As Reported HERE , The IAMSP has significantly assisted in the standards with the lead voice from the Maritime Security sector.
"IAMSP congratulates ASIS International on the acceptance of the PSC.1 Standard for the International Code of Conduct for Private Security Service Providers into the ANSI system of standards. This achievement was a truly remarkable effort under the coordination of Dr Marc Siegel of ASIS International's standards development body that brought together representatives of foreign governments, the private sector, and non-government organizations. IAMSP, through the efforts of Allan McDougall, participated as the clearest voice representing issues and challenges within the maritime security domain, the largest group of signatories to the ICoC. This participation is representative of IAMSP's concrete efforts and volunteerism on behalf of the maritime security industry, something that continues to be vital as these efforts (and others) move forward.
IAMSP recently put forward comments regarding the ICoC Charter, expressing significant concerns over its structure and a number of specific measures. As an Association, we continue to be committed to the intent of the ICoC and will continue to support the ASIS International efforts in the development of those standards supporting the Code. Our primary focus will continue to be ensuring that the intent of the ICoC to weave respect for human rights and similar considerations into the business practices within the private security domain remains in the forefront of the Code and its integration into the maritime security domain.
We will continue our efforts in representing the industry through all phases of these efforts, working collaboratively with the various groups and interests involved to ensure that our members, and the maritime security industry in general, is given appropriate voice in these important efforts. While we continue to represent various trades and crafts within the maritime security domain, this effort, and others like it, demonstrate our commitment to operate in a leadership role with other credible associations to the betterment of the industry as a whole.
Again, our congratulations to all the representatives that participated in the development of this standard and who have been active in subsequent efforts and particularly ASIS International for providing the leadership and technical means of moving this important effort forward."
Congratulations and a job well done.
Showing posts with label hijack. Show all posts
Showing posts with label hijack. Show all posts
Friday, April 20, 2012
Sunday, February 19, 2012
Coming Home to Roost
This is a guest post:
There is always a bit of risk with off-the-cuff humor. Of course, we will try to refrain from asking for a picture of Skipper from Gilligan's Island the next time an issue with a Captain comes up (In Response to this ) and we'll certainly not hold it against the whole industry if you have some problems missing bridges (just lept into the way--did it?) or staying awake at the helm like one ship master recently in the Baltic. We'll keep it professional,all we ask is the same courtesy.
The first issue here is who is responsible. That is pretty simple. The flag state is responsible for administering law on board the vessel. The Master is responsible for seeing that the ship follows the law, companies are responsible for ensuring that their practices comply with the law and individuals are responsible for adhering to the law.
What has happened, however, is that the maritime industry has been allowed to cut some corners. Anybody heard of the Mongolian Coast Guard?--well, they apparently have a ship in the Red Sea. This is the issue of flags of convenience.
Countries have been able to set themselves out as flags of convenience. This means that a ship can be registered in that country with only a basic corporate presence tied to that nation--and it is often used because companies are attempting to save in terms of taxes and the efforts associated with regulatory burdens.
What is also noteworthy is that some of these countries which have amassed rather large fleets (as opposed to others which have solid maritime safety, security, pollution control and other programs which have smaller fleets) have rather small navies, coast guards or inspectorates. In fact, some of them have organizations that could be put to shame (in terms of numbers) by a first year criminology class.
So, for the first issue, a suggestion might be that the IMO put in place measures that require nations that are going to allow their flag to be used to demonstrate (credibly...not just a note) that they have the ability to administer law on board the vessel. If not, then they should list that flag as being incomplete in this regard and less trustworthy as opposed to other flags that do put the effort in.
The second issue involves who is responsible on board the vessel. This is something that is a bit of a surprise as most companies were working on the assumption that the Master is. Now, I can understand how he or she might be a bit concerned about the whole idea of suddenly being in charge of an incident...but this is the new reality in many parts of the world and it gets handled like everything else. First you see it. Then you get educated or trained about it Then you get some experience about it. Then it is all about learning as you go. It's not rocket science but there has to be somebody in charge of the situation on board the vessel and the last time I checked it was still the Master.
That being said, the Master is not defenseless. In many countries, where a company's directors and executives make decisions that cause employees to come into conflict with the law, they are also held responsible. So, if the shipping company responsible for the Master's decisions and ship operations puts the master in this position...there's one source. At the same time, private security companies need to be able to demonstrate that they have an adequate corporate structure in place to ensure appropriate and consistent quality and supervision. Otherwise, there are some issues there. That being said, the trails upward are pretty straight forward.
The third issue involves the use of the military.This has been one of the larger errors, in my own personal view. Military forces are trained to project power and neutralize the enemy. This is not about neutralizing pirates. At the same time, the protection of the vessel is not a law enforcement pattern issue in that law enforcement deals with imposing the will of the state to ensure compliance with law, maintenance of public order and the like. What this is about is protecting the ship's personnel, assets (including cargo) and operations in such a way that it can carry on with the best possible opportunity to arrive where it wants to go on time, in acceptable condition, and for reasonable cost.
IAMSP has, for over a year now, been vetting those companies that have come forward to it. That vetting process, based on Quality Assurance requirements, maritime circulars (including, but not limited to MSC 1405), and the International Code of Conduct for Private Security Service Providers. This structure has been established using the internationally recognized standards developed by ISO--meaning that it can have a properly global perspective as opposed to one standards association--and also involves the concept of continuous improvement--companies receive assistance in terms of continuously improving their performance over a couple of years in the program.
There has been a level of back-biting against private security in the media, even out of some assumedly respectable blogs, that warrants a response after this incident--involving serving naval personnel, not private security. From the IAMSP perspective, our member companies that have achieved provisional recognition can show that they meet standards on par with other professional communities (we used the legal, medical and engineering as the basis for ours). We have a number (over ten) more companies that are well underway in the vetting process.
These incidents are unfortunate, indeed tragic for at least two families involved. The professional approach to this is to work through finding out the facts and not turning it into a political quagmire. After the facts are figured out, then the next step is to do the right thing, correct the deficiencies and learn from it so that we don't see it again.
www.iamsponline.org
There is always a bit of risk with off-the-cuff humor. Of course, we will try to refrain from asking for a picture of Skipper from Gilligan's Island the next time an issue with a Captain comes up (In Response to this ) and we'll certainly not hold it against the whole industry if you have some problems missing bridges (just lept into the way--did it?) or staying awake at the helm like one ship master recently in the Baltic. We'll keep it professional,all we ask is the same courtesy.
The first issue here is who is responsible. That is pretty simple. The flag state is responsible for administering law on board the vessel. The Master is responsible for seeing that the ship follows the law, companies are responsible for ensuring that their practices comply with the law and individuals are responsible for adhering to the law.
What has happened, however, is that the maritime industry has been allowed to cut some corners. Anybody heard of the Mongolian Coast Guard?--well, they apparently have a ship in the Red Sea. This is the issue of flags of convenience.
Countries have been able to set themselves out as flags of convenience. This means that a ship can be registered in that country with only a basic corporate presence tied to that nation--and it is often used because companies are attempting to save in terms of taxes and the efforts associated with regulatory burdens.
What is also noteworthy is that some of these countries which have amassed rather large fleets (as opposed to others which have solid maritime safety, security, pollution control and other programs which have smaller fleets) have rather small navies, coast guards or inspectorates. In fact, some of them have organizations that could be put to shame (in terms of numbers) by a first year criminology class.
