ISSG Moving Ahead in International Leadership

There are generally three kinds of people in the world. There are those that do—and by risking greatly may either succeed or fail. There are those that watch those that do—and may contribute through their comments but who never have the satisfaction of having achieved great goals. And there are those that wish that they did—the tragic that saw opportunities and failed to summon the courage to take the risks necessary to seize opportunity. The same holds true for corporations.

The ISSG Group of Companies is an entity that began with a vision to achieve great things and then strove to achieve that vision. While most are familiar with the maritime security efforts that have protected merchant shipping for over four years, the ISSG Group of Companies actually consists of eight companies with ten offices spread around the world. As we enter our next phase of operations and undertake the next great vision with partners in the Middle East, it is important that people have the opportunity to see beyond the public image and are introduced to the less public entities within the overall network.

ISSG-USA serves to provide a point of contact in our efforts to ensure proper coordination with government and NGO organizations in projects in the area of international support for humanitarian aid and assistance. This corporate liaison company is based in Delaware, USA.

ISSG – Egypt provides a consistent and capable liaison for the purpose of transiting the Suez Canal. It is also positioned and prepared to undertake roles for the future use of the International Airport at Port Said, one of the major staging points for relief efforts across the North of Africa.

ISSG – Philippines focuses on maritime consultancy, including ship management and crewing operations. Based in our Manila office and supported with MOU’s with Progressive Shipping of Manila for crewing, this office supports our vessels involved in humanitarian operations and other merchant vessels.

ISSG – India has been the most public face of the company, largely through our efforts in the realm of vessel protection. It is the main maritime security component of the ISSG Group of Companies and, through our partnership with Jai Malanath Security of India; the ISSG Group of Companies is able to provide highly-capable former MARCOS personnel for the shipping industry at competitive cost.

ISSG – Maldives provides an entity ideally located to support flight and sea operations throughout Asia, the East of Africa and or humanitarian operations that need to bring supplies from East Asia. This center is established to be able to provide both flight and sea operations support.

ISSG-Comoros was originally established in support of maritime security operations and port services. It has been repositioned on the mainland of Africa for the support of flight and sea operations, largely associated with humanitarian aid.

ISSG-Seychelles is currently undergoing its third phase and transformation to an international, operational NGO. Focussing specifically on the logistical and transportation support (by air or sea) across the operational humanitarian community, this entity has been established to provide key support to agencies like the WFP, International Red Cross, International Red Crescent Society, UNICEF and others. By maintaining a clear and concise focus on the movement of critical supplies to operational relief missions, this NGO will establish itself as an effective and efficient means of ensuring that needed at gets to its destination on time and in good condition.

As we enter the third phase of operations, many of these efforts will become more apparent. In the near future, we will be releasing information that will describe how those companies who have already dared greatly to assist the disadvantaged—and those that are daring greatly in setting up to do so—will be able to benefit from these services and the outcomes of a series of projects that will be of unprecedented scale.

IAMSP-ASIS-ICOC

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.

IAMSP-AMSSA sign MOU

This is a fantastic step for both IAMSP and AMSSA as found HERE  on the IAMSP web site:

Public Release 201203-001
Topic: AMSSA and IAMSP – Harmonizing Efforts in Support of African efforts
Athens, Greece (11 March 2012) – The International Association of Maritime Security Professionals (IAMSP) and the African Maritime Safety and Security Agency (AMSSA)  today signed an Memorandum of Understanding (MOU), harmonizing their efforts to assist in the development of a safe, secure, sustainable and environmentally sound maritime transportation system (MTS) in Africa.
IAMSP, through this MOU, gains direct access to a number of AMSSA efforts and initiatives. AMSSA will receive significant support from IAMSP in its ongoing efforts at levels ranging from the International Maritime Organization (IMO) to training at the local level. The MOU has specific provisions allowing the sharing of information, expertise and efforts both on the ground in Africa and at international plenary groups. David Stone, signing the MOU on behalf of IAMSP, comments that this MOU allows for a stronger strategic position and voice for both Associations as they continue in their efforts in support of Africa’s development. Allan McDougall, President of the IAMSP, sees this MOU as a very positive step in terms of building greater capacity and focus. This will be of benefit to the nations and law-abiding people of Africa as the combined attention not only helps achieve greater positive results, but reduces the risk of unnecessary duplication or competition that could have been focussed to greater effect and benefit to the nation states and their citizens. This concrete step, the first in realizing a shared and positive vision for the MTS in Africa, will be seen as a setting out moment for both Associations at global, regional, national, and local levels.
We look forward to the ability to engage in common efforts and projects. Subsequent announcements of these efforts are forthcoming, making tangible the appropriately professional values held by both AMSSA and IAMSP.
The specific contents of the MOU will be made public shortly after each Association has the opportunity to brief its memberships and further chart out common efforts.

