage, illegal migration, overexploitation of resources, pollution), as well as to discipline altogether the strategic competition between nations that frequently are also bonded within some forms of alliances. A hindrance often overlooked was the limited availability to coastal States of control means, partially mitigated by new technologies paired with regional cooperation. Although this abatement may be significant, the support to less capable nations is made effective not only by a transfer of technology, but significantly through a transfer of know-how in Mar- itime Security. Another key point is the high level of legal competence required, even to naval leadership, to properly apply the law of the sea over areas of exclusive flag State’s jurisdiction. In this respect, navies’ freedom of intervention wane over the years on legal complexities of maritime-related activities and overlapping domain’s boundaries. This entangling scenario implies adaptation, flexibility and modularity to enhance deterrence, ensure containment of non-state threats, protect the Sea Lines of Communications and, overall, this pivotal Global Common. Being so, no single nation is able to endure with its own means such harsh challenges, although this may be marked as a national responsibility. Nevertheless, notwithstanding existing gaps, the current model may still be a valid legal instrument wherever: - conventions and protocols compensate for known shortcomings; - regional and trans-regional cooperation is able to promote a synergic approach directed towards a global gov- ernance; - signs of evolution, as the prospect of a new UN treaty on sustainable use of marine biodiversity, meet a wide consensus in the Maritime Community itself. It seems mandatory to continue ensuring a safe and right use of the sea, by proceeding through three levels of gov- ernance, namely local, regional and international, with motions starting locally from the “blue community” and moving upwards to the international regulatory level, always with a cross-sectorial and a cross-agency approach. In such a scenario, the most compelling evidence is that Navies, as the “best suited agency” active in the maritime do- main, should act, with the support of Coastguards, as a bridge between competing nations, advocating broad national interests of the whole maritime cluster, and in doing so hence play a key role in fostering the adaptation of the original UNCLOS framework to new challenges. The continuous refinements of the set of legal instruments, especially those internationally relevant, to keep them current with a fast changing scenario is of outmost importance given the increasing effort of some players to misuse the legal systems and principles against opponents — the so called Lawfare — in the attempt to damage or delegitimize them, also by tying up their time or winning a public relations dispute.

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SHAPING OUR NAVIES LOOKING AT THE BLUE GROWTH. NEW CAPABILITIES AND TRADITIONAL ROLES: HOW TO FIND THE RIGHT BALANCE BETWEEN LOW AND HIGH END

Admiral Mendes Calado, Chief of Portuguese Naval Staff, chaired the second session, which theme was “Shaping our Navies looking at the Blue Growth. New capabilities and traditional roles: how to find the right balance between low and high end”(2). Threads of the discussion were technological innovations, opportunities and challenges behind modularity, operational innovations behind multi-purpose platforms and increase in the employment of maritime unmanned systems, prompt- ing a debate on the technological balance necessary to engineer naval forces suited to sway between high and low- end missions.

To follow, a summary of the outcomes of the second session.

(2) Acted as speakers of the 2nd session: Admiral YAMAMURA (keynote speaker), Chief of Staff of the Japan Maritime Self-Defense Force; Admiral VILLÁN, Chief of Staff of the Argentine Navy; Rear Admiral DINÇMAN, Turkish Navy, Vice Admiral SHARVIT, Commander in Chief Israeli Navy; Mister BELTRANO, representative of the Italian Confederation of Shipowners, CONFITARMA.

