In the effort to subdue piracy Indonesia is doing well, Nigeria’s yo-ho-hos remain the most violent, Somalia’s the most sophisticated but there have been advances, in the South China Sea it has grown and South America looks worrying. At least, that’s what figures from the International Maritime Bureau say but, as always, the figures do need to be approached with caution.
The 2009 edition of the ICC International Maritime Bureau’s, IMB, annual piracy report cites a total of 406 reported incidents of piracy and armed robbery for 2009. The statistics in the report indicate “the continuation of an upward trend in piracy activity,” says IMB. The nature of the industry, both maritime and piracy, and the crime make it difficult to really establish the actual state of play.
IMB Director Captain Pottengal Mukundan says: “Increases in the frequency and level of violence perpetrated against ships at sea and the people who work them is a serious concern. Our hope is that this escalating volume of piracy is met with a heightened response from the governments and their agencies best able to reduce and contain these risks to human life and property.”
2009 marks the third successive year that the number of reported incidents has increased. Some 239, 263 and 293 incidents were reported in 2006, 2007 and 2008 respectively. The last time piracy figures exceeded 400 incidents was 2003.
The IMB report says that worldwide in 2009, 153 vessels were boarded, 49 vessels were hijacked, 84 attempted attacks and 120 vessels fired upon. A total of 1,052 crew were taken hostage. 68 crew members were injured and 8 were killed. The level of violence, and corresponding injuries, is clearly increasing with the number of vessels fired upon being 74 higher than the previous year.
Actual deaths and injury figures are likely to be more reliable and the 2009 figures for injures are more than double the 2008 figure of 32 although there were fewer deaths, in 2008 there were 11 seafarers killed, which itself was more than double the 2007 figure of 5.
Although Somalia gets much press attention, most injuries to seafarers occurred in Nigeria: 44 against six in Somalia. It is an example of the complexity and differences in piracy. Piracy in Nigeria is carried out by MEND insurgents making violent political statements seafarers are collateral casualties which enhance the force of the MEND message, in Somalia seafarers are the commodity to be traded.
Says the IMB, “In terms of geographic clusters of activity, Somalia remains an area of paramount concern. Piracy activity in this region accounts for more than half of all the acts of piracy reported in 2009. The total number of reported incidents attributed to Somali pirates in 2009 stands at 217, with 47 vessels hijacked and 867 crewmembers taken hostage. Attacks in Somalia continue to be characterized as opportunistic in nature.
“In 2008, 111 vessels were targeted by Somali pirates resulting in 42 hijackings. Although the number of 2009 incidents has almost doubled, the number of successful hijackings is proportionately less. This can be directly attributed to the increased presence and coordination of the international navies along with heightened awareness and robust action by the Shipmasters transiting these waters.
Captain Mukundan notes: “The international navies play a critical role in the prevention of piracy off Somalia and it is vital that they remain in the region.”
While attacks off the coast of Somalia remain high, the positioning of the attacks has shifted. In 2008, the bulk of attacks were predominantly focused in the Gulf of Aden. In the last quarter of 2009, the piracy has shifted with more vessels targeted along the East coast of Somalia. Since October, increased activity has also been observed further out in the Indian Ocean with 33 incidents reported, including 13 hijackings. 13
of these last quarter incidents occurred east of the recommended east of 60° east – including four hijackings. Many of these attacks have occurred at distances of approximately 1000 nautical miles off Mogadishu. Captain Mukundan says, “Motherships have traditionally posed as fishing vessels or dhows to avoid detection. Reports of such crafts so far from the coast should be questioned and investigated.”
Other Africa waters also remain very dangerous. 28 incidents were reported for Nigeria in 2009. Of these 28 incidents, 21 vessels were boarded, 3 vessels were fired upon, one vessel was hijacked and three Masters reported an attempted attack on their vessel. One crew member was reported killed when robbers tried to escape after looting a vessel.
Captain Mukundan added: “The attacks in Nigerian waters are frequently much more violent in nature than those in Somalia. The incidence of violent attacks against ships’ crew has also spilled over into neighbouring states.”
The majority of incidents related to the oil industry and fishing vessels go unreported. External sources suggest at least another 30 unreported and unconfirmed attacks have occurred in Nigeria in 2009.