All I can say is well done to both organizations.

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

MSB Group Ltd. passes second round of IAMSP Oversight checks

In the effort to continually keep you updated on the progress of the MSB Group, Ltd. as we said we would, we have found that the IAMSP  has completed another round of checks for the group. This seems to really be a good project for not only the Maritime Security industry, but for the shipping industry as a whole. As stated on the MSB web site 

IAMSP, the International Association of Maritime Security Professionals, has today announced MSB Group has passed the second round of its oversight checks and is now proceeding into the the third round of checks.

The second round checks ensured that the administrative control system will offer all member states the means and ability to continuously monitor the full system. This transparency will provide the member states, shipping companies and underwriters with the ability to have full confidence and awareness of the system in near real time.

These checks also ensured that the system is configured for access by Customs organizations and  other international bodies with an interest in overseeing and monitoring the movement of small arms and light weapons (SALW).

We will update further as more progress comes.

Piracy-MSB Group Ltd issues career openings

As we have been watching closely and promised to provide an update, the MSB Group Ltd seems to be moving along pretty quickly. Again, this is explained as a multi-state effort of logistical support and standardization of the movement of arms. Obviously this is a state controlled program and would be fantastic in the maritime security industry.

In having a look at their web site this morning, we now find a Careers page looking for some pretty interesting experience as below:

Logistical Support Staff:

"MSB Group is calling for curriculum vitae (cv) for the position of Logistical Support Staff. At this time, this is a general call for expressions of interest. Those with a background in the Navy or Coast Guard as small boat coxswain, armourer or in logistics / supply are welcome to submit their cv.
In addition to the experience listed above (minimum 2 years experience), individuals should be able to work to tight deadlines in reasonably austere conditions and interact tactfully and respectfully with other cultures and nationalities.
In addition to having a general understanding of the maritime environment and international arms regulations, the submitter must be fluent in both written and spoken English and have a strong (advanced) knowledge of Microsoft Word, Excel, Access, Outlook and PowerPoint.
If submitting your cv, please be clear with respect to the level skills associated with basic radio communications (maritime), small boat operations, the ability to operate computers, your knowledge of inventory control, weapon safety and handling, and basic inspection and audit techniques.
During the call for applications, those selected to submit applications are advised that there is a requirement for a state-coordinated background screening and reference checks. These will also include (but are not necessarily limited to) international background checks. Particular attention will be paid to the following attributes: reliability, trustworthiness, discretion, tact, and judgment.
We thank all those that will submit cv’s but wish to advise people that MSB Group is a logistical support group operating in a non-hostile environment. While we respectfully appreciate your former service, we are not seeking personnel who are looking to apply for on-board or on-shore security positions."

This seems to open up some land based opportunities for people with particular skills. Again, we will be keeping an eye on this for further developments.

Somali Piracy-Coastal States-Weaponry Program

We have been keeping a close eye on the new MSB Group since I found it posted on the net. I said I would bring more information as it comes and now we have found a new page on the site http://msbgroupltd.com/registration/ which is the Registration page.

This page now has a download link to access the information of how this process will work. The member coastal states however, are not yet listed as the site says they are awaiting the formal announcements of these coastal states.

What is the most interesting, is that any Private Maritime Security Company that applies to the system, is vetted by the State itself, and any employee of these companies is also vetted by the state. This will add a lot of consistency to the industry and some serious oversight.

Now we will wait for the formal statements from these Coastal States and provide any update we may find.

Supply Chain Security

ISSG Holdings, Ltd. has been selected to appear

on

21^st 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 21^st 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.

.

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.

of firearms in various
For more information visit www.issg-seamarshals.com

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 21^st Century Business

21^st Century Business airs on CNBC (as paid programming) and the Fox Business Network (as paid programming). 21^st 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.

