Vanguard Magazine

a arctIc 30 FEBRUARY/MARCH 2017 www.vanguardcanada.com a few permanently staffed bases through- out the north, so as to ensure credible rapid response when needed. The Cana- dian Coast Guard Auxiliary (CCGA), and its aim of being present in every northern community, provides an excellent ba- sis for this, but their limited equipment highlights the need for a more robust capability. Because of the vast distances involved, helicopters will be of significant importance during the initial stages of the emergency, before ships with greater equipment and capacity can arrive on scene. Such bases should be located in coastal communities to reduce the cost of resupply, as well as making it easier for CCGA members to participate. How- ever, this requires not just more CCGA bases throughout the north, but also the vehicles. Here, complications will likely arise – although less well-publicized compared to the RCAF's CH-148 Cyclones, the CCGA's recent procurement of light he- licopters faced a fair amount of criticism for allegedly scripting requirements that favoured the actual outcome. Nonethe- less, the Coast Guard helicopters are be- ing delivered fairly quickly, in sharp con- trast to those operated by the Canadian Armed Forces, which bodes well for a prospective new CCGA helicopters to be based out of northern ports. As with the capabilities of the bases and stations themselves, the capabilities and availability of rescue and recovery equip- ment should correspond to likely scenar- ios. For example, given the relatively low amount of maritime traffic during winter when the sea ice is in full strength, it is likely that most maritime security issues will occur during the summer months. Thus, the need for expensive ice-breaking vessels is mitigated, though some ice- strengthening should still be incorpo- rated to prevent holing from small free- floating "bergy bits" or "growlers." The successful exploitation of the Arctic Ocean as both a means of transport and as a resource will result in a relatively dras- tic increase in regional traffic. In summer 2016, Crystal Cruises' 69,000-ton Crys- tal Serenity is scheduled to be the largest cruise ship to ever sail in Canada's Arctic waters. Making her way from Alaska to Greenland via the Northwest Passage, she will not be sailing anywhere close to the potential area of continental shelf dis- pute; however, the situation will present a "best case" scenario in terms of ease of access to maritime security infrastructure. Although she will be accompanied by a support/environmental protection ves- sel, such an escort arrangement would Her Majesty's Canadian Ship KINGSTON in the Davis Straight, participating in the Victoria Straight Expedition in search of the Lost Franklin Expedition in Canada's Arctic. Photo by: Cpl Chris Ringius, Formation Imaging Services Halifax not be feasible in future years where high- er and/or less visible traffic may be the norm. If Canada is unable to meet even the modest demands of maritime traffic and environmental safety requirements in the relatively southern waters of the Northwest Passage, then Canada's abil- ity to credibly establish a safe and reliable maritime security régime in the extreme north closer to the centre of the Arctic Ocean will be further in doubt. Canada's inability, whether actual or perceived, to react reliably and quickly to maritime emergencies in the far north will negatively impact its chance at com- ing out on top in negotiations and dis- putes over Arctic boundaries. Although maritime security issues in the extended continental shelf region will be in high seas, and thus not the responsibility of any one country, the ability to be re- sponsible will greatly increase Canadian seapower's inputs and outputs, especially within the legal architecture of UN- CLOS. Transportation Canada's plan to develop an Arctic-wide governance mod- el for port development is a commend- able and solid start, but the Government of Canada needs to recognize the poten- tial role such a model may play within the context of foreign policy objectives. It is likely that the two are complemen- tary, but it is nonetheless worth keeping in mind that securing Canada's claims far out in northern waters may be best ac- complished from ashore. Timothy Choi is a doctoral candidate at the Centre for Military and Strategic Studies at the University of Calgary. He specializes in historical and contemporary naval affairs, with a dissertation focus on the recent naval procurement programs of the Scan- dinavian countries within the context of climate change.

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