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Seeking after a “blue growth” inevitably impacts on both economy and security, since it is necessary that the maritime commercial flow — a significant factor in Nations’ affluence — streams along safe Sea Lines of Communications. It is equally important to consider that secure media of trans-national communication allows not only the movements of freight, but also of ideas. The foundation of this vision is to encompass in national maritime policies a lawful approach to advocate and promote freedom of navigation and free trade among partners, considering new technologies and inherent capabilities as enabling factors, even in coalition commitments: unmanned systems, manpower-saving, information gathering and managing, all contributing to proficiency of navies in domain awareness and intervention capability. Unforeseeable yet significant environmental/social variations might occur in some non-military key-factors that could indeed harshly shape the operational environment (demography, climate, availability of resources), also calling for prompt adjustments in State actions and implements. Traditionally, Navies have to carry out a wide range of tasks, keeping always in mind the main role of protecting national interests on the sea and from the sea. The trends described pose threats and challenges that compel States to face worldwide, among the others, piracy and armed robbery at sea, mass migration, heavy pollution, illegal trafficking and terrorism. Therefore, naval forces should be ready to express great mobility, in view of a prompt, autonomous, deployment to the operation area that may also involve a prolonged presence. Whilst performing a wide range of side tasks, it is certainly necessary not neglecting the main role of Navies, namely defending national interests on the sea and from the sea. In this sense, whether technology developments can improve military power, they have become more accessible also to non-State actors, increasing complexity of the scenario and reducing power asymmetry in unconventional conflicts. Since the threats can nowadays possibly include lethal means of attack from sea and likewise from land, considering green water and brown waters operations a realistic possibility, ships must be ready to extend both in space and to different domains their defense capability in order to encompass offshore assets and other ships. In this sense, with a sensitive shift in the strategic thinking, a pro-active stance could consider the availability of offensive capabilities (in- cluding deep strike and embarked air wings) as a significant defensive factor in terms of deterrence and effectiveness, capable of dealing also with land-borne threats. Some schools of thought may claim that this decisive effect of integration of information and communication tech- nology, unmanned vehicles, miniaturization in electronics, automation and nanotechnology is a proper Revolution in Military Affairs. Although this may be true, the inherent flexibility of naval forces implies an innate attitude towards carrying out military missions as well as political, diplomatic, security and humanitarian side tasks, in a constant-evolving operational environment. Consequently, technological development, modularity and dual-use features are enabling factors of such flexibility, even if only a shade — among the others — of Navies’ natural kaizen continuous improvement evolving process. Given these points, it is anyway crucial to keep in mind that “shaping navies” should not only be a matter of oper- ating state-of-the-art technology, but Navies should apply any necessary efforts to promote the constant im- provement of a pivotal component in the Naval implement, specifically leadership, professional and technical skills of its human capital.

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THE EVOLUTION OF THE SEAPOWER IN THE BLUE CENTURY: THE MARITIME DOMAIN AS KEY ENABLER TO ENHANCE RESILIENCE. CHALLENGES AND OPPORTUNITIES

The third and last panel, chaired by Admiral Ilques Barbosa Junior, Commander of the Brazilian Navy, dealt with “The evolution of the Seapower in the Blue Century: the maritime domain as key enabler to enhance resilience. Challenges and opportunities” (3). Session members presented their views on possible contributions from the maritime domain and its players to the improvement of national and coalition resilience, harbinger of well-being and prosperity of societies. Analyzing threats, challenges and possibilities, the aim of this session has been to devise an updated concept of Seapower in the Blue Century.

To follow a summary of the outcomes of the third session.

(3) Speakers of the 3rd session included: Admiral GILDAY, U.S. Chief of Naval Operations (keynote speaker); Vice Admiral WANG, Deputy Com- mander of PLA Navy; Staff Major General AL SULAITI, Commander of the Qatar Emiri Naval Forces; Vice Admiral LIPILIN, Deputy Commander of Black Sea Fleet - Russian Federation Navy; Rear Admiral BASILE, Italian Coastguard; Professor LUTTWAK, political scientist found on grand strategy, military history, and international relations, as guest speaker.