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

Norway's Anti-Piracy Stance

As Reported HERE

Norway’s Anti-Piracy Stance Grabs Industry Attention

 

The dog days of summer are upon us, which may explain why Norway’s release of new anti-piracy regulations crept by without much attention. But the force and practicality of Norway’s effort to lay out practical terms for using armed guards on Norway-flagged vessels is now dawning on shipowners and maritime lawyers.
“The Norwegians have helped ships flagged in Norway take the bull by the horns,” said Chris Greiveson, a Singapore-based partner at Norwegian law firm Wikborg Rein.
Norway had tried to make the guidelines for using weaponry on ships during an attack as simple and straightforward as it could, he added. “[The rules] are essentially exemptions to local firearms law,” Mr Greiveson said.
The rules go so far as to specify the type of weapons that owners are allowed to deploy via security guards on their vessels, including rifles with as high a calibre as AK-47s, and large semi-automatic weapons.
Norway issued the rules on July 1, at a time when more shipowners are turning to armed guards for protection, particularly in crossing the Indian Ocean.
Lloyd’s List has reported that protection and indemnity clubs are being swamped by requests from owners in all flags to review contracts with security companies offering piracy protection.
Guidelines for selection of security companies and for rules of engagement have been issued by the International Maritime Organization and by P&I clubs.
However, owners that opt to deploy armed guards are still entering a grey area in the law that has not been tested with a great degree of legal precedent. For example, they are held to the laws of their flag state on such matters as which weapons are allowed and the use of weapons.
Only Norway, so far, has been specific about the actual weapons the owners may use. The rules require owners to get a general framework permission from a Norwegian police authority and the country’s maritime directorate, and then to document the actual use of a properly trained and vetted armed personnel with the authorities.
“A granted permit will not be linked to each individual firearm,” the regulations state said. “However, companies must apply for an exemption in order to be permitted to hold prohibited firearms.” Moreover, exemptions are granted for fully automatic firearms with bullets that do not exceed 7.62 mm in calibre or that use rounds with a size of 9 x 19 mm.
The exemptions also allow for single-shot, repeating semi-automatic firearms with bullets with diameters that do not exceed 12.7mm — in other words, “quite a big beast of a weapon”, according to Mr Greiveson.
The regulations include guidelines for storage of weapons and many other practical issues. The detailed level of advice came in the wake of criticism of the Norwegian government by Norwegian shipowners, who were calling for a more useful code to work with. “Norway has done a great service to its shipowners,” said Mr Greiveson.
BW Group chairman Helmut Sohmen said that the regulations were helpful, and would help stop “incidental attacks”.
However, he raised the caveat that deploying armed guards was no solution to the problem. The escalation of violence could put seafarers into the middle of a melee, or pirates could simply be clever enough to stay away from Norwegian ships and attack those less likely to be so well armed.

Indian Navy Foils Pirate Attack

As Reported HERE

INS Godavari foils piracy attempt

 

An Indian Navy warship foiled a pirate attack on a Greek merchant vessel in the Gulf of Aden when it launched a helicopter and marine commandoes forcing eight Somali pirates to abandon the plan.

Indian Naval Ship Godavari, on anti-piracy patrol escort operation since May 25 in the region responded to a distress call from MV Elinakos in the early hours of July 16 while escorting four other ships in the Gulf of Aden.

“The INS Godavari was quick to launch a helicopter to locate the skiff being used by the pirates and subsequently launched marine commandos to board the pirate boat. On being approached by the naval boat, they dumped their arms, ammunition and other piracy triggers’’, Indian Navy spokesman said.

A German naval ship, the Niedersachsen, also coordinated with INS Godavari in the operation, which continued with the escort mission, on completion of the operation.

Since it deployment in May this year, INS Godavari has safely escorted 219 ships of various countries and last week, the warship escorted a Pakistani ship, the MV Islamabad, with an all-Pakistani crew of 38.

The Indian Navy has been deploying ships since 2008 in the Gulf of Aden for escorting merchant vessels and Indian Naval ships have escorted 1,665 ships successfully.

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.

BRITISH NAVY FIRED ON OFF SOMALIA

As Reported HERE
BRITISH NAVY IN DANGEROUS ACTION OFF NORTHERN COAST OF SOMALIA

AFRICA 11 July 2011. British Royal Navy warship entangled in domestic affairs skirmish.

A British warship allegedly having the commander of the Somaliland navy and some of his soldiers on board attracted on Saturday serious military fire when it came close to the shore off Laasqoray, the coastal town of Warsangeliland at the Somali shores of the Gulf of Aden. From the foreign warship reportedly one amphibious vessel and two commando boats were launched with the intent to land on the beach.

