The United States Federal Government Should Enter Into a Mutual Security Agreement With

GMP – 1AC

Plantexts

The United States Federal Government should enter into a mutual security agreement with the People’s Republic of China via a Global Maritime Partnership, under which a Joint Information Environment should be established.

The United States Federal Government should enter into a mutual security agreement with the People’s Republic of China via a Global Maritime Partnership.

The United States Federal Government should enter into a Global Maritime Partnership with the People’s Republic of China, under which a Joint Information Environment should be established.

ADV – Trade Security

Globalization has caused vulnerabilities in maritime trade – increasing amount of goods gives pirates more changes to overtake ships – GMP key to solve.

Hszieh et all 12 — Dr. Hszieh is a Corporate Strategy Group Strategic Analyst at the Space and Naval Warfare Systems Center Pacific, San Diego, California. She earned a PhD in political science at the University of Southern California and is the author or coauthor of numerous articles. Captain Galdorisi, USN (Ret.), is Director, Corporate Strategy Group, at the Space and Naval Warfare Systems Center Pacific in San Diego, California. He is a graduate of the U.S. Naval Academy, and holds master’s degrees from the Naval Postgraduate School (oceanography) and the University of San Diego (international relations). Mr. McKearney is the president and founder of The Ranger Group. He is president of the Military Operations Research Society (MORS) and is past chairman of the MORS symposium composite group on joint warfare. Dr. Sutton is Head, Combat Systems Simulation and Analysis, Maritime Operations Division, in the Defence Science and Technology Organisation, 2012 ("Networking the Global Maritime Partnership,” USNWC, 2012, Available Online athttps://www.usnwc.edu/getattachment/493473de-ac4b-4f0a-b1b3-3671efdbd0af/Networking-the-Global-Maritime-Partnership, Accessed 6-24-2016)//CM

Six years after Admiral Michael Mullen, then Chief of Naval Operations, proposed his “thousand-ship navy” concept at the Seventeenth International Seapower Symposium at the U.S. Naval War College in 2005, his notion of a Global Maritime Partnership is gaining increasing currency within, between, and among navies.1 As the Chief of Naval Operations, Admiral Gary Roughead, noted in his remarks at the Nineteenth International Seapower Symposium in 2009, navies worldwide are working mightily to enhance cooperation and interoperability on the global commons.2 Real-world operations, especially in the Pacific Rim, have demonstrated that networking maritime forces is crucial to the effectiveness of operations that run the gamut from humanitarian operations to dealing with insurgencies, to nation-building, to state-on-state conflict. Additionally, these operations often involve nations and navies that come together on short—or no—notice, and, as a necessary condition for success in these operations, this networking must be immediately available and robust. The central themes of this article are that the technical challenges of netting maritime forces together are not trivial and that overcoming these challenges is more daunting today than at any time in history. Why? Simply because unlike the days when flag hoists or simple radio transmissions were all that navies needed to effectively work together, rapid technological change has reached nations and navies unevenly and has actually impeded the effective networking of coalition partners. To maintain the growth and development of global maritime partnerships around the world, this article proposes leveraging an example of one effort among long-standing partners to address the issue of naval interoperability at the defense laboratory level. Coalitions at sea are not new. However, globalization—one of the macrotrends of the late twentieth and early twenty-first centuries—has prompted many nations to join together to maintain the security and stability of the maritime domain. Globalization—generally understood as “the integration of the political, economic, and cultural activities of geographically and/or nationally separated peoples”—involves the international interaction of information, financial capital, commerce, technology, and labor at significantly greater speeds and volumes than previously thought, and it impacts the lives and fortunes of all humanity.3 It is important to recognize that globalization has a significant impact in the maritime domain, where events in one part of the world can swiftly impact peoples and societies across the globe. As globalization has grown over the past two decades, we have witnessed an increase in maritime trade on the global commons. The tonnage of goods carried across the oceans by the rapidly growing merchant fleets of the world has more than quadrupled in the past four decades. This global exchange of goods has brought ever-increasing prosperity to the community of nations. With globalization and the concomitant dependence on reliable oceanic commerce come vulnerabilities. Those who would disrupt this trade and the rule of law on the global commons, whether for economic or political gain, now have far more opportunities to attack vessels on the high seas or in near-shore waters than ever before. The dramatic increase in this century of piracy, a scourge many thought no longer existed, is but one manifestation of the threat to the rule of law on the global commons that the international community—and especially navies—must address today. Concurrently, the nexus of climate change, growing populations, and a demographic shift to coastal and near-coastal regions has resulted in a significant increase in the impact of natural disasters—hurricanes, tsunamis, coastal flooding, volcanic events, earthquakes, and a host of others—that bring suffering to millions. Often, only naval forces are capable of delivering relief supplies in a timely fashion and in the volumes necessary to relieve disaster victims. No single navy—of any nation—is robust enough to enforce the rule of law on the global commons alone or respond adequately to a major natural disaster. Today, through practice, global maritime partnerships have become the sine qua non for nations working together as global forces for good in support of ever-increasing levels of security, stability, and trust.