So, for the first issue, a suggestion might be that the IMO put in place measures that require nations that are going to allow their flag to be used to demonstrate (credibly...not just a note) that they have the ability to administer law on board the vessel. If not, then they should list that flag as being incomplete in this regard and less trustworthy as opposed to other flags that do put the effort in.
The second issue involves who is responsible on board the vessel. This is something that is a bit of a surprise as most companies were working on the assumption that the Master is. Now, I can understand how he or she might be a bit concerned about the whole idea of suddenly being in charge of an incident...but this is the new reality in many parts of the world and it gets handled like everything else. First you see it. Then you get educated or trained about it Then you get some experience about it. Then it is all about learning as you go. It's not rocket science but there has to be somebody in charge of the situation on board the vessel and the last time I checked it was still the Master.
That being said, the Master is not defenseless. In many countries, where a company's directors and executives make decisions that cause employees to come into conflict with the law, they are also held responsible. So, if the shipping company responsible for the Master's decisions and ship operations puts the master in this position...there's one source. At the same time, private security companies need to be able to demonstrate that they have an adequate corporate structure in place to ensure appropriate and consistent quality and supervision. Otherwise, there are some issues there. That being said, the trails upward are pretty straight forward.
The third issue involves the use of the military.This has been one of the larger errors, in my own personal view. Military forces are trained to project power and neutralize the enemy. This is not about neutralizing pirates. At the same time, the protection of the vessel is not a law enforcement pattern issue in that law enforcement deals with imposing the will of the state to ensure compliance with law, maintenance of public order and the like. What this is about is protecting the ship's personnel, assets (including cargo) and operations in such a way that it can carry on with the best possible opportunity to arrive where it wants to go on time, in acceptable condition, and for reasonable cost.
IAMSP has, for over a year now, been vetting those companies that have come forward to it. That vetting process, based on Quality Assurance requirements, maritime circulars (including, but not limited to MSC 1405), and the International Code of Conduct for Private Security Service Providers. This structure has been established using the internationally recognized standards developed by ISO--meaning that it can have a properly global perspective as opposed to one standards association--and also involves the concept of continuous improvement--companies receive assistance in terms of continuously improving their performance over a couple of years in the program.
There has been a level of back-biting against private security in the media, even out of some assumedly respectable blogs, that warrants a response after this incident--involving serving naval personnel, not private security. From the IAMSP perspective, our member companies that have achieved provisional recognition can show that they meet standards on par with other professional communities (we used the legal, medical and engineering as the basis for ours). We have a number (over ten) more companies that are well underway in the vetting process.
These incidents are unfortunate, indeed tragic for at least two families involved. The professional approach to this is to work through finding out the facts and not turning it into a political quagmire. After the facts are figured out, then the next step is to do the right thing, correct the deficiencies and learn from it so that we don't see it again.
www.iamsponline.org
Wednesday, February 15, 2012
Italian Navy Kill Fisherman - Not Pirates
Investigation is continuing into a possible case of mistaken identity off of the west Coast of INDIA. On 15 February 2012 (1747), reports indicated that the Italian Navy had thwarted pirate attacks against the Enrica Lexie. In that report, the riflemen of the San Marco Batallion acting as a Vessel Protection Detail, engaged what was interpreted to be a threat from pirates around 1230 local time. The article from AGLit is available HERE
Concurrently, the HINDU times reported that "Two fishermen were shot dead in the high seas"(Article available HERE ) off of AMBALAPUHZA on Wednesday evening after having been mistaken for pirates. In both media reports, the name of the vessel (Enrica Lexi) was specifically and clearly identified and it has been indicated that the events were reported to the Coast Guard.
There are significant differences in the reported events. While Italian media are being rather consistent in terms of indicating that soldiers followed procedures for opening fire three times to dissuade the pirates and, after the third volley, the pirates left. The Hindu Times, however, indicated that the vessel was hit by a shower of bullets that lasted about two minutes and, in order to escape the gun fire, they sailed away from the vicinity of the vessel.
Of particular note is that the fishing vessel is reporting that it was within INDIA's territorial waters at the time of the firing. The Indian Coast Guard has indicated that fishing vessels will often come close to merchant vessels in order to prevent them from damaging their nets.
While the loss of life in this case would appear to be both regrettable and difficult to explain until a full investigation has taken place, it serves to illustrate that the use of military forces on board vessels does not preclude events of this nature. This should be clearly understood, particularly given certain groups within the shipping community that are demanding the use of military personnel on board their vessels in lieu of private security personnel.
Concurrently, the HINDU times reported that "Two fishermen were shot dead in the high seas"(Article available HERE ) off of AMBALAPUHZA on Wednesday evening after having been mistaken for pirates. In both media reports, the name of the vessel (Enrica Lexi) was specifically and clearly identified and it has been indicated that the events were reported to the Coast Guard.
There are significant differences in the reported events. While Italian media are being rather consistent in terms of indicating that soldiers followed procedures for opening fire three times to dissuade the pirates and, after the third volley, the pirates left. The Hindu Times, however, indicated that the vessel was hit by a shower of bullets that lasted about two minutes and, in order to escape the gun fire, they sailed away from the vicinity of the vessel.
Of particular note is that the fishing vessel is reporting that it was within INDIA's territorial waters at the time of the firing. The Indian Coast Guard has indicated that fishing vessels will often come close to merchant vessels in order to prevent them from damaging their nets.
While the loss of life in this case would appear to be both regrettable and difficult to explain until a full investigation has taken place, it serves to illustrate that the use of military forces on board vessels does not preclude events of this nature. This should be clearly understood, particularly given certain groups within the shipping community that are demanding the use of military personnel on board their vessels in lieu of private security personnel.
Thursday, February 9, 2012
Somalia-Piracy-Under Reporting Incidents
An article was published recently by Bloomberg which can be found HERE ,and below the article we have posted some thoughts:
Private armed guards placed on merchant vessels to protect them against Somali pirates are under-reporting attacks, according to the European Union naval force patrol-ling in the Gulf of Aden and Indian Ocean.
Security teams are concealing de-tails even though industry practice is to alert armed forces about any attacks or pirate sightings, Simon Church, EU Navfor's industry liaison officer, said Wednesday at a piracy forum in London.
"Security teams are shaping this on-board decision-making for reasons of liability, because of the action they may have taken to defend ships against attack," said Church, who works at a counter-piracy base in Northwood, England.
The number of armed guards stationed on ships travelling through the region jumped this year as pirate attacks soared to a record and countries including the U.K. changed laws to allow weapons on board. Somali pirates cost the shipping industry and governments as much as $6.9 billion last year, according to a One Earth Future Foundation report.
As many as half of all ships sailing through the region now use armed guards, the foundation said at the forum. That's up from 25 per cent earlier this year, and companies providing security earn $530.6 mil-lion annually, it estimated. A total of 42,450 vessels pass through the region annually, it says.
Church cited a "disconnect" between the number of attacks expected last year, based on military intelligence assessments of pirates' strength, and levels in 2009 and 2010. A "plausible argument" can be made that the increase in armed guards was the cause, he said.
Somali pirate attacks rose to 237 in 2011 from 219 in the previous year, according to figures from the London-based International Mari-time Bureau. No legal framework exists to establish how armed guards should interact with pirates and what happens if any attackers are killed or injured, Pottengal Mukundan, the bureau's director, said at the forum.
Military counter-piracy forces are reluctant to co-operate with private companies that provide armed guards, James Butler-Wright of Aegis Advisory said at the forum. The consultant helps companies assess and adjust exposure to risk.