Local officials, observers and media reported the incident as an unprecedented provocation and attack on the sovereignty of Somalia and specifically of the Warsangeli territory. 

Reports indicated earlier last week that a British warship had come to Somaliland’s port city of Berbera where President Ahmed Silanyo reportedly met British officials on board the vessel.

The ship is believed to be a patrol ship that is part of the western-led anti-piracy initiatives along the coasts of Somalia.

While neither EU NAVFOR nor the British navy reported the incident, security forces of Somalia’s breakaway region of Puntland confirmed that they had fired towards a British warship near the coast.

The political background is the long-standing fight between the former British colony of Somaliland in the Northwest of Somalia, which today prefers to be an independent, though internationally not recognized breakaway republic and Puntland, the federal regional state of Somalia, located to the north-east.

Between these two blocks, the land of the Warsangeli and further south the Dulbahante homeland form a buffer zone, which regularly sees skirmishes over the control for these areas, which also contain oil- and other mineral concessions, being fought over between the two blocks.

Somaliland and Puntland are engaged in this long-standing border dispute particularly along the borders of the Sool, Sanaag and Ceyn regions located in the central north of Somalia since 1992.

The latest incident now involved a British naval vessel on a mission with an obviously pro-Somaliland agenda which was countered by forces loyal to the Puntland government as well as by those of the local Warsangeli governance.

The provincial commissioner of Sanaag region, Mohamud Dabayl said the war ship sailed towards Laasqoray, a strategic port town in the North of Somalia which is part of a territory disputed by the Puntland and Somaliland authorities.

"The ship appeared to have been misdirected and its captain may have been told that Laasqoray would be part of Somaliland. It was sailing towards Laasqoray” Dabayl told the local media in Bosaso.

He said Puntland authorities fired warning shots after it emerged that the warship entered their territory without prior notification, an issue regional officials said is a violation of territorial sovereignty and international law.

“Our security forces fired warning shots towards the ship because it was sailing through the coast of Puntland. The warning was to tell the crew that they were not in the territorial waters of Somaliland” he added.

According to the local Hiraan media, the regional commissioner said Puntland security personnel had arrested one person from the ship who was waving the flag of the self declared republic of Somaliland at the time when the warning shots were fired.

Local observers reported that though heavier weapons including RPGs and also small arms fire were directed against the British naval contingent and three of the Somaliland soldiers, who had landed from the British ship on the beach, were arrested, nobody got hurt.

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.

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.

MV Orna on Fire, MV Suez Attacked Again

As Reported HERE

MV Orna Burns as Freed MV Suez Attacked Again

By ABDI FATAH HASAN FARAH , ANDREW MWANGURA 06/15/2011

EU NAVFOR

MV Orna

Drama is unfolding along Somalia's coast tonight as the hijacked MV Orna burns and the recently freed MV Suez was again attacked by Somali pirates.
MV Orna
MV Orna, laden with over 26,000 tons of coal, is reportedly on fire near Handule, some 18km north of Haradheere, Somalia. She had most recently been operating as a pirate mothership.
The Panama flagged bulk carrier was hijacked on December 20, 2010 some 400 nautical miles northeast of the Seychelles on her way from Durban, South Africa to Okhaa, India.
The attack was launched from 2 attack skiffs, with pirates firing small arms and rocket propelled grenades at the merchant vessel. The vessel was stopped and boarded by at least 4 pirates.
The safety of the hostages (18 Syrians and 1 Sri Lankan) is unknown.
MV Suez
Somali pirates attempted to hijack the MV Suez which had just been release by pirates on Sunday and was on her way to Eritrea for ships stores and a crew change.
She was attacked by 4 armed pirates on a skiff. One pirate managed to get on-board but was overpowered by the crew. He jumped overboard leaving his AK-47 on the Suez.
She is now heading to Salalah with a naval escort.
The Egyptian owned general cargo vessel was hijacked in the Gulf of Aden on August 2, 2010 as she transited from Pakistan to Eritrea.
The crew is comprised of six Indians, four Pakistanis, and 12 Egyptians. Other sources report 11 Egyptians on board.

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© 2010 - 2011 Somalia Report. All rights reserved.

 

Asian Ship Owners Angry

As Reported HERE

Angry Asian shipowners call for action against rising ship piracy

 

MANILA, Philippines — Asian shipowners have expressed impatience, anger and frustration at the ever-increasing number of attacks on ships and seafarers by Somali pirates.

