The
United States has significant national interests in Antarctica, but it
currently lacks the maritime capacity to secure them. The United States
sent more commercial vessels (42) and citizens (over 50,000) to the
Southern Ocean than any other country during the 2023/2024 season. The
United States, unlike many other nations, can also conduct unannounced
inspections of stations and equipment in the region. However, the U.S.
government is reducing its icebreaker capacity in the region by removing
two vessels from service, continuing to rely on one heavy icebreaker
that is beyond its expected service life. As of this writing, the United
States has yet to take concrete steps to design and build appropriate
vessels to ensure continued access in the region.
While
Washington has acted to eventually address icebreaker shortcomings in
the Arctic, it has not taken similar steps to protect its Antarctic
interests. Therefore,
as it starts the lengthy process of planning and building Polar
Security Cutters for Antarctic operations, the United States should
increase its collaboration with South American countries. Doing so will
strengthen already-positive relations with key South American countries,
protect American citizens and economic interests, and help the United
States leverage Antarctic Treaty provisions to maintain peace in the
region amid growing geopolitical interests.
March is the month of the famous carnivals in South America. However,
the month also signifies the end of the Antarctic summer campaigns.
Argentina and Chile are two of the seven countries that claim Antarctic
territory, but other South American countries are also present on the
frozen continent. The cornerstone of these annual campaigns,
unsurprisingly, is the armed forces. As Antarctica’s importance grows,
it is necessary to understand the strategies and objectives of South
American governments toward the southernmost region. And to do that, we
need to understand the role of South American militaries.
The commissioning of the domestically
manufactured icebreaker Almirante Viel marks the latest addition to a
series of new ships acquired by South American navies to enhance their
presence in Antarctic waters.
Construction of the Navio de Apoio Antártico (NApAnt) is scheduled to begin this year.
The Brazilian Navy expects to receive by late 2025 a new polar support vessel (Navio de Apoio Antártico, or NApAnt), the service explained after a contract was signed on 13 June.
Shipyards in Argentina, Brazil and
Chile are constructing vessels for their respective fleets, including
ships for polar operations.
The 27 February announcement
from Chilean shipyard ASMAR that it has cut first steel on a new
amphibious vessel for the Chilean Navy came at a time of strong activity
for South American naval shipbuilding.
Argentine state-run
shipyard Tandanor is preparing to build a new polar vessel with Finnish
assistance, while efforts continue in neighbouring Brazil on an
indigenously constructed vessel for Antarctic operations.
A tender will open next month as the
Argentine Navy seeks to buy two second-hand helicopters to enhance its
Antarctic capabilities — but financial constraints remain.
The Argentine Navy is taking
steps to enhance its capabilities to operate in Antarctica by procuring
two second-hand Sea King helicopters. It also recently received a new
offshore patrol vessel (OPV) built by French shipyard Naval Group.
The two Sikorsky Sea King SH-3 helicopters will be delivered to the ...
ASMAR and Vard Marine team up to construct new Chilean transport vessels.
An amphibious and military transport vessel will be designed by Canada-based Vard Marine for the Chilean Navy, under the Escotillón IV programme to modernise fleet transport operations.
The new vessels will be based on existing Vard Series 7 designs and will be adapted to the specific requirements of the Chilean ...
First operational flight to Antarctic base comes after Uruguay procured two ex-Spanish Hercules aircraft.
The Uruguayan Air Force recently
passed a milestone in its much-needed renewal of an ageing aircraft
fleet, after a new Lockheed Martin KC-130H Hercules transport aircraft
carried out its maiden operational flight to support the country’s presence in the Antarctic.
The aircraft (tail number FAU 594) departed Montevideo on ...
Vessel to be delivered 12 months later than originally intended
Completion of the Antártica I project to build a new icebreaker for
the Chilean Navy has been delayed due to the COVID-19 pandemic, pushing
back the prospect of its deployment on Antarctic patrols.
In a 24 November visit to the state-run ASMAR shipyard that is building the vessel, Minister of ...