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A modern conceptualization of “Seapower” demands for a multidisciplinary approach, since this notion was traditionally envisaged, as the capability to express military power on the sea and from the sea, while nowadays could be relevant merging to this assumption also the ability to peculiarly contribute raising a sea-based national economy or “Blue Economy”. As ascertained, challenges emerging in the “Blue Century” impose to Navies to undertake new commitments, requiring hence a thorough review of doctrine and reference operational models. In a world largely featured by competition more than open confrontation, shared democracy values pave the way to security and stability that result in a free and open “Blue Common” and, allegedly, in a global governance. Correspond- ingly, a valid and modern approach to maritime challenges must acknowledge world’s inherent interconnectedness: the modern scale of human activities makes economies interdependent and widely reliant to the sea. In this scenario, preeminence on the Sea — or Seapower — is gained not only by developing significant military forces to be firstly used in active deterrence, but also by nurturing relations built on a solid trust. The global scenario is also facing a tremendous technological development that is not solely “military led”, like it used to be decades ago. Indeed, it’s of fundamental importance to keep pace with technology, as the potential opponents do as well, by striving to keep the necessary leap of strategic advantage over them and the most likely environment of confrontation, in what can be defined as a long-term enduring competition. Just looking a bit at the future, also frontiers of technology will likely continue to deeply shape and innovate Navies, both in its implements and in its op- erational environment, since the cyber domain may soon have unprecedented relevance in , as in every aspect of nowadays life. The progressive push towards automatization and unmanned dimensions, for example, com- bined with new, tougher to predict, logics for the use of forces — both connotations more easily exploitable in the maritime domain rather than overland — could boost effectiveness whilst also guarantee new forms of risk reduction on the human component, as the most precious resource and irreplaceable fulcrum of any organization, especially in the military field. As the globalizing wave continues to expand with its interrelated effect on every context and layer of the daily-life, competition for access and exploitation of resources are destined to surge and mostly in the maritime domain, where those resources are more abundant and less bonded than on land. At the same time, globalization exacerbates the dif- ficult balance struggling the governance of the high seas between the unavoidable requirement to preserve their open- ness and the pressing need to counteract the attempts of malicious exploitation that such a feature could tickle. It is exactly the same for cosmic and cyber dimensions, that are joining the historic role of the high seas in the club of the strategic Global Commons for providing future growth and wealth of the entire humanity. It is unfortunately a fact that the maritime environment and “the net” are becoming privileged arena for a wide sort of illicit exploitations. To this extent, the traditional assessment of potential threats based on the geographical setting of their development must necessarily broaden toward the thematic dimension, in the consideration that “real world” and “virtual reality” are in- creasingly overlapping and permeated to each other. In front of a maritime environment that is becoming more strategically pivotal, more heavily exploited, more environ- mentally stressed, more asymmetrically threatened and more widely contested the proper approach to Seapower must consider it not only a physical expression, but also a dense pattern of diplomatic relations, technical capabilities and core values, which had always sharpened the enabling connotation of the maritime dimension in defining the new geostrategic balances.

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CONCLUSIONS

Within the framework of the 2019 RSS edition, namely Shaping our Navies for the Blue Century, participants attempted to foresee possible future developments for modern navies, balancing challenges and opportunities bared by the in- creasing relevance of the maritime dimension in its traditional and privileged role to connect people, from a cultural and economic viewpoint. Several significant findings emerged. First of all, the crucial importance of the maritime domain, whose prominence seems to be not yet fully understood by public opinions. Although recent signs of change have been noticed, there is a clear need to keep promoting specific initiatives that might increase awareness, in order to fight effectively the worrying “sea blindness” that still affects so- cieties in several countries. The complexity and interrelated connotation of a fast-pace evolving scenario also highlighted the increasing require- ment to strengthen cooperation and partnership in order to extend a common ground and cope together with tensions, crises, threats and risks rising in number and intricacy, way beyond the handling capacity of one single nation alone, even the best suited. A further point also arose concerning the growing multidisciplinary connotation of the operational scenario: besides Navies, a growing number of “new players” operate at sea with a broad variety of implications. The working sessions, thereby, emphasized also the need to develop a more inclusive strategy within a wider maritime community. In essence, attending Navies agreed on the need of balancing the commitment to maritime security and the preservation of the lawful use of open seas by every possible mean. The development of effective legal instruments and modern operational implements are then equally crucial to face new emerging challenges of the “Blue Common” and to mitigate the quantitative — and sometimes qualitative — decrease in single-owned Navy’s means and capabilities. In doing so, it could be beneficial to foster the effectiveness of Seapower through synergies with the civilian domain of the wider maritime cluster. In the final analysis, attending representatives largely agreed on insights and outcomes, summed up in the “Main Take- aways” document, attached to this Executive Summary.

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TAKEAWAYS

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PREAMBLE

From the 15th to the 18th of October, 2019, a total of 72 delegations representing Navies, Naval services, International Or- ganizations as well as maritime cluster representatives convened in Venice for the twelfth edition of the Regional Sea- power Symposium (RSS), themed “Shaping our Navies for the Blue Century”. The RSS — in an edition that has scored record statistics — successfully achieved its desired goal of gathering many relevant maritime actors around topics of current global interest. During the Venice convention, participants’ discussions revolved around the fast-evolving dynamics in the domain mar- itime and military operations, trying to assess their suitability to the scenario as well as that of the current legal frame- work. Coherently, views and ideas were shared on how to design and develop effective naval instruments and how to approach the evolution of the Seapower concept.

