Weekly Pirate Activity Update

August 17, 2011 - 15:20:37 UTC

Pirate activity remains at low intensity; two attacks, no boardings. Iranian vessel disputes hijacking claim. MV Sinin released after 6 months and another possible soon, along with Danish hostages. Plea for clemency for SA couple. Somali pirates in-group fighting. New charges for US-held pirate negotiator. Gulf of Guinea continues to trigger alarm, and the need for an integrated African coastguard is discussed. Piracy declared a threat to Canada. BIMCO gives 'more bad news'; BMP4 becomes available as the ICS collates details of policy and rules of Flag States on arms and armed guards. Piracy threat forces route change for ocean yacht race.

OCEANUSLive Podcast: Global Piracy Overview.

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Pirates continue to make their presence felt in the Red Sea and the Gulf of Aden as the monsoon curtails activity in the Somali Basin, Arabian Sea and Indian Ocean. The Indian Navy boarded an Iranian vessel reportedly seized by pirates, as widely stated within the international media, but the case is not so straightforward. The curious circumstance of having been adrift for 20 days and hints of smuggling raise questions. The bulk carrier, MV Sinin, was released according to India's Ministry of Shipping. the 21 crew, including 9 Indians are safe and heading for Colombo, Sri Lanka. Pirates claim MV Dover and the Danish family and crew held hostage are close to potential release. A ransom figure is close to being agreed. The family of the South African couple still held in southern Somalia have made a desperate plea for clemency from the pirates holding the captive. Meanwhile, possibly as a consequence of the lack of recent success in hijacks, pirate groups once more fight amongst themselves resulting in one death. The Somali pirate negotiator facing charges relating to the ransom of four Americans, later killed by pirates, was indicted for playing the same role in another incident involving 22 hostages on another vessel. West Africa stays in the headlines as a conference is due covering maritime piracy in the Gulf of Guinea. The complexity of managing the safety and security of the vast maritime domain surrounding Africa is raised. The lawyers of Canada are warned that piracy is a serious resurgent security issue even for Canada. BIMCO also warns of more bad news on piracy as the pirates react to better defence of ships. The plan for an industry-supported navy is aired once more but rules of engagement remain the keystone point. The Volvo Ocean Race is forced into a change of route due to the threat of piracy.

Pirate Activity

The unsuccessful attacks across all regions is covered in the Pirate event summary below.

The crew of the Iranian MV Nafis-1 was reported to have been seized by pirates and was boarded by the Indian Navy 170nm west of Mumbai following intelligence reports, including Maritime Reconnaissance aircraft on August 12, which thereafter kept it under continuous surveillance. It was widely reported in the media as having been hijacked with a crew of nine, and alleged to have been used as part of a smuggling operation intending to take weapons to al-Qaeda in Yemen. However, an Indian Defence spokesman stated that the crew claimed the vessel had suffered mechanical failure and had been adrift for 20 days, and not hijacked, writes Somalia Report. The curious circumstance of this matter surrounds why the crew did not alert the maritime authorities of their plight, despite the fact they were in rough weather and in a region considered to be a high risk area, whether pirates were in the vicinity or not. INS Mysore, an Indian guided missile destroyer, was dispatched to intercept the vessel with two helicopters as well as 24 of the Navy's elite Marine Commandos (MARCOS). The MARCOS carried out a thorough investigation and found two AK-47 rifles and a pistol concealed in an empty fuel tank. MV Nafis-1 had reportedly sailed from Chah Bahar in Iran to an undisclosed location in July. Intelligence received by the Indian Navy had indicated that the vessel could have been employed for smuggling or other nefarious activities. Inputs suggested that the vessel was likely to be carrying arms and ammunition, as well as other contraband, states NDTV. The vessel is currently held in Porbander in Gujarat.

At least 3 people were killed and 5 others wounded during fierce fighting between troops from newly formed state of Ras Aseyr and forces loyal to the former mayor of Bargal, Ahmed Gurey, in Bargal district of Bari region in Somalia's semi-autonomous region of Puntland, with each side blaming the other for starting the fight. In a separate incident, at least 11 pirates were arrested while one female civilian was injured after Puntland security forecs and pirates exchanged fire in the Bargal district of Bari region, a local journalist said, according to Somalia Report. Other reports state 20 pirates were arrested. The Puntland security forces reportedly arrested the pirates during an operation to restore order on the outskirts of a town in the Bargal town. Puntland officials stated they were to intensify the security operation. The fire fight followed a visit by the Puntland security minister, General Khalif Issa Mudan, and a delegation to pirate hubs in Bari region as part of the attempt to create plans to combat piracy. Although the area is now calm and under the control of the Puntland forces, no clear reason has been given for the latest incident between security forces and the pirates.