Please contact me if you would like a copy of this essay.
ABSTRACT
While
South America is geographically close to Antarctica, more so than some
countries that claim Antarctic territory, it is nevertheless important
to maintain modern and operational platforms, particularly vessels, via
which South American states can travel to this region. In recent years,
Peru has obtained a new polar vessel, while Chile is domestically
manufacturing a new icebreaker and Brazil is looking to purchase a new
polar ship. Nevertheless, countries like Argentina and Uruguay, due to
limited funds, do not appear to have plans to acquire new polar vessels
to replace their current, ageing naval platforms.
Certainly, governments
can also utilise aircraft to transport personnel and equipment to
Antarctica as well as to carry out some scientific tests and
search-and-rescue operations. However there are particular advantages to
possessing a vessel in the inventory of any country’s Antarctic
program, since it can transport heavy equipment, and perform subsurface
tests out at sea. Polar vessels also carry smaller craft and a
helicopter, which multiplies the ship’s capabilities. This essay aims to
discuss the current operational status of South America’s polar
platforms, with a specific focus on ships, and what are their future. We
will analyse the region’s ships and compare them to other nations that
have Antarctic programmes (e.g. Australia, the People’s Republic of
China and the United States), in order to have an idea of how South
American states are doing in comparison to other programs. As we look at
South America’s present and attempt to predict the region’s future in
Antarctica, we will discuss issues like cooperation amongst South
American Antarctic programs, and the future of regionally manufactured
naval platforms for polar use.
"An overview of Colombia’s Antarctic programme" Wilder Alejandro Sanchez The Polar Journal Opinion Published Online: 28 November 2018 (Please contact me if you'd like a free PDF copy: wilder.a.sanchez at gmaill.com)
ABSTRACT
This
paper provides an overview of the history and growth of Colombia’s
Antarctic programme and how it has rapidly progressed in recent years.
The country carried out its first Antarctic expedition with a
domestically manufactured vessel during the 2014–2015 austral summer.
Annual expeditions have continued since then, and in early 2018 the
government announced its intention to acquire a new vessel and establish
a seasonal base by 2025 at the latest in a location yet to be
determined. This rapid succession of achievements demonstrates
Colombia’s seriousness about its Antarctic programme. Nevertheless, a
major challenge will be to secure funding for its Antarctic programme,
thus 2018 will be a critical year as the country will hold general
elections, and it will be imperative for the next administration to
consider the programme a priority in order to maintain its momentum. It
is important to understand the intention and objectives of non-claimant
nations with growing Antarctic programmes and for the international
community to harness this interest so that they can carry out meaningful
contributions in order to protect Antarctica.
"Latin American Navies and Antarctica"
W. Alejandro Sanchez and Brittney J. Figueroa
The Southern Tide
Center for International Maritime Security
June 27, 2017
Originally published: http://cimsec.org/latin-american-navies-antarctica/33097
Written by Wilder Alejandro Sanchez, The Southern Tide addresses maritime security issues throughout Latin America and the Caribbean. It discusses the challenges regional navies face including limited defense budgets, inter-state tensions, and transnational crimes. It also examines how these challenges influence current and future defense strategies, platform acquisitions, and relations with global powers.
“The security environment in Latin America and the Caribbean is characterized by complex, diverse, and non-traditional challenges to U.S. interests.” Admiral Kurt W. Tidd, Commander, U.S. Southern Command, before the 114th Congress Senate Armed Services Committee, 10 March 2016.
By Alejandro Sanchez Nieto and Brittney J. Figueroa
Latin American governments have a strong presence in Antarctica, with two countries, Argentina and Chile, formally claiming Antarctic territories while several others carry out annual scientific expeditions (apart from having research bases there). Regional navies are of paramount importance in these operations as they are the spearhead of their respective nations’ expeditions and security initiatives in Antarctic waters. In fact, in recent months, there have been new developments that signal a greater Latin American naval presence in the Antarctic in the near future: Peru has commissioned its new oceanographic vessel while Chile has commenced the construction of a new icebreaker.