218 XII REGIONAL SEAPOWER SYMPOSIUM TAKEAWAYS

FINDINGS

The attending delegations concurred on the following main deductions. - The maritime domain plays a primal and central role as a common resource to preserve, which yet seems not to be fully understood and shared over the world. Nonetheless, recently it has been possible to notice slight signs of reaction to “sea blindness”, since many actors took up the challenge to promote specific initiatives that might trans-regionally increase this awareness. - A proper approach to the maritime scenario requires nowadays a growing multidisciplinary and holistic connotation, since an increasing amount of “new players” operates at sea, besides Navies, in a framework of reference with a huge variety of legal and operational hues. - The evolving Maritime situation calls on military and non-military players to strengthen their cooperation, on a common ground to create an effective framework of sustainability. - Navies should push toward commonly agreed and achievable objectives, as “mission partners,” by promoting the choice of safe and easy-to-implement tools. In this respect, ADRION, the Trans-Regional Maritime Network and the Symposium itself are examples of likeminded approaches and ideas that develop into arrangements. - Navies’ promotion of a “blue vision”, with the synergistic concurrence of other maritime actors, is pivotal to help nations’ judgment and pronouncements, supporting the decisional process and orienting choices on current and future issues concerning the maritime domain, which transcends its physical dimension.

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TAKEAWAYS

With due consideration of the RSS 2019 findings, summarized above, participants pinpointed the following main valuable takeaways, needed to produce effective results by sharing the right attitude and commitment to shape properly Navies for the Blue Century. a. “Seablindness”: attendees well recognized and stressed the utmost importance of making societies and public opinions well aware about the deep — but often under-perceived — seas pivotal and strategical role in light of wellbeing and prosperity. Economies, trades in particular, as well as energetic flows, mainly rely on freedom of access and maneuver across the open and high seas. b. Diplomacy at work: it was well identified that new forms of Maritime Power, together with possible renovation of high seas legal framework and technological forefronts encourages leaders, academics and maritime cluster representatives to act on the same stage, so to comprehensively address and tackle the new challenges that the contemporary scenario is putting across bows. This resulted in a frank and positive exchange of thoughtful ideas between actors who were not necessarily sharing common views of the world, so demonstrating that, even in these hot and uncertain times, dialogue is still possible. c. Multilevel stage: the RSS formula gave Navy leaders and cluster representatives the possibility to conduct bi- lateral, multilateral as well as informal meetings. This was made possible by the high number and qualifying level of participants, as well as by the common will to overcome stillness and mistrust on reciprocal international and military positions. d. UNCLOS: it is an example of a cooperative posture against a competitive approach to the “Global Commons”. Nevertheless, concerning some gaps detected across the years might be appropriate to devise proper instru- ments, also capable to encompass all the new areas of concern, such as criminal activities at sea, depletion of resources and illegal immigration. The framework is still functional and its effectiveness could be further en- hanced through an inter-institutional and inter-sectorial approach, aimed at maximizing the employment of al- ready existing tools. e. Tasks’ continuum: in order to cope with the global security challenges, Navies are required to play a key role through proper military tasks, constabulary roles as well as the “soft power” epitomized by naval diplomacy in support of foreign policies. With this regard, readiness, self-sustainment, flexibility and modularity remain fun- damental for the development of modern fleets. Besides the “high end” tasks, such as military protection of na- tional sovereignty and related interests, Navies must also be prepared to perform side-tasks in support to the international community, such as humanitarian assistance and disaster relief. Limited resources indirectly dictate that new platforms in the naval inventory must express modular capabilities, with both threat-based and mis- sion-based multi-purpose functions, as technology offers unprecedented possibilities and innovations f. Focus to the sea: it is possible to develop a national, multi-national and coalition geo-strategic approach focused

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toward the sea, beneficial either to maritime countries as well as to each nation whose economy is, somehow, linked to the seas. In this perspective, the broader strategic role of Navies — and the deep effect of the Seapower — transcend the maritime domain in upholding regional and global power balances as a whole. Despite differences in approaching the aforementioned topics, RSS participants embraced a positive attitude in dis- cussing current issues, striving for a “unity of efforts” with common, shared, objectives, following the path of dialogue in a world that could see Navies on opposite sides of the geo-political table.

XII REGIONAL SEAPOWER SYMPOSIUM 221 Copertina_completa_ Supplemento_AttiRSS.qxp_Layout103/06/2021:10Pagina Aprile 2020 Supplemento allaRivista Marittima

XII REGIONAL SEAPOWER SYMPOSIUM - Venice 15-18 october 2019 Supplemento alla Rivista Marittima Aprile 2020 of theXIIREGIONAL SEAPOWER SYMPOSIUM del XIIREGIONAL SEAPOWERSYMPOSIUM REPORT OFPROCEEDINGS MARINA MILITARE ITALIANA Venezia 15-18 ottobre 2019 Venice 15-18 october 2019 ITALIAN NAVY ATTI