Vanguard Magazine

intention to purchase three modified ice- breakers, there is a need for a fully funded program to replace those vessels. We are aware that there is a plan for the replace- ment of the CCG Louis St-Laurent with the CCG Diefenbaker, but this ship will only likely see service in 2023, and the plan for the replacement of the rest of the fleet is not entirely clear. "At this time, with the exception of the new polar icebreaker CCGS John G. Diefenbaker, no new build- ing plans have been approved for the re- placement of these icebreakers." In 2000, I recommended the deploy- ment of high frequency surface wave radars (HFSWR) to monitor the approaches to the choke points in the Canadian Arctic Archipelago. We need to know what is coming into our waters before they reach them. Such a system was developed and deployed by the Department of National Defence to monitor Canada's East coast in 2003. It can monitor maritime traffic to long distances depending on conditions. In 2011, Defence Research and Develop- ment Canada (DRDC) contracted for the development of a 3rd generation HFSWR capable of operating 24/7 without caus- ing interference to other users. This system was tested in Nova Scotia in 2013. It is my understanding that DRDC is exploring the possibility of such a system in the Arctic. The Army for its part has a project to improve its mobility in the Arctic. The Domestic Arctic Mobility Enhancement project will be a combination of tracked, articulated and amphibious all-terrain car- riers, as well as snowmobiles and all-terrain vehicles for tactical and operational mobil- ity and to support logistical resupply. ArCtiC It is fine to have multiple layers of sur- veillance in the Arctic, but there is also a need for a capability for opposed boarding of ships in the Arctic. Given the increase in maritime traffic, it is only a matter of time before an unscrupulous player enters the Arctic Archipelago or does something in our exclusive economic zone that re- quires the ability to do an opposed board- ing of that ship. The Royal Canadian Navy (RCN) has a great deal of experience in doing such boardings given their experi- ence in the Persian Gulf. However, until the AOPS are fully deployed, doing the same in the Arctic will be more challenging given the vast distances involved, weather and the lack of infrastructure. A Canadian Forces boarding party or Royal Canadian Mounted Police assigned to a Marine Se- curity Emergency Response Team and their equipment would have to be flown to the airfield closest to the offender. From there the team would have to sail some distance to the ship in uncertain weather. It is a ca- pability that needs to be planned for and exercised. A demonstration of this capabil- ity took place during one of the summer Arctic visits of Prime Minister Harper. That demonstration was planned months in ad- vance and the required assets were preposi- tioned ahead of time. What is required is a capability that can be deployed at 24 hours' notice. That capability would need to be exercised at least yearly. It could be done under the umbrella of the NANOOK series of exercises. A paved runway in Resolute Bay to sup- port RCAF surveillance and operations and the mandate of various federal departments would go a long way to increase the capabili- ties of the federal government, as Resolute is central to the Arctic Archipelago and sits squarely on the Northwest Passage. A port in Resolute Bay would be a tremendous stra- tegic asset that would support Coast Guard and Royal Canadian Navy operations in the Arctic. Although the Canadian Forces will receive new fixed wing search and rescue aircraft, none of them will be based in the Arctic. Their slower speed compared to the pres- ent CC-130 means longer response times in the Arctic where time is usually critical. Deploying some in the Arctic would make them more responsive. Only ships of 300 tons and above are re- quired by regulations to report on NOR- DREG. Reducing the threshold to 30 tons would increase the maritime situational awareness. Conclusion Although more is being added to the pres- ent capabilities and even more could be done, the security of the Canadian Arctic has improved over the last few years and will continue to do so for some years to come as more and more strategic assets become op- erational to cope with the disappearing ice and increasing levels of human activities. Colonel (Retired) Pierre Leblanc is a former Commander of the Canadian Forces in the Canadian Arctic. www.arcticsecurity.ca Henry Larsen built 1987. Photo: Canadian Coast Guard OP Artemis. Photo: Canadian Forces www.vanguardcanada.com AUGUST/SEPTEMBER 2018 19

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