Antarctic geopolitics will only increase in importance due to climate change and the upcoming year 2048 when the Antarctic Treaty will be open for review. Hence it is important that Latin America, broadly speaking, takes steps to maintain a continuous presence in Antarctica in order to have a voice when the frozen continent’s future is decided. Increasing budgets in order to modernize or replace aging vessels and expanding already successful scientific and security programs will play a critical role in regional navies’ future Antarctic operations.
Antarctica as a National Interest
The importance of Antarctica in Latin American security and defense strategies, as well as more comprehensive foreign policy concepts, cannot be overemphasized. One example of this is Antarctica’s frequent and prominent mentions in regional White Papers. For example, Argentina’s 2015White Bookrepeatedly references Antarctica, and explains how “the Ministry of Defense considers of the upmost importance the upgrade [of military platforms] necessary for the scientific development, international cooperation and preservation of the Antarctic environment” (P. 43). Similarly Peru’s 2005 White Bookmentions how the “Ministry of Defense, via the armed forces, has a fundamental role in the logistical support and the scientific research that encompasses the Peruvian presence in Antarctica” (P.42). Finally, Chile’s2010 White Book has an extensive chapter on the Chilean Antarctic, explaining how the armed forces aim to “have a permanent presence, even during winter, in the Antarctic continent and its islands” and to carry out oceanographic scientific research in the region (P. 51 & 52).
These three different White Books exemplify Latin American nations’ interests in having a strong Antarctic presence and how militaries, particularly navies, are regarded as the tip of the spear of Antarctic operations.
Vessels and Patrols
Argentina and Chile possess several platforms that operate in Antarctic waters for expeditions, patrols, and to support their Antarctic bases. Argentina has the icebreaker ARA Almirante Irízar(Q5) and in 2014, Buenos Aires acquired four Russian Neftegaz-class multipurpose vessels to support its Antarctic bases. Meanwhile, Chile has the icebreaker Almirante Oscar Viel (AP46), and several other vessels capable of operating in Antarctic waters.
Additionally, the two countries set aside their differences—overlapping territorial claims in the Antarctic—to create the Joint Antarctic Naval Patrol (Patrulla Antártica Naval Combinada: PANC) in 1998. Via the PANC, naval platforms from the two countries come together during the Antarctic Summer months (November-March) to patrol Antarctic waters, assist vessels in need (e.g. the tourist vessel M/V Explorer in 2007), respond to oil spills, and visit and support various bases.
The PANC’s navies pride themselves on being prepared to safeguardthe lives of those who work in and travel to the region, and are prepared for search and rescue missions along with other various emergencies at sea. The creation and success of the PANC should not be underestimated as it exemplifies the possibilities of collaborative naval efforts in the Antarctic. It is worth stressing that neither PANC country is a military power, and theydo not have the samenaval capabilities as some of their wealthier Antarctic counterparts, thus putting them at a great disadvantage (especially when considering each nation’s capabilities alone). However, despite the older vessels in their fleets, their partnership over the past two decades has proven to be effective both to patrol Antarctic waters, and also as a confidence-building mechanism.
Non-claimant nations also have important Antarctic programs. Peru, for example, recently received BAP Carrasco (BOP171),constructed by the Spanish Freire shipyard in 2016. Jane’s 360 explainsthat “the steel-hulled ship has a length of 95.9 m, a 6,000-tonne displacement, has a streamlined and raked superstructure with a meteorological sensor platform at the forward end,” which will be of great help for Peru’s future operations in the Antarctic. In addition, Brazil has avaried presence in the region that consists of the Almirante Maximiano (H-41), an ice breaker, the Ary Rongel (H-44), an oceanographic support ship, and several C-130 Brazilian Air Force (FAB) aircraft that are utilized to transport essential equipment and personnel to the Brazilian Antarctic Program (PROANTAR) facilities.