Release by Pirates

MV Sinin , a 52,000 tonne Malta-flagged bulk carrier, which was hijacked by Somali pirates in February, was released this week.

According to the Indian Ministry of Shipping, with a total crew of 21, including nine Indians are reported to be safe.

"The ship owners have provided for replenishment of stores/fuel and security for the vessel to reach Colombo by about August 19, where the vessel is likely to be dry docked for extensive inspection," the ministry said in a statement, says Newstrack India via Shipping News Dailly. The release was confiremd by the Indian High Commission in Nairobi, Kenya. The negotiations for release were reported to have concluded on the previous Wednesday, but the vessel was not released until August 13 once the pirates had received the ransom payment, according to Somalia Report. A ransom payment of US$4 million was reported to have been made for the vessel's release.

Somalia Report spoke to a pirate named Abdi who said they agreed to accept $4M for both the Danish family and the MV Dover. Abdi said they are moving the ship and hostages from Rasu Bina village to an undisclosed area so that they can accept the ransom. The pirate also said the hostages and ship will be released by the end of Ramadan, but said it could be as sooner. (Ramadan is due to end around August 29). MV Dover, the Panaman-flagged, Greek-owned vessel and the Danish family, taken while sailing around the world, are expected to be released by Somali pirates in the course of next week, a pirate onboard confirmed. The Danish family of five, their two crew members and their 43-foot sailboat, the SY Ing, were seized by Somali pirates on February 24, 2011. Sources close to the pirates confirmed that pirate investors have finally struck a deal with the owners of the Dover and Danes family members, and after long discussions the pirate group agreed to accept $3 million as a ransom for the release of the Danes and $4 million for the release of the vessel and her 23 crew members. The pirate who spoke to Somalia Report said the ship and the hostages will be released in the course of next week. He said they (the ship and the Danish family) would be released on separate days. He added that they are now preparing for the receipt of the money.

Pirates in Court

A Somali man already facing U.S. charges of negotiating a ransom for four Americans later killed by pirates was indicted on Thursday (Aug 18) for allegedly playing the same role in another incident with 22 hostages held seven months, reports Reuters. Mohammad Saaili Shibin was brought to the United States in April to face federal court charges in Norfolk, Virginia, over the pirating of an American yacht, Quest, in February off the coast of Somalia and taking hostage two American couples who were later killed. The new charges involved a different incident. Shibin was accused of being the ransom negotiator for the pirates who seized the MV Marida Marguerite, a German-owned vessel with a crew of 22 men, who were held hostage off the coast of Somalia for seven months, starting in May 2010. According to the indictment, Shibin received $30,000 to $50,000 in U.S. cash as his share of the ransom payment. "Shibin is alleged to be among the select few who are entrusted with one of the most important tasks in Somali piracy -- ensuring a ship's owners pay the maximum amount of ransom possible for the release of a hijacked vessel," U.S. Attorney Neil MacBride, whose office brought the case, said in a statement.

Private Security

As many as 60% to 80% of ship owners are in favour of arming their vessels even though the cost can be as high as $50,000 per passage, a leading Danish ship owner has claimed.“We took the decision three to four months ago that we could not defend our ships without contracting-in armed guards with light machine guns and who will shoot back,” said Per Gullestrup, CEO & Partner of Clipper Ferries/Ro-Ro. “I hear that 60% to 80% of owners are in favour of arming their ships, which is a lot, and if you figure out that every time you do, it costs an owner between $30K and $50K to put armed guards on each passage then you are talking about a lot of money,” he said. Mr Gullestrup has built up first hand knowledge of dealing with pirates after he negotiated with Somali pirates over the release of the CEC Future back in 2008. Pirates held the CEC Future for 71 days, and only released the ship after negotiations and the payment of a ransom of nearly DKK 9 million. Per Gullestrup was heavily involved in negotiating with the pirates in 2008. A Somali pirate now faces a 25 year prison sentence in the US after he was convicted. “Despair is a good word,” to describe the way ship owners feel about the whole piracy issue, he told Ship Management International.