"Private security is desperate to work with the military," said Butler-Wright, a senior maritime analyst at Aegis. "We get shut down pretty quickly" when seeking information from navies, he said."
Recent comments were made that private security firms have dropped off reporting out of concerns regarding the liability associated with their actions. I would propose that this statement is less than complete and certainly less than representative. Some other reasons (for discussion), why these reports have dropped off.
Number 1 - even though approaches and suspicious activities were reported to the centers, they were dismissed as being "fishermen", "groups of fishermen" or even "curious skiff operators." After a while, people that report in (similar to calling the police in a city) suspicious activity stop doing so because the reports are simply dismissed (just so and so acting out).
Number 2 - even though approaches or suspicious activities were reported to the centers, no information was returned back. In short, reporting into the centers was a one way street where private security companies were reporting in and getting little to nothing of value in return. I will personally vouch for at least one time where I reported in activity and, when I asked if there was anything else in the area, was told that the information was entered into the military system but could not be shared with private security companies (this was a witnessed report by the way).
Number 3 - even though reports went in, there were several instances where the reports were never acknowledged or posted where other companies could use them.
Number 4 - more than one instance is on the books where security went to report in and was informed that they (ship operator) did not want a report in because of insurance issues.
I would propose that the statements being made, while potentially having a grain of truth somewhere, is as much about projecting a point of view and deflecting the issue.
Private armed guards placed on merchant vessels to protect them against Somali pirates are under-reporting attacks, according to the European Union naval force patrol-ling in the Gulf of Aden and Indian Ocean.
Security teams are concealing de-tails even though industry practice is to alert armed forces about any attacks or pirate sightings, Simon Church, EU Navfor's industry liaison officer, said Wednesday at a piracy forum in London.
"Security teams are shaping this on-board decision-making for reasons of liability, because of the action they may have taken to defend ships against attack," said Church, who works at a counter-piracy base in Northwood, England.
The number of armed guards stationed on ships travelling through the region jumped this year as pirate attacks soared to a record and countries including the U.K. changed laws to allow weapons on board. Somali pirates cost the shipping industry and governments as much as $6.9 billion last year, according to a One Earth Future Foundation report.
As many as half of all ships sailing through the region now use armed guards, the foundation said at the forum. That's up from 25 per cent earlier this year, and companies providing security earn $530.6 mil-lion annually, it estimated. A total of 42,450 vessels pass through the region annually, it says.
Church cited a "disconnect" between the number of attacks expected last year, based on military intelligence assessments of pirates' strength, and levels in 2009 and 2010. A "plausible argument" can be made that the increase in armed guards was the cause, he said.
Somali pirate attacks rose to 237 in 2011 from 219 in the previous year, according to figures from the London-based International Mari-time Bureau. No legal framework exists to establish how armed guards should interact with pirates and what happens if any attackers are killed or injured, Pottengal Mukundan, the bureau's director, said at the forum.
Military counter-piracy forces are reluctant to co-operate with private companies that provide armed guards, James Butler-Wright of Aegis Advisory said at the forum. The consultant helps companies assess and adjust exposure to risk.
"Private security is desperate to work with the military," said Butler-Wright, a senior maritime analyst at Aegis. "We get shut down pretty quickly" when seeking information from navies, he said."
Recent comments were made that private security firms have dropped off reporting out of concerns regarding the liability associated with their actions. I would propose that this statement is less than complete and certainly less than representative. Some other reasons (for discussion), why these reports have dropped off.
Number 1 - even though approaches and suspicious activities were reported to the centers, they were dismissed as being "fishermen", "groups of fishermen" or even "curious skiff operators." After a while, people that report in (similar to calling the police in a city) suspicious activity stop doing so because the reports are simply dismissed (just so and so acting out).
Number 2 - even though approaches or suspicious activities were reported to the centers, no information was returned back. In short, reporting into the centers was a one way street where private security companies were reporting in and getting little to nothing of value in return. I will personally vouch for at least one time where I reported in activity and, when I asked if there was anything else in the area, was told that the information was entered into the military system but could not be shared with private security companies (this was a witnessed report by the way).
Number 3 - even though reports went in, there were several instances where the reports were never acknowledged or posted where other companies could use them.
Number 4 - more than one instance is on the books where security went to report in and was informed that they (ship operator) did not want a report in because of insurance issues.
I would propose that the statements being made, while potentially having a grain of truth somewhere, is as much about projecting a point of view and deflecting the issue.
Saturday, December 24, 2011
Somalia - Piracy - New Year - Growth
Today is Christmas and we are wishing all a happy holiday time. 2011 has been a wonderful year for ISSG as we now have 8 active offices on 4 continents. Hopefully by the new year we will have our 9th office on our 5th continent. This has been the year of growth and we are not slowing down.
ISSG Group of Companies is blessed to have the best full time staff of personnel in the industry today from countries such as: USA, Lebanon, France, India, United Kingdom, Comoros, Philippines, Nepal, South Africa and Belgium.
ISSG is a truly multi cultural diverse company and all our men are employed due to expertise and experience, regardless of nationality. We take pride in our employees and our management structure to provide the best solutions for maritime security, Close protection, facility security and supply chain solutions.
We wish all a Merry Christmas, and hope that your new year is as prosperous as ours looks to be.
ISSG Group of Companies is blessed to have the best full time staff of personnel in the industry today from countries such as: USA, Lebanon, France, India, United Kingdom, Comoros, Philippines, Nepal, South Africa and Belgium.
ISSG is a truly multi cultural diverse company and all our men are employed due to expertise and experience, regardless of nationality. We take pride in our employees and our management structure to provide the best solutions for maritime security, Close protection, facility security and supply chain solutions.
We wish all a Merry Christmas, and hope that your new year is as prosperous as ours looks to be.
Saturday, December 17, 2011
Somalia Piracy - Fox Business News
ISSG Holdings, Ltd. has been selected to appear
on
21st Century Business Television series
Boca Raton, FL (TBD) --- Multi-Media Productions (USA), Inc. is pleased to announce that ISSG Holdings, Ltd. will be featured on 21st Century Business.
ISSG Holdings, Ltd., is an international business company engaged in
merchant vessel protection. We have a solution based mindset providing a
ISSG Holdings, Ltd., are supply chain security specialists with a strong maritime security capacity demonstrated through 4 years of protecting vessels passing through high risk waters. With attacks on vessels in areas such as the Gulf of Aden and Indian Ocean reaching their highest levels in the last five years and with economies continuing to teeter back and forth between slow growth and recession, it has become more important for shipping companies to be able to assure that they get the cargo to its intended destination, on time, in acceptable condition and at reasonable cost.
merchant vessel protection. We have a solution based mindset providing a
ISSG Holdings, Ltd., are supply chain security specialists with a strong maritime security capacity demonstrated through 4 years of protecting vessels passing through high risk waters. With attacks on vessels in areas such as the Gulf of Aden and Indian Ocean reaching their highest levels in the last five years and with economies continuing to teeter back and forth between slow growth and recession, it has become more important for shipping companies to be able to assure that they get the cargo to its intended destination, on time, in acceptable condition and at reasonable cost.
.
According to Michael Murrell, CEO of ISSG Holdings, the maritime security industry is at a crossroads. It is not enough for security companies to protect the vessel. They must ensure that they have a broad understanding of the risks involved, take steps to address those risks, and continuously monitor their activities to ensure that their actions do not lead to new risks to the vessel. At the same time, security companies must understand the overall movement of goods—contributing to the effective, and efficient, trade between economies.