Regarding Chile, it has commenced the construction of a brand-new icebreaker as part of its Antarctica I project. Thanks to information provided to the authors by ASMAR, (Astilleros y Maestranzas de la Armada) Chile’s state-owned shipyard that has partnered with the Chilean Navy since 1895, we know that the new platform, an over $210 million project, will be capable of longer Antarctic missions in part due to its design which allows it to operate at temperatures as low as -30 Celsius. Additionally, the icebreaker will be equipped with modern, state-of-the-art scientific equipment in its microbiological and chemical laboratories. Construction commenced on 9 May at ASMAR’s Talcahuano facilities. The new vessel will be operational by the 2022-2023 season, and will greatly support Chile’s Antarctic operations.
As for Colombia, the navy has refitted one of its oceanic patrol vessels, ARC 20 de Julio (PZE-46), so it can better operate in Antarctic conditions. The vessel has already carried out two expeditions.
Uruguay’s presence in Antarctica since 1985 is also worth noting. TheROU 26 Vanguardia is the small South American country’s primary platform used for scientific research and to supportBase Artigas and Station Ruperto Elichiribehety. The Vanguardia,named Otto Von Guericke at the time of its construction, was built in Poland for East Germany in 1976. The vessel was purchased by Montevideo in 1991 and was then given its current name. It has a length of 72.62 m, displaces 1872 tons, and a maximum speed of 14.5 knots. Other ships that participate in the country’s Antarctic activities are ROU 04Artigas and ROU 22 Oyarvide. Unlike the PANC, which focuses on patrolling and safety activities, Uruguay’s main operations in the continent take place via the Uruguayan Antarctic Institute, a national agency under the supervision of the Ministry of Defense that focuses on scientific, technological, and logistic activities.
Finally, it is worth stressing the general spirit of camaraderie in the Antarctic among South American navies. The PANC is a security-related initiative of two navies coming together in spite of historical differences and ongoing territorial claims in theAntarctic. Similarly, Uruguay has shared the results of some scientific studies with Chile and Argentina. In addition, Uruguay’s Mobile Marine Meteorological Station Project (Proyecto Estacion Meterologica Movil Marina) is an ongoing project that provides real-time information such as wind direction and speed, atmospheric and barometric pressure; and wave period, height, and type to Argentine and Chilean stations. This is a prime example of Latin American navies and scientific centers coming together to build upon each other’s successes in Antarctica.
Slow Improvements
While the aforementioned developments clearly demonstrate how Latin American navies are growing Antarctic capabilities, they should not be overestimated as there are also troubling shortcomings, particularly due to budget issues. For example, while Argentina’s icebreaker Irízar recently commenced sea trials and will likely return to operational duty by the 2017-2018 season, it has taken a decade-long reconstruction effort to repair the platform after it was ravaged by a fire in 2007. Similarly, budget issues have affected Argentina’s recent Antarctic operations, best exemplified by the recent summer 2016- 2017 season, in which the government had trouble figuring outhow to resupply its Antarctic bases.
As for other nations, platforms that are too old to continue operating safely are eventually replaced by other vessels, which is not the same as expanding a fleet in terms of numbers. For example, Peru’sCarrasco will replace BIC Humboldt, which was constructed in the late 1970s and has gone through extensive overhauls to extend its operational life. Similarly, the new Chilean icebreaker will replaceViel, which was constructed in the late 1960s. Other naval platforms utilized for Antarctic operations, including the PANC, will soon become outdated. For example, Chile deployed ATF Lautaro (67) to the 2016-2017 PANC mission, a vessel constructed in 1973, while Argentina deployed ARA Islas Malvinas (A24), constructed in the 1980s. While replacement platforms are always welcome, expanding fleets by acquiring newly constructed ships would be more practical as their operational lives would last much longer than repurposed, older vessels.