“We now have the monsoon season and this will have a strong reflection on the level of activities going on. But even when the monsoon settles down, I suspect you will see a lot of the ships being armed now. But what will that do to the equation? Hopefully it will put a dampener on activities but it won’t solve anything. Because the pirates might start to lose too much money and the investors will stop getting the returns they want, they will retrench and ease off. The naval forces will then say the situation is better and the pirates will be back in action and we will be back where we started. We as ship owners are very frustrated. If this kind of criminal activity happened anywhere else on this scale something would have been done about it but 94% of the seafarers involved in this are from developing countries and that is the reason. If the 94% of seafarers were from Europe or the US, I guarantee we would not have been talking about it now. It is a disgrace,” he added.

With the assistance of its members, the International Chamber of Shipping (ICS) in association with the European Community Shipowners’ Associations (ECSA), has compiled a useful reference document collating the policy and rules of Flag States on the carriage of arms and private armed guards on board vessels, reports MarineLink.com.

The document, providing tabulated information on Flag States’ rules, has been added to the ICS website and is proving to be a popular reference tool for shipowners and other interested parties within the shipping community.

Kiran Khosla, ICS Director of Legal Affairs and secretary of the ICS’ maritime law and insurance committees, says: “When the information is compiled together like this it is interesting to see the similarities and variations in approach throughout the international community. Piracy remains a major cause for concern among shipowners and the wider shipping industry and we are not surprised that members are keen to ensure they are up to speed with the latest recommendations and advice." “The consensus view among ICS national shipowner associations remains that private armed guards are a clear second best to military personnel. However, in view of the current crisis, ICS has had to acknowledge that the decision to engage armed guards, whether military or private, is a decision to be made by the ship operator after due consideration of all the risks and subject to the approval of the vessel's Flag State and insurer,” she said. The ICS points out that this information is for general guidance only and is not a substitute for proper verification with the Flag States concerned.

West Africa Piracy

Pirate attacks off the coast of West Africa are increasingly sharply in a region that is becoming a major oil-producing zone and trading hub. Security and shipping analysts say the number of attacks is underreported and that, left unchecked, the emerging crisis could soon rival the Somali piracy scourge off East Africa that now extends deep into the Indian Ocean. Nigeria, the main oil producer in sub-Saharan Africa, and Benin, its tiny eastern neighbour, have reported 27 attacks this year. Piracy in these waters and the Gulf of Guinea, which runs along the Atlantic coasts of a dozen countries from Guinea to Angola, has gone from low-level robberies at sea to hijackings, cargo seizures and major holdups over the last eight months. So far, there have been no hijackings for ransom, the primary tactic used by the Somali pirates. But London's maritime insurance market has added Benin to its list of high-risk zones for shipping, on a par with the Gulf of Aden off Somalia on the other side of the continent. Benin is the maritime access point for land-locked states such as Niger, Chad and Burkina Faso and its economy depends heavily on shipping. "Dozens of ships are already fleeing our shores because of fear of these pirates," Maxime Ahoyo, commander of Benin tiny navy, said last week. The Gulf of Guinea, the center of the West African oil boom, is the main focus of the pirate gangs, who are becoming increasingly organized. Oil tankers are prime targets. Earlier this month, Lloyd's Market Association, a London umbrella for a group of insurers, listed Nigeria, Benin and nearby waters in the same risk category as lawless Somalia, where there has been no central government since 1991 and anarchy has flourished. That could signal higher insurance rates for Nigeria's shipping agency, which exports crude oil across the Atlantic to the United States. The West African oil fields, many of them offshore, are crucial to U.S. efforts to reduce dependence on Middle Eastern oil imports. Within the next few years, as much as one-quarter of U.S. oil imports will come from West Africa. So any serious threat to supplies could have an impact in the United States - UPI.com.

The question asked: Is piracy turning the Gulf of Guinea into the next Gulf of Aden? U.S Institute of Peace expert, Raymond Gilpin weighs in. Piracy attacks are escalating in the Gulf of Guinea, endangering the future of one of the world's emerging shipping hubs and highlighting the weak state of maritime security in West Africa.

The Gulf of Guinea stretches along a dozen West and Central African countries, including Nigeria and Angola, the continent's top oil producers. Though waters off the coast of Somalia remain the uncontested epicenter of global piracy, the Gulf of Guinea has reported an alarming spike in attacks this year, particularly off the coast of Benin.