Increases in piracy were also noted in other parts of the globe. For the second consecutive year, incidents in the Singapore Straits have increased. Nine incidents were reported in 2009, as compared to six in 2008.
Of the nine reported incidents, six vessels were boarded and three reported attempted attacks.
Thirteen incidents were reported by ships steaming in the South China Seas. This is the highest number of incidents in the previous five years. Of these thirteen, eleven were boarded, one vessel was hijacked and one reported an attempted attack. In some attacks the bridge crew was physically removed from the bridge for a short period of time, leaving the vessel effectively “Not Under Command.”
Even though there has been significant improvement in the safety and security in South East Asian and Far East waters, there still remains an underlying potential for incidents to increase without any prior warning. The pressure on the pirates and the robbers has to be maintained by the littoral states and their continued physical presence in the waters.
A key issue remains the preparedness of vessels for pirate attacks. Operation Commander of EUNAVFOR Somalia – Operation Atalanta Rear Admiral Peter Hudson has highlighted the fact that many of the ships hijacked were not registered with MSC HOA, were not reporting to UKMTO and were not following Best Management Practice.
Recent hijackings of eminently defensible ships would appear to confirm that assessment. Just as forcefully, recent reports of successful deterrence without firearms has shown that, given preparation, pirates can be denied boarding.
The issue of arming seafarers or putting armed security personnel onboard remains a controversial issue. While there is strong support mainly in US circles, and some maritime training establishments there now include firearms training in their curricula, it seems to be less than popular elsewhere.
Alessandro Morelli, Loss Prevention Committee Chairman for the IUMI, told delegates at the organisation’s 2009 meeting in Bruges “Loss prevention measures (are a) legal liability minefield for insurers to release recommendations or warranties” and, at least with regard to Somalia, reinforced the insurance industry’s determination not to endorse the use of armed guards.
According to the IMB report Indonesia remains a bright spot on the map in terms of reducing acts of piracy. There continues to be a year over year decline in the number of incidents, with 15 incidents recorded for 2009, the majority of which were opportunistic in nature. Piracy activity has also slowed in the Malacca Straits with only two incidents reported in 2009, the same number as the previous year.
In its own annual report the Regional Cooperation Agreement on Combatting Piracy and Armed Robbery Against Ships In Asia, ReCAAP, says that there was a marginal increase in attacked in 2009 over 2008, from 96 incidents to 101. There has, it says, been an increase in the number of ‘attempted incidents’, which ReCAAP attributes to greater vigilance by crew members and pro-active efforts to avoid being boarded.
Kidnappings in Asia saw a fall to just two in 2009, against five in 2008, which highlights the opportunistic snatch and run type of piracy common in Asia rather than kidnap for ransom off Somalia and in the Gulf of Aden and the violent political piracy of Nigeria.
One notable trend in Asian piracy has been an increasing number of tugs being attacked with six incidents in 2006, seven in 2007, 11 in 2008 and 16 in 2009.
IMB figures show that German-owned bulk carrier registered in Panama are the leading victims of piracy in much of the world.
Bangladesh – Chittagong – has shown a slight increase in the number of attacks as compared to 2008. Most of these have been opportunistic. Of the 17 vessels attacked, 14 were boarded and ship stores stolen. Most of the incidents have taken place within the Chittagong anchorage.
Piracy remains on the rise in South America with 37 incidents reported up dramatically from the 14 noted in 2008. Twelve incidents occurred in the anchorage of Callao in Peru in 2009, up from the five recorded in the previous year. Other countries impacted include Brazil, Colombia, Costa Rica, Ecuador, Haiti and Venezuela. Most attacks in the countries were successful and were carried out while the vessels were
berthed in port or while at anchor. This is a similar trend to the piracy activity recorded in 2008.
The IMB strongly urges all Shipmasters and Owners, to report all incidents of actual and attempted piracy and armed robbery to the IMB PRC. This is the first step in the response chain and vital in ensuring that adequate resources are allocated by governments to deal with the problem.
IMB offers the latest piracy reports free of charge. To request a PDF version of the report by email, please visit: http://www.icc‐ccs.org/requestreport
Latest attacks may also be viewed on the IMB Live Piracy Map at :http://www.icc-ccs.org/livepiracymap.