The aforementioned Argentine Almirante Irízar illustrates the benefits of a stronger commitment by regional states toward their Antarctic programs, including their naval platforms. While its post-fire reconstruction was extensive and lengthy, the Argentine government’s investment has made the vessel one of the 10 biggest icebreakers in the world, as well as one of the most capable. In a recent navigational test, the ship surpassed expectations, and showed no signs of the various previous problems it had when it first made its way to the Antarctic from Finland in 1978. Not only does the ship have improved navigation capabilities, but it is also nowmultipurpose, housing eight top-of-the-line scientific laboratories, and an overall scientific investigation sector six times larger than that of its original construction. Despite the lengthy timeline of the repair, the Argentine government’s decision to allocate scarce resources in revamping the Irizar is a Cinderella Story of sorts, as it exemplifies the benefits that could come from a bigger budget committed to Antarctic maritime operations. Obtaining a new vessel would have probably taken less time than repairing the Irizar, nevertheless, if reports are to be believed, this modernized vessel will be of great help for Argentina’s Antarctic operations for the foreseeable future.
Final Thoughts
Navies are usually viewed through the prism of defense and security; however they also play a critical role in Antarctic programs. Certainly other military services, government departments, and scientific institutions are other necessary pillars of any vibrant and robust Antarctic program, but navies are a sort of spearhead as they employ the primary platforms that deploy to this frozen continent. Hence it comes as no surprise that navies are prominently mentioned in the White Papers of several regional countries regarding Antarctic operations as they are engaged in various operations ranging from scientific activities to providing emergency assistance.
Countries like Peru and Chile are working on obtaining new platforms for Antarctic use while Colombia has refitted one of its navy’s vessels for these operations. Meanwhile, the Argentine and Chilean navies have come together to create a joint Antarctic naval patrol that has helped vessels and Antarctic bases in need. Finally, Uruguay’s scientific program and projects are also notable as they provide data that allows the multifaceted work of the Latin American countries in the region to continue operations safely and effectively.
The importance of Arctic and Antarctic geopolitics will increase due to climate change and the approaching year 2048, when the Antarctic Treaty is up for revision. The modernization of polar-capable vessels, such as Argentina’s Alimirante Irizar, if not the acquisition of newer ones like Peru’s Carrasco, will help Latin American navies increase the reliability and projection of already successful missions in Antarctica thereby fortifying Latin America’s presence and increasing its voice in regards to the future of the frozen continent.
Alejandro Sanchez Nieto is a researcher who focuses on geopolitical, military, and cyber security issues in the Western Hemisphere. Follow him on Twitter: @W_Alex_Sanchez.
Brittney J. Figueroa is a recent graduate from the University of California, Santa Barbara with a Bachelors degree in Global Studies, and a Minor in Latin American Iberian Studies.
The views presented in this essay are the sole responsibility of the authors and do not necessarily reflect those of any institutions with which the authors are associated.
Established in the late 1990s, the Joint Antarctic Naval Patrol (PANC) is a defence initiative that brings together naval platforms from Argentina and Chile to monitor Antarctic waters and territory. After almost 20 annual campaigns, Patrol vessels have helped numerous vessels in need, as well as having carried out an emergency extraction from a Brazilian base in 2012. The success of the PANC is even more commendable given the occasionally tense relations between Argentina and Chile, which include overlapping Antarctic claims. The PANC is likely to continue operating for the immediate future particularly since climate change, which translates into a longer Antarctic summer, and greater maritime traffic has already prompted recent campaigns to extend operations for an additional two weeks. Nevertheless, one factor that hinders the Patrol and its capabilities is that it is made up of a few ageing vessels, and neither Argentina nor Chile have recently obtained modern platforms for Antarctic operations. In spite of this limitation, the activities carried out by these two navies make the PANC an example of how military cooperation to protect the Antarctic and human activities there is possible.
A new Peruvian scientific expedition in Antarctica, named ANTARXXIV, concluded in early March. Peru has had a presence in Antarctica dating back to the late 1980s and while the country does not claim territory there, it is nevertheless imperative for Peru to have a constant and vibrant presence as Antarctica’s importance increases in the coming years. The recent addition of a new oceanographic vessel is a welcomed development as this platform will help Peru’s Antarctic program develop.