Risk of Southeast Asian piracy is at an all-time high – 22% increase per year.

Graham 15 (Luke, News Assistant for CNBC, July 9th, “Piracy increases by 22% in Southeast Asia,” http://www.cnbc.com/2015/07/09/piracy-increases-by-22-in-southeast-asia.html, accessed 07/07/16, MM)

More and more ships are falling victim to piracy and maritime crime in the seas of Southeast Asia since January, with a 22 percent increase on the same time last year, according to statistics from intelligence company Dryad. Since the start of the year there have been 120 reported crimes and in the last three months alone, there have been five vessel hijackings and 27 robberies. Many of the thefts have occurred to ships crossing the Singapore Straits in the South China Sea; 48 ships have reported incidents since January. Ships docking in Bangladesh and Vietnam have also been robbed. Indonesian navy sailors escort men accused of piracy, after they were arrested for attacking a Singaporean ship in Indonesia's Karimata strait from a navy ship in Jakarta's Tanjung Priok Harbor. Reuters Indonesian navy sailors escort men accused of piracy, after they were arrested for attacking a Singaporean ship in Indonesia's Karimata strait from a navy ship in Jakarta's Tanjung Priok Harbor. The survey from Dryad shows that the majority of maritime crime now occurs around Southeast Asia. For comparison, so far this year there have been 34 incidents of crime in the Gulf of Guinea near West Africa and just four incidents in the Indian Ocean. There were a further 25 attacks around the rest of the world. Read MoreCrime on the high seas: The world's most pirated waters However, while the incidents in Southeast Asia focus on hijacking ships in order to steal cargo, most of the attacks in the Gulf of Guinea were to kidnap sailors for ransom. "Our latest figures for piracy and maritime crime highlight the uncertain, chaotic and, sometimes, dangerous nature of global maritime operations," said Dryad's chief operating officer Ian Millen, in a press release. "Southeast Asia is in urgent need of a joined-up effort to tackle the criminal gangs who are hijacking small regional tankers and robbing other vessels in transit, with the Singapore Strait being in dire need of some effective, coordinated action."

Pirates are using high tech software to target ship vulnerabilities – Strait of Malacca is a flashpoint.

McKeith 16 (Sam, Associate Editor at Huffington Post Australia, June 21st, “Pirate Threat: 'Entire Shipping System' Vulnerable In Southeast Asia,” http://www.huffingtonpost.com.au/2016/05/09/pirate-threat-entire-shipping-system-vulnerable-in-southeast/, accessed 07/07/16, MM)