ISSG Holdings has built a highly capable network and maintains a leadership role within the maritime security community. ISSG Holdings will, based on an expert assessment of risk and in accordance with the appropriate laws, provide armed security services. These services are delivered using some of the highest trained and most capable maritime security operators—the Marine Commandos (MarCos), a unit that has proven itself in those very waters for years. Through its affiliates, such as ISSG India and ISSG Comoros, the company has been able to attract and maintain a capable team ready to serve the shipping industry
ISSG Holdings has also taken a leadership role in the maritime security industry’s push towards professionalization—a significant effort intended to build a true community of professionals that will ensure that the shipping company’s brand and legal status is also well protected. A significant contributor and vetted corporate member of the International Association of Maritime Security Professionals, it was also one of the first maritime security companies to sign onto the International Code of Conduct for Private Security Service Providers. These efforts also include some of its key members participating in senior leadership positions in professional security, first responder, and academic communities.
The combination of these efforts has made ISSG a uniquely capable and credible maritime security service provider today.
J.L Haber VP of Programming at Multi Media Productions, added, “In our search for companies with maritime security solutions, ISSG Holdings, Ltd. stood out as a unique company. We are excited to have them as a guest on our program.”
About 21st Century Business
21st Century Business airs on CNBC (as paid programming) and the Fox Business Network (as paid programming). 21st Century Business may also be viewed through video on demand via www.21cbtv.com. The 21CBTV Series is also available at more than 90 prestigious college universities, including Carnegie Mellon University, Howard University, Dartmouth College and Georgetown University.
For specific market-by-market air dates and times, please e-mail Moniqueh@mmpusa.com. For more information, please visit www.21cbtv.com.
Sunday, November 6, 2011
Supply Chain Security
ISSG Holdings, Ltd. has been selected to appear
on
21st Century Business Television series
Boca Raton, FL (TBD) --- Multi-Media Productions (USA), Inc. is pleased to announce that ISSG Holdings, Ltd. will be featured on 21st Century Business.
ISSG Holdings, Ltd., is an international business company engaged in
merchant vessel protection. We have a solution based mindset providing a
ISSG Holdings, Ltd., are supply chain security specialists with a strong maritime security capacity demonstrated through 4 years of protecting vessels passing through high risk waters. With attacks on vessels in areas such as the Gulf of Aden and Indian Ocean reaching their highest levels in the last five years and with economies continuing to teeter back and forth between slow growth and recession, it has become more important for shipping companies to be able to assure that they get the cargo to its intended destination, on time, in acceptable condition and at reasonable cost.
merchant vessel protection. We have a solution based mindset providing a
ISSG Holdings, Ltd., are supply chain security specialists with a strong maritime security capacity demonstrated through 4 years of protecting vessels passing through high risk waters. With attacks on vessels in areas such as the Gulf of Aden and Indian Ocean reaching their highest levels in the last five years and with economies continuing to teeter back and forth between slow growth and recession, it has become more important for shipping companies to be able to assure that they get the cargo to its intended destination, on time, in acceptable condition and at reasonable cost.
.
According to Michael Murrell, CEO of ISSG Holdings, the maritime security industry is at a crossroads. It is not enough for security companies to protect the vessel. They must ensure that they have a broad understanding of the risks involved, take steps to address those risks, and continuously monitor their activities to ensure that their actions do not lead to new risks to the vessel. At the same time, security companies must understand the overall movement of goods—contributing to the effective, and efficient, trade between economies.
ISSG Holdings has built a highly capable network and maintains a leadership role within the maritime security community. ISSG Holdings will, based on an expert assessment of risk and in accordance with the appropriate laws, provide armed security services. These services are delivered using some of the highest trained and most capable maritime security operators—the Marine Commandos (MarCos), a unit that has proven itself in those very waters for years. Through its affiliates, such as ISSG India and ISSG Comoros, the company has been able to attract and maintain a capable team ready to serve the shipping industry
ISSG Holdings has also taken a leadership role in the maritime security industry’s push towards professionalization—a significant effort intended to build a true community of professionals that will ensure that the shipping company’s brand and legal status is also well protected. A significant contributor and vetted corporate member of the International Association of Maritime Security Professionals, it was also one of the first maritime security companies to sign onto the International Code of Conduct for Private Security Service Providers. These efforts also include some of its key members participating in senior leadership positions in professional security, first responder, and academic communities.
The combination of these efforts has made ISSG a uniquely capable and credible maritime security service provider today.
J.L Haber VP of Programming at Multi Media Productions, added, “In our search for companies with maritime security solutions, ISSG Holdings, Ltd. stood out as a unique company. We are excited to have them as a guest on our program.”
About 21st Century Business
21st Century Business airs on CNBC (as paid programming) and the Fox Business Network (as paid programming). 21st Century Business may also be viewed through video on demand via www.21cbtv.com. The 21CBTV Series is also available at more than 90 prestigious college universities, including Carnegie Mellon University, Howard University, Dartmouth College and Georgetown University.
For specific market-by-market air dates and times, please e-mail Moniqueh@mmpusa.com. For more information, please visit www.21cbtv.com.
Tuesday, September 20, 2011
Marine Insurers Backing Armed Guards as Piracy Threat Grows
As Reported HERE
www.issg-seamarshals.com
Marine Insurers Backing Armed Guards as Piracy Threat Grows
More ship insurers are backing the use of private armed guards on merchant vessels at sea to combat Somali piracy as attacks and the resulting costs are set to rise in coming weeks, industry officials said on Tuesday.
Pirate attacks on oil tankers and other ships are costing the world economy billions of dollars a year and navies have struggled to combat the menace, especially in the vast Indian Ocean. Seaborne gangs are set to ramp up attacks in the area after the monsoon season ends.www.issg-seamarshals.com
Friday, September 16, 2011
Mozambique holds 'pirate hunters'
As Reported HERE
The men reportedly say they work for the US security firm GreySide. The US embassy says the group has no connection to the US government.
GreySide has not commented.
Nampula provincial police spokesperson Inacio Dina told the BBC that the weapons include an FN 5.5mm rifle, as well as ammunition and communications equipment.
The police have named the leader of the group as 42-year-old US citizen Michael Ferguson. He has not commented to the press.
The group had reportedly flown from the United States via Ethiopia and Kenya, where they picked up the weapons.
Mr Ferguson reportedly said their plan was to catch small boats in the northern Mozambican coastal city of Pemba before joining a larger vessel and trying to free the boat from pirates - it is not clear which ship they were allegedly trying to rescue.
They expected further weapons to reach them in Pemba, which they had not been able to load on the plane, police say.
Somalia-based pirates have attacked ships across the Indian Ocean, earning millions of dollars from ransom payments.
Four Britons, who say they were trying to provide protection from pirates, were released by Eritrea in June after six months in captivity.
Mozambique holds 'pirate hunters'
Four Americans and one Briton, who say they were trying to free a boat seized by pirates, have been arrested in Mozambique and accused of possessing illegal weapons.
They were detained at the airport in the country's third city, Nampula, police say.The men reportedly say they work for the US security firm GreySide. The US embassy says the group has no connection to the US government.
GreySide has not commented.
Nampula provincial police spokesperson Inacio Dina told the BBC that the weapons include an FN 5.5mm rifle, as well as ammunition and communications equipment.
The police have named the leader of the group as 42-year-old US citizen Michael Ferguson. He has not commented to the press.
The group had reportedly flown from the United States via Ethiopia and Kenya, where they picked up the weapons.