Raymond Gilpin, the director of the Center for Sustainable Economies at the U.S. Institute of Peace, said, "It's clear that the gang or gangs involved in this know exactly what they are looking for - oil tankers that are either anchored or moored in some form. The intent is to take over the vessel, direct it to a safe location and offload its cargo."

Armed robbery at sea is not new to the Gulf of Guinea, nor is the illegal sale of oil stolen from its waters in West African and European ports. Over the past six months, however, analysts say the attacks have become more systematic and the criminals, more organized.

Naval authorities say evidence suggests the pirates are from Nigeria. Gilpin said their method of attack, particularly their use of violence, resembles that of criminals in the Niger Delta. Ships that are taken over, he said, also are often diverted to waters near the Nigerian border. Read more at VOANews.

Countering maritime crime in the Gulf of Guinea: Making progress but what is the next step? Combating Piracy: West African Maritime Security Conference 24-25 August in London - Combating Piracy

Call to Arms & Action

The first pirates Capt. Steve Waddell encountered weren't wearing puffy shirts, tri-cornered hats or as much dark eyeliner as Disney's Jack Sparrow. Instead they were decked out in Gucci watches and ill-fitting Armani suits, claiming to be Somali fishermen aboard a small, open-decked skiff Waddell and his crew confronted in the treacherous seas off the Horn of Africa. "I'm not sure why they considered that pirate attire," said Waddell, who in 2009 commanded the frigate HMCS Fredericton on one of Canada's first anti-piracy naval missions to the region, reported in Canada.com. A Canadian boarding party confronted the skiff, confiscated guns and gasoline from the group, and sent them back to the Somali coast. Waddell watched as the Somalis high-fived each other, happy to be released, as they motored away from the warship. "That's the reality of anti-piracy operations off Somalia," Waddell told an audience of lawyers with the Canadian Bar Association on Tuesday, August 16. He and other experts, who spoke at the bar's annual meeting in Halifax, say piracy is a serious, resurgent security issue that threatens the economies of all trading nations, including Canada. Worse, solutions to the problem remain far from clear. Among the thorny questions facing maritime and military lawyers is how modern-day pirates should be treated by Canadian forces and other state authorities: Are they criminals or foreign combatants? Can naval crews legally detain them, and if so, should they be accorded prisoner-of-war rights under the Geneva Convention? What about child pirates in the service of a pirate warlord? Once pirates are arrested, should they be brought for prosecution back to Canada, where a pirate might make a refugee claim? "Off the Horn of Africa, nine out of 10 pirates captured are released, because no state is willing to prosecute them," says Simon Barker, an Ontario lawyer who specializes in admiralty law. Barker says when most Canadians consider piracy, they imagine only the Hollywood stereotypes. To prove his point Barker took to the conference stage wearing, along with his suit and tie, a skull-and-crossbones bandana on his head. But kidding aside, he and other experts say Canada and other rich countries must get serious about the threats of piracy in the 21st century.

Dr Karen Sumser-Lupson, the Commissioner and Chairman of the African Maritime Safety and Security Agency (AMSSA), explains the development of the concept of the Integrated African Coastguard Network to Defence IQ.

Why the need for an integrated African coastguard?

Africa is represented by 53 Member States, 38 of which are coastal. These states account for around 18950 miles, or 30320 kilometres, of coastline (not taking into account the seaward expanse that include the territorial waters or claimed Economic Exclusive Zones (EEZs). The complexity of managing the safety and security of this vast maritime domain therefore cannot be underestimated. Whilst a few African member states have demonstrated some capacity, there are still large and very visible gaps that criminals, and more sinister organisations, exploit to the detriment of local communities and the global maritime industry.

With that in mind, the ICGN (International Corporate Governance Network) concept was initialised by the IMO (International Maritime Organisation) and MOWCA (Maritime Organisation of West and Central Africa) during the Senegal forum of 2003, with a view to establish a regional mechanism for combating piracy and armed robbery against ships, and for enhancing maritime security in general, from Mauritania to Angola. However, the IMO immediately identified that such a system could also address the development of States’ search and rescue capabilities, (taking into account the 2000 Florence Conference resolution on the establishment of regional MRCCs), the prevention of pollution and protection of the marine environment, maritime (and energy) security, countering piracy and armed robbery against ships, illegal migration and the trafficking of drugs, weapons and people.