“Somali piracy and ship hijackings have become rampant since the collapse of Somalia’s central government more than 20 years ago. It is now time to take effective action and eradicate piracy,” said Johnson Sutjipto, Chairman of the 20th Asian Shippers Forum (ASF).

The ASF has expressed grave concern that the waters off the coast of Somalia have grown increasingly treacherous as hijackings, kidnappings, and extortion have proliferated over the past several years, forcing some shipowners to employ armed guards to ensure the safety of their ships and crews.

Robert Ho, the acting chairman of the Ship Insurance and Liability committee stressed that the various liabilities, potentially incurred through the carriage of private armed guards on a ship in an attempt to protect its seafarers, are defined.

Ho said these liabilities should not fall on the master of the ship or the owner, who may have no other option but to consider the employment of armed guards because Governments are unable or unwilling to provide the appropriate security.

“Pirates were once confined to the waters of the Gulf of Aden and off the Horn of Africa, but with each success, they have grown ever more daring and extended their area of operation. It is high time for all governments, the United Nations and the International Maritime Organization to come together and put an end to these criminal activities! We cannot tolerate nor allow this to continue any longer,” said S. S. Teo, chairman of the Safe Navigation and Environment committee.

Yasumi Kudo, chairman of the Shipping Economics Review committee emphasized that, “pirates have apparently concluded that the rewards of hijackings far outweigh the risk of capture and punishment. The cost of organized piracy to global trade, estimated to be $7 to $12 billion per annum, is simply unsustainable.”

It was reported that 26 ships and 522 seafarers were being held hostage off the coast of Somalia, some for extremely lengthy periods.

Philippines bids for UN's top marine post

As reported HERE
The Philippines, the biggest supplier of seamen in the world, is making its first bid for the secretary-generalship of the International Maritime Organization (IMO).
The IMO is the United Nations specialized agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships.
Diplomat Neil Frank Ferrer, 42, the Filipino candidate, has been the Philippine representative to the IMO over the past 12 years and has served as chair of the powerful Maritime Safety Committee (MSC). He knows the ins and outs of the organization and has grown with the times under the IMO.
The next IMO chief will need to keep an eye on the safety and security of maritime transport in the face of increased piracy. Environmental issues are also high on the agenda. Promoting the rights and welfare of seafarers is also the IMO's work.
Ferrer holds a degree in Political Science from the University of the Philippines. After passing the consular exams for young ambassadors and joining the foreign service, he took up his Masters of Science in Economics at the De La Salle University, and later a Master of Arts in International Boundaries (with distinction) from the University of Durham in the United Kingdom.
Aside from posts in the Philippine embassies in China and the UK, Ferrer began as the alternate Permanent Representative of the Philippines to the IMO (including the International Mobile Satellite Organization and the International Oil Pollution Compensation Funds in London, UK.) He has also worked with the International Labor Organization in the Expert Working Group on Liability and Compensation regarding claims for Death, Personal Injury and Abandonment of Seafarers (2009).
Ferrer was elected president of the IMO Diplomatic Conference held in Manila in 2010.
A former assistant to the Marine and Ocean Affairs of the Department of Foreign Affairs, he is also considered one the country's experts on the United Nations Convention on the Law of the Sea (Unclos).
The IMO leadership is being contested by candidates from other strong seafaring countries like Japan, Cyprus, the United States and others.
The IMO elections will be held this June with run-off elections expected until July or until a clear majority emerges.
Ferrer got an early endorsement from the Associate Marine Officers and Ratings, Inc. (Amor) which counts thousands of seafarers working onboard ships worldwide.
President Benigno Aquino and his diplomatic officers will of course be campaigning for him. The Department of Transportation & Communications will be sponsoring a dinner in his honor during the IMO convention this month.
It may add to Ferrer's stature that he enjoys the support of the current IMO secretary-general, Mr. Efthimios Mitropoulos of Greece, mainly because of his outstanding performance and dedicated leadership.
During the Maritime Safety Committee Meeting last May 11-20 in London, Ferrer served as the chair and did well in steering the debates and discussions. When he delivered his final statement, many of the delegates stood up to express their support for him and the committee. The Filipinos in the meeting took their cue and began some impromptu campaigning for Ferrer.
There are almost 300,000 Filipino seamen deployed in almost every port and ship in the world. Its about time a Filipino takes his place at the helm of the IMO.

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