Mr Ferguson reportedly said their plan was to catch small boats in the northern Mozambican coastal city of Pemba before joining a larger vessel and trying to free the boat from pirates - it is not clear which ship they were allegedly trying to rescue.
They expected further weapons to reach them in Pemba, which they had not been able to load on the plane, police say.
Somalia-based pirates have attacked ships across the Indian Ocean, earning millions of dollars from ransom payments.
Four Britons, who say they were trying to provide protection from pirates, were released by Eritrea in June after six months in captivity.
Sunday, September 4, 2011
Seoul seeks protection for Korean sailors on foreign ships
As Reported HERE
The Seoul government is striving to strengthen measures to ensure the safety of South Korean sailors aboard foreign ships as Somali piracy targeting its citizens continues, a government official said Sunday.
Following a recent series of piracy cases involving its nationals, it has toughened security rules on South-Korean registered vessels using maritime routes where piracy is rampant.
But it was not able to directly demand that foreign ships improve protection measures. Instead, it has urged a network of Korean sailors to seek ways to demand their firms provide better protection.
The government has stepped up such efforts in recent months since a Singaporean-registered ship carrying 25 crew members including four Koreans was seized by Somali pirates some 200 miles southeast of Mombasa, Kenya on April 30.
Some 4,000 Korean sailors are working for foreign firms.
“For South Korean vessels, we can track them down with a radar system and have made it mandatory for them to have a citadel (a bullet-proof security zone in a ship),” said the official, declining to be named.
“But foreign vessels carrying South Koreans are relatively vulnerable to piracy. We, thus, are trying to strengthen their security based on the (Korean) sailors’ cooperation.”
As part of efforts to protect them, the government has encouraged Korean sailors to report to the Land, Transport and Maritime Affairs Ministry the names of their vessels, the list of Korean sailors on the foreign ships and their traveling routes, when they cruise through risky routes.
Such information would allow the government to act more promptly when another piracy case occurs to them, officials said. The government has also urged Korean sailors to ask their firms to install a citadel and civilian security staff.
Since Korean chemical freighter Samho Jewelry and its 21 crew were rescued by the Navy in January ― days after it was seized in the Arabian Sea, Korean firms have strengthened their protection measures.
Some observers said that due to such measures, Somali pirates seem to have changed their targets from Korean ships to foreign vessels carrying South Korean sailors.
Another reason Seoul wants to see better security measures for foreign ships is that it cannot actively engage in negotiations with pirates when a piracy case occurs to foreign vessels carrying its citizens.
Piracy is rife off the coast of lawless Somalia where armed pirates take to the seas in search of multimillion-dollar ransoms.
Somalia has been in a state of civil war for two decades and has not had a functioning central administration since Mohammed Siad Barre was ousted in 1991. The African country has a coastline facing one of the busiest shipping routes in the world.
www.issg-seamarshals.com
The Seoul government is striving to strengthen measures to ensure the safety of South Korean sailors aboard foreign ships as Somali piracy targeting its citizens continues, a government official said Sunday.
Following a recent series of piracy cases involving its nationals, it has toughened security rules on South-Korean registered vessels using maritime routes where piracy is rampant.
But it was not able to directly demand that foreign ships improve protection measures. Instead, it has urged a network of Korean sailors to seek ways to demand their firms provide better protection.
The government has stepped up such efforts in recent months since a Singaporean-registered ship carrying 25 crew members including four Koreans was seized by Somali pirates some 200 miles southeast of Mombasa, Kenya on April 30.
Some 4,000 Korean sailors are working for foreign firms.
“For South Korean vessels, we can track them down with a radar system and have made it mandatory for them to have a citadel (a bullet-proof security zone in a ship),” said the official, declining to be named.
“But foreign vessels carrying South Koreans are relatively vulnerable to piracy. We, thus, are trying to strengthen their security based on the (Korean) sailors’ cooperation.”
As part of efforts to protect them, the government has encouraged Korean sailors to report to the Land, Transport and Maritime Affairs Ministry the names of their vessels, the list of Korean sailors on the foreign ships and their traveling routes, when they cruise through risky routes.
Such information would allow the government to act more promptly when another piracy case occurs to them, officials said. The government has also urged Korean sailors to ask their firms to install a citadel and civilian security staff.
Since Korean chemical freighter Samho Jewelry and its 21 crew were rescued by the Navy in January ― days after it was seized in the Arabian Sea, Korean firms have strengthened their protection measures.
Some observers said that due to such measures, Somali pirates seem to have changed their targets from Korean ships to foreign vessels carrying South Korean sailors.
Another reason Seoul wants to see better security measures for foreign ships is that it cannot actively engage in negotiations with pirates when a piracy case occurs to foreign vessels carrying its citizens.
Piracy is rife off the coast of lawless Somalia where armed pirates take to the seas in search of multimillion-dollar ransoms.
Somalia has been in a state of civil war for two decades and has not had a functioning central administration since Mohammed Siad Barre was ousted in 1991. The African country has a coastline facing one of the busiest shipping routes in the world.
www.issg-seamarshals.com
Oman Navy Foils Pirate Attack
AS Reported HERE
4 September 2011 MUSCAT — Oman’s navy has thwarted an attempt by Somali brigands to hijack a Liberian-flagged vessel off the Salalah coast. Ten pirates were arrested.
Oman navy foils pirates’ attempt to hijack vessel
4 September 2011
The incident happened on Thursday night some 34 nautical miles south west of the Salalah Port and outside Omani territorial waters, a spokesman for the Royal Navy of Oman (RNO) said.
A RNO vessel rushed to the site after being informed about the hijack attempt on merchant ship ‘Nedlloyd Africa’ and, helped by aircraft from the Royal Air Force of Oman (Rafo), rescued the ship. During the operation, a dhow hijacked earlier by pirates was also freed. No one was hurt, the RNO spokesman said, adding that all the 10 pirates, who threw their weapons in the sea, were arrested. The 11 crew members of the dhow, all Asians, were released.
The arrested pirates were handed over to the Royal Oman Police (ROP) for procedures before their trial.
Sunday, August 7, 2011
India to Issue Armed Guard Notification
As Reported HERE
Govt to issue notification on armed anti-pirate guards
Mumbai: Indian merchant ships may soon be allowed to have armed guards to counter pirate attacks, two senior government officials said.
The Directorate General of Shipping plans to issue a draft notification allowing merchant ships to deploy armed guards on board, said Satish B. Agnihotri, who heads the regulatory agency.
Agnihotri did not give any details. H. Khatri, nautical surveyor-cum-deputy director general of shipping, who is preparing the draft, could not be immediately contacted.
Also See | Rising Risk (PDF)
Mint reported on 5 June that the government was considering allowing merchant ships to have armed guards to deal with the growing menace of piracy.
The International Maritime Organisation, a global overseer of operational and safety rules, in May approved employing privately contracted armed security personnel onboard ships transiting through the high-risk piracy area off the coast of Somalia and in the Gulf of Aden and the wider Indian Ocean.
There were 266 pirate attacks worldwide in the first six months of this year, compared with 196 in the same period last year, according to a July report of the International Maritime Bureau (IMB), a non-profit organization that deals with maritime crime and malpractice.
At least 60% of the attacks were by Somali pirates, mostly in the Arabian Sea. On 30 June, these pirates were holding 20 vessels and 420 crew members as hostage, demanding millions of dollars as ransom.
“In the last six months, Somali pirates attacked more vessels than ever before and they’re taking higher risks,” said Pottengal Mukundan, director of IMB. “This June, for the first time, pirates fired on ships in rough seas in the Indian Ocean during the monsoon. In the past, they would have stayed away in such difficult (weather) conditions.”