The framework of the integrated coastguard function network is designed to help promote inter-regional and national co-operation on maritime security issues and drive forward appropriate regional/national maritime security policies and practices. It also aims to help prevent terrorism, piracy, armed robbery and safeguard key international shipping routes. Co-operation with other States on security, law enforcement and environmental protection will potentially serve to multiply the effectiveness of African sovereignty.

There are numerous challenges to the establishment of an integrated coastguard function network. The maritime domain is complex and multi faceted, with stakeholders and actors representing the different interests of military, civilian and industrial sectors, which in turn are aggravated by the growing and competing demands for ocean resources. However, the challenges are not insurmountable and society is an adaptable animal. A good example is the situation of Somalia. The piracy issues have caused an effect that has witnessed one of the largest International combined naval operations in history.

To learn more, attend the Maritime Reconnaissance and Surveillance conference, September 20-23, 2011 in Rome, Italy. Go to Defence IQ website for more on this article and to download the brochure for the conference. [OCEANUSLive Note: The OCEANUSLive model is easily adapted to such cases. Rapid establishment, deployment and use of the system for maritime domain awareness can be implemented across international boundaries without the need for increased or expensive infrastructure to be put in place].

New Force Commander
(Source: eunavfor.eu)

August 13 saw the first occasion that Germany assumes responsibility for the EU's naval Task Force 465, Rear Admiral Jugel spoke to ships’ crews from the outgoing Portuguese Vasco da Gama and the incoming German frigate, FGS Bayern : “To protect humanitarian aid shipping to Somalia is a very important mission and it is good to know that it is still EU NAVFOR primary focus,” saying these words with respect for the upcoming challenging time. “As far as the contribution of this Task Force is concerned, I am sure that we will continue to give pirates and armed robbers a very hard time”, - eunavfor.eu. German forces have been stalwarts of the EU's mission since its inception at the end of 2008, and has been involved in many successful disruptions of pirate activity at sea. A strong German presence has been in the EU operational headquarters in the UK, demonstrating their commitment to fighting piracy in as many ways as possible.

Deputy Inspector-General T K Sathish Chandran relates the piracy incident that resulted in the rescue of 24 Thai crew members held hostage by 28 Somali pirates. Chandran was Commander of the Indian offshore patrol vessel Samar, when the rescue was carried out, and tells of the tactics used after receiving a gallantry medal from President Pratibha Patel; the citation stated, ‘The officer exhibited an astute sense of aggressive tactics, with correct evaluation and solutions in a highly volatile and developing situation'.

He explained that the Thai crew was in bad shape [following the rescue]. “The Somalis had been extremely cruel, and adequate food or water had not been given to them,” says Chandran. “Only the captain and the chief engineer were treated well, because they knew how to navigate the ship. The others were psychologically damaged.” Read more at IBNlive.

Best Management Practice

Tanker Operator describes some of the improvements to the in the latest Best Management Practices (via IMB) BMP4 booklet, which includes a revision to the boundaries of the High Risk Area – now defined as an area bound by Suez and the Strait of Hormuz to the North, 10 deg South, and 78 deg East; a new executive summary at the beginning detailing the three fundamental BMP requirements to:

1. Register with MSCHOA

2. Report to UKMTO.

3. Implement self protection measures (SPMs).

Other changes of note include:

• An Aide Memoire in diagrammatic format which illustrates how to ‘Avoid Being a Victim of Piracy’.

• There is also a revision to Section 5 – re-titled ‘BMP Reporting Procedures’ and which clarifies reporting requirements for MSCHOA and UKMTO.

• Company planning (Section 6) and ship’s master’s planning (Section 7) are set out in a new tabular format.

• Section 12 provides a new sub-section on ‘Prosecution of Pirates – Assisting Law Enforcement Authorities’, which was produced in conjunction with INTERPOL. This section includes reference to a 24/7 helpline and to INTERPOL’s new Maritime Task Force website.

• The section on citadels (Section 8) includes reference to an industry paper on citadels on the MSCHOA/NATO Shipping Centre websites and states Naval/Military forces' criteria applied before boarding will be considered to release those in a citadel.

• A new section on armed private maritime security contractors includes a reference to IMO guidance included on the MSCHOA and NATO Shipping Centre websites.

• Guidance on the assistance provided by INTERPOL.

The industry group (BIMCO, ICS, INTERCARGO, INTERTANKO, ITF, OCIMF & SIGTTO) will purchase an additional 10,000 copies of the film, 'Piracy: The Menace At Sea', for distribution by DVD to vessels along with BMP4.

