PIRACY
A Twenty First Century Problem
On the Rise
By Paul Johnstone
In
the Twenty-First Century context, when someone mentions piracy
almost immediately the idea of the theft of intellectual property,
trademark and copyright violations come to mind. Unfortunately,
the traditional use of the word in the context of maritime high
jacking, kidnapping, murder and rape at sea has remerged alive
and well within both Africa and Asia.
PIRATES?
The
United Nations Law of the Sea defines piracy as 'violence on the
high seas' and 'an incident beyond any states 12 nautical mile
territorial waters'. When piracy occurs in territorial waters
it is referred to as sea robbery. The romantic notion of a pirate
or buccaneer such as the likable rouge played by Hollywood actor
Errol Flynn is in reality nowhere near the real world truth. Modem-day
maritime pirates can be divided into three kinds: 0 'Smaller'
pirates who simply rob the crew and then depart. This usually
occurs when the victim vessel is at anchor or at port. 0 Pirates
who rob the crew and steal the cargo on board. 0 The third type
of pirates take over the vessel, re- flag it, and then run a "phantom
ship" which in turn, steals the cargo of anyone foolish enough
to consign such goods to it. Smaller pirates are usually only
interested in the safe of the ship and the possessions of the
crew (the safe of a ship sometimes contains a considerable amount
of money to pay port and payroll fees). The crews are most often
left alone and the ships are usually set adrift. Occasionally
the ships are taken as well and the crew is set adrift in a dolly.
The ship is then re-painted, re-named and re-registered, and sold.
When the pirates are finished looting a ship they can usually
escape fairly easily because they usually leave the crew imprisoned
or they force them off the ship before they leave. Pirates can
also choose which nation's coastal waters they will escape to.
Some of the people in the coastal villages and local towns of
Indonesia, Malaysia or Singapore are even sympathetic towards
the arrival of pirates. In the Far East, where many of these piracy
attacks occur, pirates have several harbors to hide in and operate
from where the locals will protect them. The second and third
types of pirates tend to be much more organized, 'professional'
pirates. They are often linked to other criminal organization,
on land which assist them to carry out the sale of the stolen
goods and cargo, and assist in the forging of cargo documentation.
Here is an example of the activities these pirates undertake:
1. The pirates look for a commodity seller or shipping agent with
a letter of credit that has almost expired (this happens regularly
since the demand for shipping space exceeds that which is available).
2. The pirates then offer the services of 'their' ship. (This
is the ship that is stolen, re-painted, re-named, and re- registered).
3. A temporary registration certificate is then acquired through
a registration office at a consulate. To get such a certificate
a bribe combined with verbal information or some false and/or
forged documents is necessary. This certificate provides the ship
with an official (new) identity.
4. The ship is loaded and the shipper receives his bill of loading.
5. The pirates then sail to a different port than the one named
as the destination on the bill of loading. There they unload the
cargo to a partner in crime or an unsuspecting buyer and change
the temporary registration certificate once again.
The third type of pirates described involves sophisticated organisations
of pirates who are able to steal at least $200 million a year
worth of cargo.
Many of the ships are then flagged in either third world or economically
underdeveloped countries (like Honduras and Panama), and usually
take cargo that is easily disposed of but not easily traceable,
such as timber, metals, and minerals.
The significance of the third type lies in the sophistication
of these maritime thieves. As indicated by the measures these
pirates take, as outlined above, they are professional thieves.
All three types of piracy are of concern. But, where the cargo
and/or ship is the target, is of greatest concern since lives
are at stake; The crew of the hijacked ship could be marooned
or even thrown overboard by the sea raiders.
PIRACY ON THE RISE
Failed
States and abject poverty in countries like those in Africa has
seen the re-emergence of maritime piracy within this region and
subsequent threats to both shipping and people. The height of
the Asian Economic Collapse saw the rise of piracy in Asia, especially
within the Malacca Straits. It is estimated that around 95% of
the world's commerce is currently carried by ship with approximately
600 ships a day moving through the Malacca Straits and South China
Sea. Many of these ships are carrying cargos such as oil and Liquefied
Natural Gas (LNG) to the energy hungry and developing nations
of Asia. A principal challenge for any Nation is exercising control
of their Economic Exclusion Zone (EEZ) and their Sea Lanes of
Communication (SLOC). Piracy is introducing new constraints, expenses
and exposing many of the sovereignty limitations many nations
suffer from in effectively responding to this form of maritime
challenge. Open source intelligence reports have suggested that
in Asia poorly paid naval elements of cash strapped nations have
at times resorted to piracy and kidnapping to supplement their
incomes. Logically they have the tools at their disposal to conduct
such operations and with no one to watch the watchers they have
little chance of being apprehended and or convicted. The rise
of economic refuges and people trafficking has provided a steady
source of prey and income for those involved in piracy. In Africa,
it is often the dominant warlord who has control of naval assets
or who has effectively modified fast boats that have become seaborne
predators. Unconfirmed reports have indicated that members of
the Indonesian Free Aceh Movement or GAM have possibly used piracy
as a means to fund their ongoing war against the Jakarta government.