Nine Indian ships have been captured since January and 86 crew members are currently held hostage, shipping minister G.K. Vasan said. Talks for their release are on.
The government will allow shipping companies to hire private guards and former defence personnel for securing ships, said a person aware of the draft legislation being prepared.
The number of guards allowed on a ship will depend on its size, ranging from two for a small ship to four for a large crude carrier, said this person, who asked not to be identified.
India’s shipping industry has been lobbying for some time to be allowed to have armed guards on board. Hiring these guards will raise expenses, but the industry expects the insurance premium to come down in turn.
National security adviser Shiv Shankar Menon met executives of shipping companies last month to discuss ways to deal with piracy.
A senior executive with a shipping company said no progress has been made after the meeting, but welcomed the Directorate General of Shipping’s plan to issue guidelines on hiring armed guards.
The nation, he said, is paying Rs6 crore as additional war risk surcharge imposed by reinsurers.
The minimum additional premium on account of such attacks for a very large crude carrier valued at $64 million and carrying a cargo of 260,000 million tonnes (mt), is around $200,000 per month. A bulk carrier, valued at $50 million and carrying 50 mt, pays an additional premium of $50,000 a month.
“It is high time India pushed the United Nations for common and integrated efforts by deploying a force in the pirates infested area,” the shipping executive said.
India took over as president of the United Nations Security Council this month.
But armed guards alone may not be enough to end piracy, said a security expert, asking not to be named.
“The Somalian pirates don’t go by the size of the ships or cargo. They target crew for ransom. Now they may shift (attacks) from big vessels with guards to small vessels and yachts,” the expert said. International bodies, he said, should look for a sustainable resolution.
www.issg-seamarshals.com
Govt to issue notification on armed anti-pirate guards
Mumbai: Indian merchant ships may soon be allowed to have armed guards to counter pirate attacks, two senior government officials said.
The Directorate General of Shipping plans to issue a draft notification allowing merchant ships to deploy armed guards on board, said Satish B. Agnihotri, who heads the regulatory agency.
Agnihotri did not give any details. H. Khatri, nautical surveyor-cum-deputy director general of shipping, who is preparing the draft, could not be immediately contacted.
Also See | Rising Risk (PDF)
Mint reported on 5 June that the government was considering allowing merchant ships to have armed guards to deal with the growing menace of piracy.
The International Maritime Organisation, a global overseer of operational and safety rules, in May approved employing privately contracted armed security personnel onboard ships transiting through the high-risk piracy area off the coast of Somalia and in the Gulf of Aden and the wider Indian Ocean.
There were 266 pirate attacks worldwide in the first six months of this year, compared with 196 in the same period last year, according to a July report of the International Maritime Bureau (IMB), a non-profit organization that deals with maritime crime and malpractice.
At least 60% of the attacks were by Somali pirates, mostly in the Arabian Sea. On 30 June, these pirates were holding 20 vessels and 420 crew members as hostage, demanding millions of dollars as ransom.
“In the last six months, Somali pirates attacked more vessels than ever before and they’re taking higher risks,” said Pottengal Mukundan, director of IMB. “This June, for the first time, pirates fired on ships in rough seas in the Indian Ocean during the monsoon. In the past, they would have stayed away in such difficult (weather) conditions.”
Nine Indian ships have been captured since January and 86 crew members are currently held hostage, shipping minister G.K. Vasan said. Talks for their release are on.
The government will allow shipping companies to hire private guards and former defence personnel for securing ships, said a person aware of the draft legislation being prepared.
The number of guards allowed on a ship will depend on its size, ranging from two for a small ship to four for a large crude carrier, said this person, who asked not to be identified.
India’s shipping industry has been lobbying for some time to be allowed to have armed guards on board. Hiring these guards will raise expenses, but the industry expects the insurance premium to come down in turn.
National security adviser Shiv Shankar Menon met executives of shipping companies last month to discuss ways to deal with piracy.
A senior executive with a shipping company said no progress has been made after the meeting, but welcomed the Directorate General of Shipping’s plan to issue guidelines on hiring armed guards.
The nation, he said, is paying Rs6 crore as additional war risk surcharge imposed by reinsurers.
The minimum additional premium on account of such attacks for a very large crude carrier valued at $64 million and carrying a cargo of 260,000 million tonnes (mt), is around $200,000 per month. A bulk carrier, valued at $50 million and carrying 50 mt, pays an additional premium of $50,000 a month.
“It is high time India pushed the United Nations for common and integrated efforts by deploying a force in the pirates infested area,” the shipping executive said.
India took over as president of the United Nations Security Council this month.
But armed guards alone may not be enough to end piracy, said a security expert, asking not to be named.
“The Somalian pirates don’t go by the size of the ships or cargo. They target crew for ransom. Now they may shift (attacks) from big vessels with guards to small vessels and yachts,” the expert said. International bodies, he said, should look for a sustainable resolution.
www.issg-seamarshals.com
Thursday, July 21, 2011
Lawmaker: Pinoy seamen deserve equal protection of law
As Reported by Pinoyabroad
The Democratic Independent Workers' Association (DIWA) party-list representative is asking the House committee on overseas workers affairs to look into the recent sea piracy incidents involving Filipino seafarers.
In House Resolution 1474, filed last week by DIWA party-list Rep. Emmeline Aglipay, the "inquiry in aid of legislation" would pave the way to ensure that all Filipino seamen are "accorded the equal protection of the law."
"The inadequacy of our piracy laws necessitates additional legislative measures to make them more all-encompassing, so as not to prejudice other Filipino seafarers who are likewise prone to pirate attacks," she said.
In particular, Aglipay noted that the government should provide "double compensation and benefits" to any victims of sea piracy. Under the present rules, only victims of hijacking in "high risk" zones are given double compensation, while those who become victims in other areas are left with no recourse.
"The Philippine government must take an aggressive role in addressing the plight of our Filipino seafarers who will continue… becoming victims of these illegal activities," Aglipay said, noting that the seamen have greatly boosted the Philippine economy through their remittances.
There are over 300,000 Filipino seafarers, comprising around 30 percent of an estimated 1.2 million seafarers worldwide, according to the Philippine Overseas Employment Administration. They have remitted a total of $3.8 billion in 2010, it added.
Death of some seafarers
The death of Christopher Ceprado — one of 17 Filipino crew members of chemical tanker M/T Sea King that was attacked by heavily armed pirates last May — prodded Aglipay to file the House resolution. [See related: Kin of Pinoy seafarer killed off Nigeria seek PHL govt's help]
In this incident, the pirates looted and ransacked the vessel's equipment and took personal effects of crew members while the ship was in the port of Benin's largest city, Cotonou, according to the Department of Foreign Affairs (DFA).
Aglipay noted that prior to the killing of Ceprado, M/V Beluga Nomination was hijacked by Somali pirates 390 nautical miles north of Port Victoria in the Seychelles on Jan. 22, 2011.
Farolito Vallega, a Filipino crewman of the M/V Beluga, was shot and killed by the Somali pirates as two anti-piracy naval patrol vessels attempted a rescue mission on Jan. 26, 2011. Also, another Filipino crewman is still missing after jumping overboard during the rescue operation.
Aglipay quoted the International Chamber of Commerce as saying there have been 248 attacks and 28 vessels hijacked worldwide so far this year.
