Treaty at a Crossroads
Sea Service leaders want it. It has been supported by every President since—and including—Ronald Reagan. When will the Law of the Sea treaty be ratified?
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Additionally, two commissions, the National Commission on Oceans Policy and the Pew Oceans Commission, have argued in the strongest possible terms for U.S. ratification. The first, chaired by former-CNO Admiral James Watkins, in its 20 September 2004 report, An Ocean Blueprint for the 21st Century, unanimously recommended adoption and concluded: “Time is of the essence if the United States is to maintain its leadership role in ocean and coastal activities.” The presidential response to the report reflected the ongoing support of the executive branch—and especially the current administration—that “As a matter of national security, economic self-interest, and international leadership, the Bush administration is strongly committed to U.S. accession to the UN Convention on the Law of the Sea.”3
One method the United States has adopted to deal with state claims inconsistent with international law as reflected in the Convention is the Freedom of Navigation (FON) Program. Initiated in 1979 and continued by every administration since then, this program combines diplomatic action and operational assertion of our navigation rights to discourage state claims inconsistent with international law as reflected in the Convention. But the political, economic, and military costs of this program are not trivial, and for a Navy stretched thin to meet its urgent operational commitments, every freedom of naviga- tion challenge comes with an opportunity cost somewhere else—to say nothing of the risks to the Sailors on those ships. This was put forcefully by then-CNO Vern Clark in a letter to the Senate Armed Services Committee:
For the many years we’ve remained outside the Convention, we’ve asked our young men and women to conduct operations, sometimes at great risk, to challenge the exces- sive maritime claims of other states. Joining the Law of the Sea Convention will let our people know that, when they’re operating in defense of this nation, far from our shores, they have the backing and the authority of widely recognized law to look to, rather than depending only upon the threat or use of force.
The tense showdown between the United States People’s Republic of China over the collision between a Chinese fighter and a Navy EP-3 aircraft—an event that occurred in China’s exclusive economic zone—is but one indication of the risks described by Admiral Clark. sufficient for US to secure its naval rights The tense showdown between the United States and the
Moreover, numerous states question the United States’ very right to enforce navigational freedoms conferred by the Convention when it is not party to it. It is likely that U.S. accession would decrease the number of state claims inconsistent with international law and also decrease the number of freedom of navigation challenges the Navy would have to conduct.
The global demands on the Navy and Coast Guard come at a time when the size of the nation’s Fleets has shrunk to unprecedented low levels. As fewer and fewer U.S. ships are available to support U.S. and coalition interests worldwide, it is more imperative than ever that these ships be able to exercise the rights of innocent passage, transit passage, and archipelagic sea lanes passage without asking prior permission or providing prior notification to coastal states. Equally important is the right of warships to operate freely and conduct military activities in the exclusive economic zones of all nations. These are rights that are being increasingly challenged by coastal nations.
What is at stake is nothing less than the United States’ position as the world’s leading maritime power. Clearly, U.S. refusal to ratify this Convention, widely regarded as one of the most important international agreements ever negotiated, raises fundamental questions regarding not only the future of legal regimes applicable to the world’s oceans, but also U.S. leadership in promoting international law and order. This, in turn, makes the United States little more than an outsider looking in at the most comprehensive maritime treaty ever written and perhaps most perniciously, unable to propose any future amendments and less able to effectively counter other states’ proposed changes in treaty law that would be disadvantageous to the United States.6
In his remarks soon after assuming the post of Chief of Naval Operations, Admiral Mullen challenged the Navy “not to accept the status quo.” On the 25th anniversary of the signing of the Law of the Sea Convention, the Navy and its Sea Service partners must take an even more prominent leadership role in mustering public support for this treaty—support so overwhelming that the Senate will be motivated to bring it to a floor vote. To do anything less would be to forgo a viable path to stability and safety at sea and cede the world’s oceans to uncertainty and anarchy.