Forget Somalia. Australia's backyard is fast becoming the new global hub for ocean piracy, with Aussie vessels under increasing risk of attack, a new report has found. The Allianz report, released Monday, found piracy attacks in southeast Asia were on the rise and the region was now responsible for about 60 percent of worldwide attacks. Piracy now represented "a major concern for Australian ship owners and operators", a statement accompanying the report said. Vietnam's oceans are the most dangerous in southeast Asia, accounting for 147, or 55 percent, of attacks last year, up from 37 percent in the previous corresponding period. In Vietnam, the southern port of Vung Tau was where more than half of the hijackings took place in 2015. Indonesia is another trouble spot, with authorities there said to be concerned attacks along its sea border with the Philippines could reach previous Somalian levels. The increase in Asian piracy comes as attacks off Africa's east coast -- long considered the epicentre of global pirate operations -- have fallen sharply as ships moving through the area have stepped up their defenses. Follow New York Times World ✔ @nytimesworld Indonesia, Malaysia and the Philippines to patrol seas to combat piracy and kidnappings. http://nyti.ms/1SQWtQZ 3:16 AM - 6 May 2016 President Joko Widodo of Indonesia, center, with officials from his country, Malaysia and the Philippines at a meeting on Thursday focused on maritime security. Indonesia, Malaysia and Philippines to Bolster Security at Sea The countries agreed to conduct coordinated sea patrols and establish a hotline to combat piracy and kidnappings in surrounding waters. nytimes.com 24 24 Retweets 12 12 likes Unlike pirates off the coast of Somalia, who often sought to ransom vessel crews, Asian pirates are increasingly hijacking ships to rob oil from slow-moving tankers, but usually leave workers alone. According to MarketWatch, Asian marine bandits commonly board oil tankers, siphon the fuel, then release the ships. The robbed oil is then sold on the black market. Allianz Global Corporate and Specialty regional marine manager, Ron Johnson, said pirates were increasingly using hi-tech software to target vulnerable ships. "The internet of things has opened up the shipping industry to the potential for hackers to access shipping company and port records, as well as on-board vessel identification and navigational systems," he said. Follow NewsHitterTeam @N_H_Asia West Africa pirates switch to kidnapping crew as oil fetches less http://ift.tt/1rixLOR 12:12 PM - 3 May 2016 Photo published for West Africa pirates switch to kidnapping crew as oil fetches less West Africa pirates switch to kidnapping crew as oil fetches less Pirate gangs in West Africa are switching to kidnapping sailors and demanding ransom rather than stealing oil cargoes as low oil prices have made crude harder to sell and less profitable, shipping... channelnewsasia.com Retweets likes "This leaves the entire shipping system exposed, enabling pirates and terrorists to identify target cargoes and obtain information about more vulnerable ships and locations". The industry needed "more robust cyber technology in order to monitor the movement of stolen cargoes", the report said. Australian vessels are especially at risk given the amount of shipping traffic from Aussie ports through places like the South China Sea and the Strait of Malacca.

Lack of effective maritime security protocols decimate current counter-terror efforts in the Malacca Strait.

Raj 14 [Andrin, Southeast Asia Regional Director for the International Association for Counterterrorism and Security Professional-Centre for Security Studies, “Jemaah Islamiyah Still a Real Threat”, fz.com, 2/15/14, http://www.fz.com/content/jemaah-islamiyah-still-real-threat#ixzz3eUGYiWqR, NP]

JEMAAH Islamiyah (JI) still poses a real threat to Indonesia and the region. The religious militant group, although has been crippled significantly after the 911 attacks, remains Indonesia’s major security threat today. JI also remains a regional threat to the Southeast Asia region as it commands a force structure within the four Mantiqis it helped to set up in Southeast Asia. JI has close and direct links with Al Qaeda since its inception by Abu Bakar Bashir, JI’s head and religious cleric. The relationship between JI and Al Qaeda remains a close knit relationship till today, as Abu Bakar Bashir was a close ally of Osama Bin Laden. His support came from Osama Bin Laden who assisted JI in training and funding for its operational capabilities and its force structure. My recent visit to Indonesia was significant to this article as it has supported my theory of this threat. The Indonesian government has also been complacent in its operations to counter terrorism and religious militancy due to the fact that a major attack has not taken place after the Bali bombings. The Indonesian authorities also are divided with issues pertaining to religion and what constitutes religious extremism and militancy. Political agendas in Indonesia also play a key role in addressing these sentiments. Power struggle and corruption within the government add to the political discourse of Indonesia. These issues also propagate religious extremism and create a platform for religious militancy to evolve providing the given scenarios. My trip en route to Bali indicates that the security forces on the island are not able to address a foreseen “terrorist” attack judging from the local authorities’ capabilities on the ground. The fact that a major attack has not taken place provides the belief that Bali is safe and that an “attack” is not comprehensible at this time! Is it so? Although Indonesia has significantly been able to monitor and curtail the threat (to a major extent), it is the support that the Australian authorities have provided that has enabled the Indonesian authorities to establish a secured parameter around the island of Bali. Besides the Australians, there is also the support of the Americans involved in training the counter terrorism task forces of Indonesia, Detachment 88. Detachment 88 of the special task force in countering terrorism has over the years been groomed as one of Indonesia’s best Special Forces in addressing terrorism, and by my views, considered a reliable and capable unit in addressing the threats of terrorism.