The fight against piracy is currently monitored and largely co-ordinated
from the International Chamber of Commerce's International Maritime
Bureau (1MB) in London, Kuala Lumpa and The United Nations International
Maritime Organization (IMO). The 1MB. offers a rapid response
investigation and a satellite tracking service as well as promoting
and trailing a variety of systems to work as deterrents and preventative
measures relating to acts of piracy. The IMO principally attempts
to coordinate international approaches to counter piracy, by educational
seminars and issuing regular reports to notify shipping and shipping
companies of regional piracy hotspots. Cooperation between Governments
and officials are also fostered through the efforts of IMO instilling
a better understanding of regional and international efforts and
responses to the act of piracy. Some of the physical deterrents
to piracy that have been developed for use on ships include a
9,000 volt anti-boarding fence around the perimeter of the ship's
deck. This' Secure- Ship Fence' is both collapsible and storable
and zones may be rendered inactive to allow crew to conduct work
on both the deck and the cargo whilst still having the other zones
live and providing protection. With the fence is a sophisticated
control module that detects any attempts of entry and activates
lights and alarms to warn the crew. An advantage of the ships
electric fence is that is protects the ship and crew while negating
the need to arm them. The 9,000 volt charge is not lethal, not
hindered by salt water and will operate in all types of weather.
Unfortunately, the electric barrier cannot be used on oil or LNG
tankers or carriers of flammable materials. The satellite-tracking
system, or SHIPLOC, is currently being enforced through the International
Ships and Port Facility Code (ISPS). SHIPLOC is a small satellite
tracking system hidden upon a vessel allowing owners to monitor
the movement of their ship.
The Safety of Life at Sea Convention (SOLAS) has required all
ships to display their International Maritime Organisation (IMO)
number visibly on their hulls. One simple defence mechanism and
technique that has proven to be most successful is to have crew
posted on key points of the ship when entering dangerous waters
equipped with radios and charged fire hoses. Any attempt to board
the ship sees the unwelcome boarder hit with the full force of
the fire hose, risking a fall and possible drowning or an encounter
with the ships massive propellers. This is particularly safe defensive
option for oil and LNG tankers removing the risk of firearms,
spark and flame. Nations such as Singapore are beginning to classify
piracy along the same lines as terrorism. Many groups involved
in piracy also have links with religious extremist groups either
through family bonds or through economic dependancy. As mentioned
earlier it is thought the Indonesian Free Aceh Movement or GAM
have possibly used piracy as a means to fund their ongoing war
against the Jakarta government. Skills learned on the 'piracy
job' can also translate to extremist sponsored or paid acts of
terrorism (much like mercenaries). Links between crime gangs and
terrorists are starting to emerge with the term 'narco-terrorism'
being used to describe ongoing AI-Qeada efforts to fund operations
through drug manufacture. Modem pirates are increasingly using
sophisticated equipment, with high levels of coordination, high
levels of violence and modem weapons systems. This worrying trend
has seen the forum of ASEAN nations take notice given the growing
similarity with modem terrorism. One concern has been the worldwide
links between religious militants and the discovery of a plot
to attack the Royal Navy aircraft carrier HMS ARK ROYAL (CYS)
as it transited the Straits of Gibmltar to support operations
in Iraq in 2003. Other threats have also been allegedly discovered
against the recently launched QUEEN MARY 2 and other luxury cruise
liners. Just like the tanker wars of the 1980's in the Persian'
Gulf a new and expensive naval or armed commitment of escorting
sea trade may need to occur, and with this a cost that will have
to be passed onto the consumer. Currently, two thirds of the world's
trade passes through ~South East Asia placing enormous pressure
on the nations that border these already congested sea lanes to
guarantee both the rights of protection and of passage. ASEAN
has attempted to organise formal cooperation in policing areas
such as the Malacca Strait only to have nations such as Malaysia
reject the assistance of foreign forces to patrol its waters.
This stance by Malaysia and others has contributed to the already
significant gaps within regional maritime coverage and deterrent
efforts. In the year 2000, at the peak of international piracy
the financial loss due to maritime piracy was estimated to be
US$16 billion. Africa is another significant point of piracy especially
around the continent's East Coast, the Horn and Western stretch
of waters between Nigeria and Guinea. Piracy within African waters
stems from unchecked activities from warlords and militias who
are active in hostage taking, ransoming and theft. Many of the
weapons in the hands of militants are reported to have come via
Somalia which, as discovered during United Nations Operation Restore
Hope, is a violent fragmented nation awash in an extensive range
of weapons and a population who know how to use them. The US has
responded to threats in this region and its own interest through
the African Coastal Security Program. Currently, 15% of US oil
is coming from this region and is expected to grow to around 25%
as more oil platforms come on-line. Many of the African coastal
nations cannot effectively enforce or police their EEZ. Foreign
and unauthorised incursions 9ccur regularly alongside illegal
fishing to such a degree that fish stocks are almost depleted.