Countering Piracy At Sea - Analysis

The use of military means to free hijacked ships in the Gulf of Aden off the Somalia coast, though successful, has resulted in retaliative action. A comprehensive approach is required to deal with the piracy problem, writes Jane Chan for Eurasiareview.com.

Military actions against piracy in the Gulf of Aden in the first half of 2011 saw the successful release of hijacked vessels, with pirates arrested, wounded, or in some instances, killed. Media commentators have lauded the actions of the Indonesian military in securing the release of the hijacked MV Sinar Kudus. Earlier, the Republic of Korea Navy (ROKN) secured the release of MV Samho Jewelry, killing eight pirates and capturing another five. Such successes coupled with increasing domestic pressure and from the shipping industry have led to a greater willingness by some navies to use force to free hijacked ships.

However, there have been collateral damages. The master of MV Samho Jewelry was shot in the process of rescue. This episode recalls a prior incident where a French yacht’s, [Tanit] skipper was killed during a military raid by the French Special Forces. The killing of the four American hostages on board SV Quest by Somali pirates had commentators questioning the use of force once the pirates had taken the crew hostage. Indeed there are inherent risks involved in military interventions, not least to the hostages and the boarding parties. Such rescue missions would require boarding in hazardous and sometimes extreme conditions, with a need to operate and discharge firearms in the confines of a vessel.

Some navies have recognised the risk of using force in hostage situations. The European Union Naval Force Somalia (EU NAVFOR) maintai ns that it would not resort to the use of force should such actions endanger the safety of the hostages. This policy is reflected in the rules of engagement (ROE) of other navies operating off Somalia as well.

Notwithstanding the success of previous military rescue operations there is a real risk of reprisals by pirates. Case in point, when Somali pirates freed the MV Asphalt Venture after the payment of ransom, they continued to hold hostage the seven Indian crew on board. This led to the Indian government’s decision to stop arresting pirates and bringing them home for prosecution, ostensibly to avoid further reprisal actions.

More recently, pirates refused to release South Korean seafarers on MV Gemini, demanding the release of those captured by the South Korean authorities, as well as compensation for the death of eight others during the Samho Jewelry incident. In this case, the use of force has caused resentment, providing an excuse for tit-for-tat actions. In a worst case scenario, this may evolve into more aggressive use of force by the pirates, exposing vessels and crews operating in those waters to greater risk. Read more.

More Bad News

Neville Smith, a freelance journalist, writing a feature for BIMCO, the international shipping association representing ship-owners across the globe, said, at the beginning of August, and to very little fanfare, three of the world’s largest flag states signed an agreement condemning acts of violence against seafarers by pirates. The “Washington Declaration” saw the flag states agree to pool information on the mistreatment of seafarers at the hands of pirates and recognised that the increasing use of violence against captured seafarers is under-reported by the media.

The declaration affirms their commitment to provide information on the levels of violence faced by seafarers to the International Maritime Bureau (IMB) from reports received by the flags, though it also noted that there were significant sensitivities associated with such information. The IMB will collate and disseminate aggregated data of the levels of violence, omitting the names of individuals, the names of the vessels, owners, operators and flag states to protect identities and privacy, in the hope that making news agencies more aware of the problem will increase pressure on politicians to act.

So far in 2011, there have been 176 attacks on vessels by Somali pirates which resulted in 22 successful hijackings with 378 crew taken hostage. Taking into account vessels hijacked in 2010 which remain unreleased, there are presently 19 vessels still held off Somalia with a total of 377 crew still held to ransom. Total attacks worldwide stand at 304.

If the declaration succeeds in drawing more attention to the problem – and to judge by the press coverage that is still open to question – then it will have achieved much, because, though the maritime press still reports it publishes analysis, the mainstream press works to a different agenda.

That doesn’t mean to say that the media – and especially the press in countries which supply large numbers of seafarers – doesn’t report the story, more that piracy is just one of many stories that must take its place in a broad mix. It is easy to find piracy-related news with a simple Google search but the IMB’s point here is more that the story is moving on again, with the pirates reacting to better defence of ships and use of BMPs with more aggression once they take their prize – something of a Catch-22 situation. But if the mainstream media need persuading that piracy is a story that still needs reporting then it seems the same is also true of some owners. A recent survey by management consultants PricewaterhouseCoopers among German ship owners appeared to show large-scale disillusion with the fight against piracy. See full report here.