"While the waters off Somalia continues to remain the most piracy-prone area, the risk to crews and shipping off Nigeria and its neighboring states remains high as well especially since incidents are not reported," the lawmaker said.
Aglipay, citing numbers from the International Maritime Bureau, said there are currently over 700 hostages held in over 30 vessels. Based on DFA records, at least 130 Filipino seafarers on board 11 vessels had been held captive by Somali pirates. — With Jesse Edep/VS, GMA News
The Democratic Independent Workers' Association (DIWA) party-list representative is asking the House committee on overseas workers affairs to look into the recent sea piracy incidents involving Filipino seafarers.
In House Resolution 1474, filed last week by DIWA party-list Rep. Emmeline Aglipay, the "inquiry in aid of legislation" would pave the way to ensure that all Filipino seamen are "accorded the equal protection of the law."
"The inadequacy of our piracy laws necessitates additional legislative measures to make them more all-encompassing, so as not to prejudice other Filipino seafarers who are likewise prone to pirate attacks," she said.
In particular, Aglipay noted that the government should provide "double compensation and benefits" to any victims of sea piracy. Under the present rules, only victims of hijacking in "high risk" zones are given double compensation, while those who become victims in other areas are left with no recourse.
"The Philippine government must take an aggressive role in addressing the plight of our Filipino seafarers who will continue… becoming victims of these illegal activities," Aglipay said, noting that the seamen have greatly boosted the Philippine economy through their remittances.
There are over 300,000 Filipino seafarers, comprising around 30 percent of an estimated 1.2 million seafarers worldwide, according to the Philippine Overseas Employment Administration. They have remitted a total of $3.8 billion in 2010, it added.
Death of some seafarers
The death of Christopher Ceprado — one of 17 Filipino crew members of chemical tanker M/T Sea King that was attacked by heavily armed pirates last May — prodded Aglipay to file the House resolution. [See related: Kin of Pinoy seafarer killed off Nigeria seek PHL govt's help]
In this incident, the pirates looted and ransacked the vessel's equipment and took personal effects of crew members while the ship was in the port of Benin's largest city, Cotonou, according to the Department of Foreign Affairs (DFA).
Aglipay noted that prior to the killing of Ceprado, M/V Beluga Nomination was hijacked by Somali pirates 390 nautical miles north of Port Victoria in the Seychelles on Jan. 22, 2011.
Farolito Vallega, a Filipino crewman of the M/V Beluga, was shot and killed by the Somali pirates as two anti-piracy naval patrol vessels attempted a rescue mission on Jan. 26, 2011. Also, another Filipino crewman is still missing after jumping overboard during the rescue operation.
Aglipay quoted the International Chamber of Commerce as saying there have been 248 attacks and 28 vessels hijacked worldwide so far this year.
"While the waters off Somalia continues to remain the most piracy-prone area, the risk to crews and shipping off Nigeria and its neighboring states remains high as well especially since incidents are not reported," the lawmaker said.
Aglipay, citing numbers from the International Maritime Bureau, said there are currently over 700 hostages held in over 30 vessels. Based on DFA records, at least 130 Filipino seafarers on board 11 vessels had been held captive by Somali pirates. — With Jesse Edep/VS, GMA News
Sunday, July 17, 2011
Regulating Private Maritime Security?
As Reported by Inner City Press
On Somalia Piracy, US Questions Regulating Mercenaries, Egypt Says Crime is Crime
UNITED NATIONS, July 14 -- Amid controversy about the use of mercenaries to face off against pirates off the coast of Somalia, the US State Department's Donna Hopkins on July 14 told Inner City Press “there's a robust international effort [about] the use of armed security, private or not, and how it should be regulated, if at all.” Video here, from Minute 13:30.
Earlier in the month, the chairman of the UN's Working Group on mercenaries told Inner City Press that a draft convention to regulate private military contractors is being opposed by large states.
Apparently, even with Blackwater having renamed itself Xe Services and moved to the Middle East, the US is still opposed to regulating mercenaries, including on the high seas.
Hopkins is formally the Coordinator of the Counter Piracy and Maritime Security Bureau of Political Military Affairs at the US State Department, and chairs “Working Group Three” of the Contact Group on Piracy off the Coast of Somalia. Denmark's Legal Adviser Thomas Winkler declined to say if the use of armed security is good or bad, but added that no ship with armed guards has been hijacked.
Another Contact Group member, Egypt's Deputy Assistant Foreign Minister and Counter Terrorism Coordinator Ashraf Mohsen, adopted an even harder line. Inner City Press asked if the Contact Group has done anything about illegal fishing or the dumping of toxic waste.
“Some will try to justify criminal behavior,” Mohsen said, citing poverty as an excuse for stealing, injustice as a rationale for killing. “Crime is crime... Piracy is a form of criminal behavior. Any justification is unacceptable.”
As if to counteract this position, Mary Seet-Cheng of Singapore said that piracy cannot be solved at sea. The UK's Chris Holtby chimed in about efforts on the rule of law in Somalia, the development of its Exclusive Economic Zone. He did not mention outside involvement in what purported to be Somalia's own Law of the Sea filing. And so it goes at the UN.
Friday, July 15, 2011
Pirates Seize Livestock Vessel
As Reported by Reuters
BOSASSO, Somalia (Reuters) - Somali pirates have hijacked a vessel carrying livestock off the shores of the semi-autonomous region of Puntland, a local official said.
The vessel was sailing from Bosasso in Somalia and to the United Arab Emirates, Hassan Farah Jamac, Puntland's commerce and industry minister told Reuters late on Thursday.
"It was carrying a lot of goats from Bosasso," Jamac said. "We are very sorry about that. Our forces are now preparing to rescue the boat with the help of the foreign navies."
He gave no details of the number of crew nor their nationalities.
Somali pirate gangs, who can stay out at sea for long periods using captured merchant vessels as mother ships, make tens of millions of dollars in ransoms from seizing ships off the lawless country's waters.
Their use of mother ships has allowed them to venture out as far as the waters off India's coast and Mozambique and, unlike in the past, they can keep sailing even in rough waves during the ongoing monsoon season.
Crude oil tankers sailing in the east and northeast of the Gulf of Aden have been particularly targeted.
An International Maritime Bureau report released on Thursday said despite the increase of attacks off Somalia and other areas, successful hijackings were down, in large part due to massive patrolling by naval fleets.
But it said the pirates, who use machineguns, grenade launchers and other weapons, had become more violent.
BOSASSO, Somalia (Reuters) - Somali pirates have hijacked a vessel carrying livestock off the shores of the semi-autonomous region of Puntland, a local official said.
The vessel was sailing from Bosasso in Somalia and to the United Arab Emirates, Hassan Farah Jamac, Puntland's commerce and industry minister told Reuters late on Thursday.
"It was carrying a lot of goats from Bosasso," Jamac said. "We are very sorry about that. Our forces are now preparing to rescue the boat with the help of the foreign navies."
He gave no details of the number of crew nor their nationalities.
Somali pirate gangs, who can stay out at sea for long periods using captured merchant vessels as mother ships, make tens of millions of dollars in ransoms from seizing ships off the lawless country's waters.
Their use of mother ships has allowed them to venture out as far as the waters off India's coast and Mozambique and, unlike in the past, they can keep sailing even in rough waves during the ongoing monsoon season.
Crude oil tankers sailing in the east and northeast of the Gulf of Aden have been particularly targeted.
An International Maritime Bureau report released on Thursday said despite the increase of attacks off Somalia and other areas, successful hijackings were down, in large part due to massive patrolling by naval fleets.