An inability to respond to these threats at the most basic level
induces even greater concerns when it comes to protecting shipping
or oil platforms. Apart from the loss of life, shipping and commerce
there is the threat of severe environmental hazards resulting
from the acts of piracy. In 1999, the fully laden crude carrier
MT CHAUMONT was left uncrewed for 70 minutes sailing at full speed
towards the southern end of the Malacca Strait after being attacked
by pirates. The environmental consequences from running aground
or colliding with other shipping would have produced an oil spill
of an unprecedented size in the region. For a region that depends
heavily upon the sea for fish products and desalination of water
for drinking a spill of this magnitude would have had severe economic
losses as well as environmental. Taiwan and Japan are two nations
that are totally dependant upon the shipping of foreign oil while
China imports a significant proportion of its oil to meet its
energy production needs. An interruption or delay to oil deliveries
would have disastrous impacts upon the economies of these nations
and threaten their national security. A maritime response would
most likely be enacted by Japan and China to threats such as this
but Taiwan may be tied up with domestic security considerations
and international concerns about its involvement offshore. Japan,
on the other hand, has provided significant contributions to the
war on terror in the form of support ships and refuellers to allied
navies. Regular Japanese patrols and a desire for cooperation
within the South East Asian region will incur constitutional and
regional concerns stemming back to Japan's Imperial past. Alternatively
China's involvement would most likely be viewed as an attempt
to expand its regional ambitions and influence, altering a balance
that nations such as the US and Australia may feel they would
need to counteract.
Earlier this year the C-IN-C USPACOM (Commander in Chief US Pacific
Command) Admiral Fargo testified to the US House of Representatives
that the Pentagon was formulating a Regional Maritime Security
Initiative (RMSI) to combat the threats of piracy, maritime terrorism,
sea trafficking of people and drugs. Principal components of the
initiative would be greater intelligence sharing with Asian members
of the Initiative and staging of US Marines and Special Forces
on armed high-speed interdiction vessels within the region. The
island State of Singapore has demonstrated the most enthusiasm
for the proposal by negotiating with the US over the terms of
RMSI. Indonesia and Malaysia have both expressed concerns relating
to their own ability to maintain adequate security and meet the
demands that would be placed upon their naval and Coast Guard
services. A big part of the rationale behind the stance taken
by Indonesia and Malaysia is that they view security as a domestic
issue that they and other members of the region will sort out
rather than introduce the issue of foreign intervention. Apart
from the issues of national pride and sovereignty, it is believed
an active participation by US or other foreign forces may be counterproductive
to a degree that may provoke terrorist incidents and foster instability
within these nations that have populations with strong anti-western,
anti-American and radical Islamic beliefs.
THE
FUTURE
Piracy
is alive and well globally and often has strong and effective
links with modem maritime terrorism and the global War on Terror.
For nations that rely heavily upon the Sea Lanes of Communication
for much of their economic lifeblood the threats of kidnapping,
murder, disruption to trade and environmental catastrophe is of
enormous concern. The cost to adequately policing and monitoring
the high volumes of maritime trade is generally well beyond the
capabilities, resources, finances and political will of shipping
companies and nations. It is unlikely that a coordinated effort
would induce an overall halt in pirate activity but would surely
reduce many of the threats in their current form. Piracy is estimated
to have been occurring for over 3000 years and has long been a
means of instilling fear, interrupting trade and commerce and
its associated profits. In our region the Asian Economic Crisis
was the trigger by which this scourged remerged in its largest
and most violent form since the conclusion of the Vietnam Conflict
and the era of the boat people. The failed states and lawlessness
of Africa have also been active contributors to the rise of piracy
along side the international reduction in naval surface fleets
and their at sea presence. This is little doubt that these issues
have aided and inspired confidence within the modem perpetrators
of this ancient terror of the seas.
PRESS
RELEASE FROM THE INTERNATIONAL MARITIME BUREAU (1MB) OF THE EUROPEAN-BASED
INTERNATIONAL CHAMBER OF COMMERCE ANNUAL DEATH TOLL FROM PIRACY
RISES LONDON, 7 FEBRUARY 2005
Pirates preying on shipping were more violent than ever in 2004
and murdered a total of 30 crew members, compared with 21 in 2003,
the ICC International Maritime Bureau reported in its annual piracy
report for 2004. The number of attacks reported worldwide through
the 1MB Piracy Reporting Centre in Kuala Lumpur was 325, down
from the 445 recorded in 2003. Indonesian waters continue to be
the scene of the highest number of attacks, with 93 incidents
reported in 2004. While this is down from 121 in 2003, it still
accounts for more than one quarter of piratical attacks reported
worldwide. The report said hijackings of tugs and barges and the
kidnapping of crew members were on the rise, especially in Indonesian
waters, in the Northern Malacca Straits, and off North Sumatra.
While in the past these attacks had been thought to be the work
of Aceh rebels, there were now increasing signs that crime syndicates
are also using fishing boats for such attacks. Attacks in Nigerian
waters were down from 39 in 2003 to 28. However the report said
that offshore Nigeria still had the third highest number of incidents
and was regarded as the most dangerous area in Africa for piracy
and armed robbery at sea. The 1MB is part of ICC Commercial Crime
Services, the division of the International Chamber of Commerce
dedicated to fighting all types of commercial crime.
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