“Peru has had a presence in Antarctica dating back to the late 1980s and while the country does not claim territory there, it is nevertheless imperative for Lima to have a constant and vibrant presence as Antarctica’s importance increases in the coming years.”
Peru And The Frozen Continent
Peru is a member of the Antarctic Treaty System the international system that monitors Antarctica; it joined the Antarctic Treaty in 1981, became a Consultative Status member in 1989 and signed the Environment Protocol in 1998. Additionally, the country’s 2005 White Book has a section discussing Peru’s history in said region.
Peru’s first expedition occurred in 1988, during the first term of former President Alan Garcia (1985-1990) and since then, it has maintained a small but continuous presence in Antarctica. The country has a semi-permanent base, Machu Picchu , in King George Island, and also a polar vessel, BICHumboldt. Unfortunately, Humboldt is an old platform, as it was constructed in 1978 by the Peruvian shipyard Servicios Industriales de la Marina, with German assistance, and had to undergo major upgrades as recently as 2012 to extend its operational life.
Thankfully Peru will not have to rely on Humboldt for much longer as the Ollanta Humala presidency (2011-2016) ordered a new oceanographic polar vessel,BAP Carrasco (BOP-171), which was constructed by the Spanish shipyard Freire. The new vessel was handed-over to a Peruvian crew in late March and Carrasco will hopefully participate in the 2018 campaign. The author is not aware of Lima’s plans for Humboldt, but hopefully it will continue to operate in a support capacity so that Peru can have a polar fleet, not just one vessel.
As for ANTARXXIV it was carried out from 9 January until 5 March. Air Force Coronel Wolker Lozada Maldonado commanded the expedition which reportedly had 33 specialists .
Looking Ahead
The author will put forward three overlapping reasons why Peru needs to maintain a constant presence, if not larger than it currently has, in Antarctica. First, the frozen continent is becoming crowded: there are seven countries, including Argentina and Chile, have territorial claims in Antarctica. Additionally, global powers like the U.S and China , have bases there. Even more, new countries are developing their own Antarctic programs. One prime example is neighboring Colombia , which recently carried out its third Antarctic expedition via a domestically-manufactured vessel, ARC20 de Julio. In other words, Peru should not fall behind in this race for Antarctica.
Second, a key date to keep in mind is 2048, whenATScomes up for review (until 2048 the Protocol can only be modified by unanimous agreement of all Consultative Parties).While Peru does not claim Antarctic territory, it is important that the Peruvian government has a seat at the table of negotiations when Antarctica’s future is decided.One method to achieve this is by carrying out relevant scientific research, e.g. ongoing Peruvianstudies of the krill, during theANTARexpeditions.
Finally, climate change is affecting the global ecosystem, including the melting of the Antarctic Ice Sheet, and there will be a growing interest to exploit the region’s natural and mineral resources. As discussed in the paragraph above, Peru must be in a position in which it can have a relevant voice in these inevitable discussions in order to protect the country’s interests.
Final Thoughts
Peru’s presence in Antarctica over the past three decades should be a source of national pride for the Andean nation. As the region’s importance grows and the year 2048 approaches, Peru must continue to have a vibrant role in Antarctic affairs. The acquisition of Carrasco is a very positive development and which will hopefully be followed by other initiatives so that the Peruvian flag will be ever-present in Antarctica.
For more information see: Reinvigorating Peru’s role in Antarctic Geopolitics . W. Alejandro Sanchez and Otto Tielemans Jr. The Polar Journal. Vol. 5/Issue 1. June 2015. P. 101-112. W. Alejandro Sanchez Nieto is an international security analyst. Follow him on Twitter:@W_Alex_Sanchez
The views presented in this essay are the sole responsibility of the author and do not necessarily reflect those of any institutions with which the author is associated.
_W. Alejandro Sanchez Nieto is an international security analyst. Follow him on Twitter. _
