Modus operandi of a Indian oxygen thief or two
1. Beware of fake news from Indian Twitter and sources during this period, just like past Indian claims of a Pakistani F-16 shootdown when it was an Indian MiG-21 Bison that was lost in an air-to-air encounter between the two rival air forces on 27 February 2019 during Operation Swift Retort.
2. It is also not uncommon for some Indian social media who support the BJP to attack the bearer of bad news or people who dare to point out the fake news from Indian social media.
3. I normally do not share Twitter Links from Indo Pacific News, as they seem to disproportionately share news that is unfavourable to China; but they are useful in providing background information and for updates on news related to the South China Sea. I think it is quite novel for certain Indian Twitter accounts to accuse the Indo Pacific News Twitter account of being pro-China, when it is anything but.
4. As I mentioned in another thread, in Asia, trade is strategy. Nothing unites North East Asian (NE Asian) interests like a threat to their shipping — which is why, both Korea and Japan have deployed naval ships to the Gulf of Aden.
5. Just because India has a border dispute with China it does not mean that the Indian Navy is free to escalate in any manner it likes. China is not at war with Japan, Korea, Taiwan or Singapore; and in a capitalistic society, businesses will seek profit, even if that profit is from moving China’s cargo in the Indian Ocean to get round an Indian blockade. Just as the South China Sea is not a Chinese lake, the Indian Ocean is not an Indian lake.
8. Three points to note: One, attempts by Indian strategists to talk about disrupting Chinese (aka NE Asian) trade routes in the Indian Ocean is not credible. Two, as a non-aligned state (free of alliance responsibilities), Indian attempts to get more than lip service sympathy from ASEAN members with regards to its border issues, with China or Pakistan, is doomed to failure. Three, China’s 3,700 plus merchant ships carry cargo from not just China but for NE Asia, and vice versa for the Japanese, Korean and Taiwanese merchant ships in these interlinked economies. Any Indian Navy attempt to disrupt commercial shipping will make it a pariah state.
(a) A simple way for China to avoid Indian Navy attempts to do so, would be to reflag 15% to 30% of Chinese flagged merchant ships to another flag (eg. Singapore, Panama, Marshall Islands, and Hong Kong to name 4 of the top 5 flag states). About 8,600 ships fly the Panamanian flag. By comparison China has just over 3,700 registered vessels. From decision to the massive reflagging (for 550 to 1,100 ships), this administrative task can be done in about 3 to 4 weeks. In the event of an Indian blockade, the PLA(N), wil just escort some of their own remaining merchant ships, with higher value cargos in convoys — in 2019, China had a 335-ship naval fleet, according to a US Congressional Research Service report — the PLA(N) is also well rehearsed in forming counter piracy escort groups for the last 12 years. The PLA(N) has the capability to conduct convoy escorts for its own merchant ships on the scale of Operation Earnest Will, conducted by the Americans, in 1987.
(b) If the Indian Navy plays its cards wrongly, and their dispute with the PLA(N) affects innocent merchant traffic, the RAN, JMSDF, ROKN, ROCN and RSN could end up running escorts to convoy NE Asian and Oceania cargo routes transiting through the Indian Ocean — esp container liner trade that is currently controlled by:
(i) Mitsui OSK Lines, NYK and Kawasaki Kisen Kaisha;
(ii) Hyundai Merchant Marine, CK Line, Dongjin Shipping, Don Woo Shipping, Dong Young Shipping, Hansung Line, Heueng-A Shipping, KMTC, Namsung Shipping, Pan Continental Shipping, Pan Ocean, Sinokor Shipping, SM Line and Tai Young Shipping;
(iii) Evergreen Line and Yang Ming Marine Transport; or
(iv) Pacific International Line.
(c) Japanese, Korean, Indonesian and Singaporean owned or flagged cargo ships would just enjoy high cargo usage — from a multi-modal transport cost point of view, cargo moved by sea is much cheaper than rail.
(d) For the energy trade, to evade an Indian Navy blockage, Chinese SOEs could also buy a portion of its supply from other trading hubs (eg. Singapore) or from sources that do not need to sail through the Indian Ocean. The LNG and oil will be owned by MNCs importing it into a port outside the reach of the Indian Navy — the Chinese would buy it there — thereafter, their merchant ships pick it up from the trading hub — by-passing an useless Indian Ocean blockage.
7. Just because India has a border dispute with China it does not mean that the Indian Navy is free to escalate in any manner it likes. China is not at war with Australia, Japan, Korea, Taiwan or ASEAN members (like Indonesia and Singapore) and the businesses of these countries will seek profit, even if that profit is from moving container cargoes, bulk cargoes, oil and LNG cargoes that are ultimately destined for China, at a later stage, and transiting through the Indian Ocean.
8. The reverse is also true, just because China has a border dispute with India, it does not mean that the PLA(N) is free to escalate in any manner it likes.