"Britannia's (Insurers) Rule the Waves"

So says Hellenic Shipping News. A group of British insurers and shipping executives have started to roll out a new plan to fight pirates off Somalia, namely an industry-supported navy of 18 patrol boats meant to escort cargo ships through pirate-infested waters.

The Convoy Escort Program, a non-profit company assembled by the Jardine Lloyd Thompson brokerage group in London, wants to sell a more efficient way to insure and protect merchant vessels, since the current method — of buying expensive ransom insurance and hoping that some navy ship will sail to the rescue if pirates attack — hasn’t lowered the risk of piracy.

Through the CEP, ship owners would be able to buy, say, a few days of war-zone insurance on the Lloyd’s of London market and also pay for a quasi-military escort past Somalia. The escort would give armed protection without the cost and hassle of armed teams on board every cargo ship. Shipowners have learned that expensive (and controversial) armed teams are one sure way to ward off a hijacking.

“The concept is that shipowners will not be paying any more than at the moment and maybe a lot less,” said Sean Woollerson from JLT. “But they will be afforded proper protection and the presence of the escorts will be a great morale booster for the seafarers.”

Of course, a private navy could also change the atmosphere on the water off Somalia. Strict rules of engagement currently keep national navies from shooting or even arresting most pirates, and until recently, the pirates have been relatively gentle with their hostages. But the last couple of months have seen more aggression from the navies and a corresponding rise in nastiness from the pirates.

Presumably private boats would have more freedom to open fire, though no one wants to say so. The Royal Navy would have the Convoy Escort Patrol under “operational control,” but wouldn’t “manage” it, according to the London Times. “The crew would have to conform to international rules on combat and engagement,” the paper writes.

But it’s hard to imagine a naval officer facing stiff discipline if a private patrol decides to go all Blackwater.

“There will be plenty of warning before they engage anybody with firepower,” a spokesman for JLT reassured Business Insurance magazine. “Training for the teams will be intensive and the rules of engagement will be made very clear by our legal team.”

JLT doesn’t like the nickname “private navy,” and Woollerson tells me there is no exact historical precedent for this idea. “That’s the problem,” he said. “That’s what’s taken me so long.” (Organizing the CEP has taken about two years.) “It’s private working in cooperation with military. It happens all the time on land, but not on the sea. And the law of the sea is more complex than the law on land.”

Seafarers Plight

A plea for clemency for the South African couple held by Somali pirates since October 2010 is issued by the sister of one of the captives, Bruno Pelizzari. The families of the couple have stated that they cannot afford to pay the ransom being demanded by the pirates. Unlike the huge ships that the pirates are familiar with, for which they receive enormous ransoms, there is no money to be had for the lives of Bruno and his partner Deborah Calitz. Huge sums of money have been asked for from the families. The pirates initially demanded $10 million, a figure which was then dropped to $500,000. "we simply do not have these kind of funds available" says Vera Hecht, Bruno's sister, in writing for Somalia Report.

And finally....

Volvo Ocean Race CEO Knut Frostad
(Source: cowesonline.com)

The escalating security problem caused by piracy in the Indian Ocean has forced Volvo Ocean Race 2011-12 organisers to redraw the second and third leg routes in the 39,000 nautical mile round-the-world challenge, writes Cowesonline. The competing boats were due to have sailed through an East African corridor in the Indian Ocean on the second leg from Cape Town to Abu Dhabi and again in the third leg from Abu Dhabi to Sanya in China. After taking advice from marine safety experts Dryad Maritime Intelligence and the sport's governing body, the International Sailing Federation (ISAF), race organisers decided that sticking to the original route would put crews at too much risk. Instead the boats will race from Cape Town to an undisclosed ‘safe haven’ port, be transported closer to Abu Dhabi, and then complete the leg from there. The process will be reversed for the third leg before the race continues on to Sanya, the fourth of 10 host ports in a race that will not finish until July 2012. "This has been an incredibly difficult decision," said Volvo Ocean Race Chief Executive Knut Frostad. "We have consulted leading naval and commercial intelligence experts and their advice could not have been clearer: ‘Do not risk it'." "The solution we have found means our boats will still be racing into Abu Dhabi and competing in the in-port race there"..

Piracy events

Hijack:

None.