But it said the pirates, who use machineguns, grenade launchers and other weapons, had become more violent.
Wednesday, July 6, 2011
Yemen Coast Guard Frees Saudi Tanker
As Reported HERE
Yemeni coastguards free Saudi oil tanker from pirates
| ADEN, July 06 (Saba) - Yemeni coastguard forces managed on Wednesday to free a Saudi oil tanker after armed clashes with Somali pirates. Director General of the Aden Coastguard Sector Abdul-Rahman Musa said that Somali pirates have attempted to seize the Saudi oil supertanker "Brlenti Velots" off the Gulf of Aden. Musa said that the Somali pirates have been killed in the rescue operation of the tanker that was heading for Britain. The tanker captain commended the efforts of the Yemeni security forces that have freed the tanker with no human casualties. |
Thursday, June 30, 2011
Ministers Approve On Board Arms
As Reported HERE
The Gulf of Aden and the Indian Ocean are witness to increasingly common and violent piracy. Approximately half of the Norwegian-owned 1,000 vessels sail under the Norwegian flag off the Somali coast, and several sailors in the Indian Ocean have been killed.
Up to 300 Norwegian citizens are in the Indian Ocean region at any one time, NTB reports.
“We see that other countries are also introducingsimilar legislation. The pirates have goodintelligence. They know the contents of the cargo, who the creware, and whether there are armed guards aboard. We want our sailorsto feel safe,” said Minister Giske.
Shipping companies can already apply on behalf of contracted security firms from tomorrow, but according to the minister have to prove “that allother measures have been tried first.”
Conducting their own risk assessments of the need for armed guards, as well as presenting security company documentation about training, qualifications, recruitment, proper weapons storage and deployment procedures also for part of the requirements.
Seafarers unions have been split on the issue of carrying arms, with pirate researchers fearing this could lead to revenge.
However, today’s move by the government makes previous practises and statements by different shipping companies history, and was greeted positively by the Norwegian Shipowners’ Association.
“Nobody is served by cowboy conditions at sea. It’s good, therefore, that the rules of armament are now clear,” says Haakon Svane, Director of the Contingency Planning Secretariat.
Underlining the Association only advocates having armed guards aboard when the shipping company feels they are necessary, however, he concludes, “Pirates threaten ships and crewsaggressively, and unfortunately, passive safety measures are not always sufficient. Wemust realise that armed guards make the difference between being hijacked and not.”
www.issg-seamarshals.com
Ministers approve onboard arms
The Norwegian government has approved ships to carry weapons in efforts to resist piracy.
Trade and Industry Minister Trond Giske and Minister of Justice Knut Storberget presented new rules and regulations, Wednesday, following ongoing discussions since March.
The Gulf of Aden and the Indian Ocean are witness to increasingly common and violent piracy. Approximately half of the Norwegian-owned 1,000 vessels sail under the Norwegian flag off the Somali coast, and several sailors in the Indian Ocean have been killed.
Up to 300 Norwegian citizens are in the Indian Ocean region at any one time, NTB reports.
“We see that other countries are also introducingsimilar legislation. The pirates have goodintelligence. They know the contents of the cargo, who the creware, and whether there are armed guards aboard. We want our sailorsto feel safe,” said Minister Giske.
Shipping companies can already apply on behalf of contracted security firms from tomorrow, but according to the minister have to prove “that allother measures have been tried first.”
Conducting their own risk assessments of the need for armed guards, as well as presenting security company documentation about training, qualifications, recruitment, proper weapons storage and deployment procedures also for part of the requirements.
Seafarers unions have been split on the issue of carrying arms, with pirate researchers fearing this could lead to revenge.
However, today’s move by the government makes previous practises and statements by different shipping companies history, and was greeted positively by the Norwegian Shipowners’ Association.
“Nobody is served by cowboy conditions at sea. It’s good, therefore, that the rules of armament are now clear,” says Haakon Svane, Director of the Contingency Planning Secretariat.
Underlining the Association only advocates having armed guards aboard when the shipping company feels they are necessary, however, he concludes, “Pirates threaten ships and crewsaggressively, and unfortunately, passive safety measures are not always sufficient. Wemust realise that armed guards make the difference between being hijacked and not.”
www.issg-seamarshals.com
Thursday, June 23, 2011
India to charge Somali pirates and their hostages
Of Compassion—and Common Sense
Recent media reports HERE that India is intended to charge 14 suspected Somali pirates and their three hostages that drifted to within kilometres of India’s coast. While one can certainly see the pirates facing charges, the argument that the Somali’s will only be charged with trespassing is somewhat mind boggling. To charge the three Yemeni, indicated as being “hostages”, for entering into India’s territory without the appropriate travel documents should also raise a few eyebrows.
India has taken a reasonably tough stance on its border controls since the Mumbai attacks. The fact that this vessel was reported to have been found near the same route suspected to have been used for those attacks probably does not help the situation. It may even be necessary to show a strong hand against both the Somalis and Yemeni on board so that there is no appearance of vulnerabilities in the overall system.
The problem here is that there are indications that India’s stance on its border controls may be moving beyond the pale of decency and common sense. There have been reports, corroborated through third sources, that Indian officials were directly involved in failing to allow at least one person from being able to seek medical attention when that individual was left stranded on board a vessel (the company having gone into receivership and leaving a number of its crew and personnel stranded).
Combined with those, and other, past reports, there are adequate indications that India`s policies in this respect have moved outside of what might be called reasonable conduct. While, of course, the state certainly has its right to manage its own sovereign affairs as it sees fit, it may be prudent for some to be reminded that (1) they operate within a community of nations and (2) that strength and compassion are a far more powerful mix than simply exercising strength without judgement.
Let us hope that common sense prevails...that the pirates are held pending more serious charges and that the Yemeni persons held hostage are recognized for being under duress and hardly able to be held criminally responsible for their apparent transgression.
Full Article:
AHMEDABAD, India (AFP) – Indian police said Wednesday they would charge 14 suspected Somali pirates and their three hostages who drifted to within kilometres (miles) of the country's west coast in a fishing boat.
A senior police official said that investigators believed three Yemeni men found on the trawler were hostages of the alleged pirates, who are believed to have hijacked the vessel two weeks ago off the coast of Somalia.
The Yemenis told police the boat had been adrift in the Indian Ocean after running out of fuel and had been carried to the Indian coast by the tide.
All 17 men were detained in the coastal district of Junagarh in Gujarat state, some 300 kilometres (186 miles) southwest from the main regional city of Ahmedabad.
"After interrogation we have ascertained that the Somali nationals are pirates who had kidnapped the three Yemenis," Junagarh police chief Depankar Trivedi told AFP by telephone.
He said police would press charges against the Somalis and their captives for entering India without valid travel documents.
The official said the Somalis were only charged with trespassing because the hijacking occurred beyond India's jurisdiction in international waters.
"We are charging them only for the violation of Indian laws," he said, adding the three Yemenis did not possess travel documents and so were also in breach of India's Passport Act.
Trivedi said a marine police team detained the men on Sunday after local fishermen reported the presence of the Yemen-flagged vessel only a couple of kilometres (miles) off the coast of Gujarat.
India's coastguard and navy are on high alert against pirates seeking to evade the international force patrolling waters off Somalia by attacking shipping much further east in the Indian Ocean.
More than 100 pirates have been caught and are awaiting trial in India following a series of violent skirmishes near the country's Lakshadweep islands since the start of this year.
India, which does not have a specific anti-piracy-law, is planning to frame legislation to deal with the scourge.
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