Guide to Combating Oil Cargo Theft from Tankers in Asia

ReCAAP ISC Releases Guide for Tankers Operating in Asia to Combat Oil Cargo Theft

The aim of the guide issued through ReCAAP is to illustrate the threat of piracy and armed or sea robbery against ships in Asia, particularly incidents involving oil cargo theft; and to assist ships to avoid, deter or delay such incidents; as well as post-incident management. This continued occurence of oil cargo theft incidents warrants the need to produce a “Guide for Tankers Operating in Asia against Piracy and Armed Robbery Involving Oil Cargo Theft”.

The guide serves as a prelude to a regional guide on piracy and armed robbery against ships which will be published in due course. The regional guide will take into consideration the occurrence of incidents involving all types of ship while underway and at ports and anchorages in Asian waters. That being said, until the publication of the planned regional guide, it is noted that some if not all of the recommendations made in this Guide can potentially be applicable to other types of ships.

In 2014, the ReCAAP ISC published a Special Report on “Incidents of Siphoning of Fuel/Oil at Sea in Asia”, highlighting its concern over the increase in the number of such incidents in Asia. Notably, one incident was reported in 2011, four in 2012, three in 2013, and 15 in 2014. In 2015, the ReCAAP ISC published Part II of the Special Report on “Incidents of Siphoning of Fuel/Oil at Sea in Asia”, highlighting worrisome trends since 2014, focusing on the modus operandi of the perpetrators and highlighting possibility of the involvement of syndicates and organized groups. Of particular note in Part II of the Special Report is the observation that, of the 15 oil cargo thefts reported in 2014, two-thirds involved tankers of less than 3000 Gross Tonnage (GT). Of the 15 cases, eight involved tankers of 1000-2000 GT, two involved tankers of 2000-3000 GT, four incidents involved tankers of 3000-4000 GT and one involved tanker of > 5000 GT. For the rst nine months of 2015, a total of 12 incidents had been reported; of which two incidents were foiled by the authorities whose timely responses to the immediate reporting by the masters and shipping companies had resulted in the arrest of the perpetrators involved. Between 2011 and September 2015, a total of 35 oil cargo theft incidents had been reported in Asia with more than half of them occurring in the South China Sea.

ReCAAP points out that the principal risk factor and mitigation measures to be taken into consideration; it goes on to lay out the maritime security planning considerations - pre-sailing and during sailing; the ship protection measures recommendations; checklist for ships coming under attack. The guide details the role of the mariner in improving the situation in the region by being cognisant of the latest situation and locations where relatively high number of incidents have been reported which provides knowledge that “furnishes the option of avoiding routes through vulnerable areas,” however, it is noted that ReCAAP’s website reports are often many weeks out of date, hindering the ability to gain as full a situational awareness as would be most advantageous for assessment to be made.

Whilst it is understandable to ensure confidentiality of the type of oil cargo, the intended route and schedule, following the recommendations for risk assessment of basic aspects may not be as straightforward as indicated in the guide. Insider knowledge of port activity as well as vessel route and intended course may be widely distributed beyond the control of the ship owner, operator, master, crew and CSO. The monthly reports issued by ReCAAP, whilst most useful are more on a historical data viewpoint than up-to-date situational awareness.
An important aspect, however, is the requirement for post-incident reporting and follow-up, for which a checklist is provided. The requirement is in accordance with IMO circular, after all.

The contact details of ReCAAP Focal Points and other authorities goes onto four pages of details followed by the Voluntary Community Reporting (VCR) scheme, established by the IFC. As comprehensive as the contact sheet may be, in comparison to the information sharing standard reached in the case of countering Somali piracy in the NW IOR, the key factor of a single reporting point, or first contact authority, is an aspect that would prove of greater benefit to the master/seafarer which circumvents the problem of searching through a long list of contacts when an emergency occurs.

However, in view of the increase in incidents in the Asia region, such a guide is long overdue and is welcomed in its attempt to give clear guidance in the absence of a shipping industry-wide BMP for Asia. Supported by Shared Awareness Meetings and Tiger Team Visits by the IFC, including biennial exercises and workshops, various information sharing portals are available but only to those whose membership is enabled.

ReCAAP enables information sharing amongst the Focal Points through an Information Network System (IFN) and there is also the twenty Contracting Parties to ReCAAP, however, this does not include two key regional actors in Malaysia and Indonesia.

The spread of piracy and armed robbery against ships in Asia has seen great efforts led by ReCAAP, IMB and IFC. The guide goes some way to enhancing the capability to provide greater regional security, but the strengthening of collaboration between all parties remains the foundation for swift response and apprehension of perpetrators of maritime crime in the region.

Download the Full Guide

Original source: ReCAAP ISC

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