3 Unsuccessful Attacks (All Regions):
Caribbean Sea - August 16 at 0240 UTC: Posn: 18:33.1N– 072:27.6W, Port Au Prince anchorage, Haiti. Four robbers boarded an anchored Ro-Ro ship during heavy rain. They stole ships stores and escaped. Incident reported to the Port control and Coast guard who searched the waters around the vessel

Red Sea - August 17 at 0540 UTC: in position 13:16.8N - 043:01.1E, around 22nm NE of Assab, Red Sea. Seven high speed boats suddenly approached around a Marshall Island-flagged bulk carrier, Bosna, underway. Two of the boats with 3-5 persons in each boat armed with automatic weapons, approached the ship at high speed. Master raised alarm, increased speed, took evasive manoeuvres and crew mustered in the safe room except the bridge team. Later the pirates aborted the attack and moved away.

Gulf of Aden - August 17 at 1100 UTC: in position 13:04N - 048:00E, six pirates, armed with guns, in a skiff chased a Norway-flagged bulk carrier, Kristinita, underway. Master raised alarm, increased speed and all crew except the bridge team mustered in the citadel. As the skiff approached to come alongside, the onboard security team fired warning shots resulting in the pirates aborting the attack and moving away. (via IMB).

Suspect Activity:

No alteration to the recent assessments that sporadic acts of piracy may potentially continue to occur at any time in the Gulf of Aden area as the weather conditions in the Arabian Sea and northern Somali Basin continue to preclude the operations of pirate skiffs, but the pirates may still risk attempts to seize vessels.

The Red Sea and Bab al Mandeb Strait remain areas of high threat despite little activity in the area recently. The potential for multiple skiff approach, though disputed, remains a possibility.

Weather (via ONI)

Gulf of Aden - Southwest winds 18 – 22 knots with higher gusts will continue through 18 Aug. Overall, expect western vs. eastern GOA disparity to continue with regards to sea heights, with maximum heights persisting in the eastern half. Based on sea heights for forecast week, the most conducive areas for piracy within the Gulf of Aden will be the western portion and some areas in the central GOA through 18 August.
Somali Basin/Arabian Sea - Southwest winds 24 – 28 knots with higher gusts will continue through 18 August in the Somali Basin. Winds in the North Arabian Sea will continue from the west-southwest 22 – 26 knots with higher gusts through 18 August. Expect a slow and small decrease (1 – 2 feet) within the Somali Basin and North Arabian Sea to occur by 15 Aug. Severe winds and sea heights will continue to create conditions non-conducive for small boat/piracy operations through forecast period.

Indian Ocean - Conditions within the regions will continue through 18 August. Expect the most conducive areas for piracy to be waters within the Mozambique Channel and the waters around the Maldives through 18 August.

At least 18 ships and an estimated 355 seafarers remain captives of the Somali pirates. Particular concern was highlighted for the South African couple, Bruno Pelizzari and Debroah Calitz (SY Choizil) who are being held in southern Somalia, an area severely affected by the humanitarian blight of famine.

Somalia Report's Weekly Piracy Report provides a round up of vessel held and additional insight into pirate activity in the region.

BMP v4 (Source:OCIMF)

Vessels are reminded that the coalition forces' warships may not be in the vicinity of a pirate attack, subsequently, it is emphasised that seafarers can greatly reduce their chances of being pirated if they follow precautions as recommended in the Best Management Practices, increasing speed and carrying out evasive manoeuvres is a proven deterrent to piracy attacks. BMP version 4 is available at the link above; a high resolution version can be downloaded here. The DVD, Piracy: The Menace At Sea trailer can be downloaded at these links (via Steamship Mutual):

Trailer in PowerPoint format;

FLV Format.

Vessels are advised to exercise extreme caution when navigating in the vicinity of any reported positions of attacks and maintain maximum CPA with any ship acting suspiciously. Additionally, registration of vessel movement with MSC(HOA) prior to transiting the region is recommended.

OCEANUSLive.org permits the reproduction of this image providing source and link are published (Map ToU)

Any suspicious activity should be reported to UKMTO in Dubai in the first instance (UKMTO or Telephone+971 50 552 3215) and on entering the UKMTO Voluntary Reporting Area (VRA) bound by Suez, 78E and 10S.

OCEANUSLive.org

Information, Security, Safety; Shared

Submitted by Team@oceanuslive.org

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Weekly Pirate Activity Update - 19 Aug