Somali pirates threaten to kill Indian and South Korean hostages

Somali pirates are threatening to kill Indian and South Korean crewmembers if those nations do not free pirates that have been captured by their navies, reports say. A recently released video clip shown on 'Somali Channel' shows South Korean sailors surrounded by gun toting Somali pirates; the pirates say that the four hostages- believed to be from a Singapore flagged vessel that was hijacked almost a year ago- will not be released unless their demands are met.

The officers on the video- the Master, Chief Engineer, Chief Officer and Second Officer- say that they are in danger, suffer from pain and lack of food and water and are in poor health. They say that the Somali pirates are demanding, amongst other things, "millions of dollars" in compensation for the families of pirates who were killed last year by the South Korean navy. One hostage, Lee Sang-Ho, said that the pirates are also demanding the release of five Somalis taken prisoner last year who are now on trial in Korea. Pirates had released Indonesian, Chinese and Burmese crewmembers from the tanker, but- as with the seven Asphalt Venture Indian hostages- kept the South Koreans back.

Along with the US, India and South Korea have often mounted aggressive attacks on pirate mother ships last year; well over a hundred Somalis have been arrested and brought to India. Although recent reports have suggested that a deal is being struck between the pirates and Indian authorities to free the Indian crew taken ashore in Somalia when the 'Asphalt Venture' was ransomed in September last year, both South Korea and India have generally refused to negotiate with pirates. 

Robust Indian naval action against mother ships close to the country's western coast had resulted in the capture of well over a hundred Somali pirates early last year. The Asphalt Venture release later in the year brought into focus a new ploy by pirates- keeping nationals of some countries as bargaining chips even after a ransom had been paid. The Somali Ambassador to India had also requested the return of the Somali pirates held in Indian jails, even as reports emerged of ill treatment of Indians held by Somali pirates, not to speak of threats that are made periodically against their lives. 

Alastair Evitt, Chairman of SOS SaveOurSeafarers, points out that India has the second largest seafaring population and Indians constitute the second largest nationality held by Somali pirates- 65 out of 256, current figures show. "Out of the 40 additional seafarers being held ashore, with no ship to be ransomed, at least 7 are Indian. Hostages suffer both physically and psychologically while being held prisoners for ransom, and their families also suffer huge anguish for their loved ones."

Intelligence analyst Tim Hart at Maritime and Underwater Security Consultants in London says that the pirates have, today, a new motivation: revenge. "The ransom is still, obviously, very much at the top of their minds. However, they can focus an awful lot on the political aspect, especially when there has been more offensive action launched previously," he says, adding that this puts the hostages at greater risk today.

"This political turn, combined with the increased reports about more mistreatment of hostages, shows how that structured model is kind of breaking down and they are getting more and more desperate as their success level falls"

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IBF declares Benin and Nigerian waters 'high risk' for piracy

Crew to get same benefits as in 'Somali' HRA

In response to the increasingly violent attacks on crews in the territorial waters of Nigeria and Benin in West Africa, the IBF (International Bargaining Forum) has declared those areas 'High Risk Areas' (HRA) for piracy. The decision will come into effect on April 1 and will give seafarers the same benefits in these waters as they get in the HRA off Somalia, including a doubling of basic wages and death or disability compensation, the need for enhanced security measures, advance notice of intent to enter the area and the right to refuse to enter it.

The IBF is a forum for discussion between the International Transport Workers’ Federation (ITF) and its member unions, and the maritime employers in the Joint Negotiating Group (JNG). Although the HRA decision pertains to ships that operate under an IBF agreement, the ITF is considering adopting these to non-IBF agreements as well, reports say.


The decision has come, the IBF says, as it is "increasingly concerned about the deteriorating situation in respect of security of crews employed on IBF vessels in the Gulf of Guinea. Specifically, available reports of attacks leading to forceful seizure of cargo and kidnapping of crewmembers have been considered at length. The increase in the number of attacks and the violent tactics of hostage taking applied by armed gangs have been found disturbing, particularly in the waters and ports of Nigeria and Benin. The necessity of an adequate response to the situation has become clear in an effort to bring greater security and guarantees to seafarers serving on IBF ships in the area".


Besides establishing coordinates for the West African HRA, the IBF has included "the territorial waters of Benin and Nigeria, including ports, terminals and roads anchorages, the delta of the Niger river, other inland waterways and port facilities, except only when the vessel is attached securely to a berth or SBM facility in a guarded port area". When ships are within the HRA, their crews will be entitled- in addition to adequate protection, advice and compensations already mentioned- to the advantages of Best Management Practices, sufficient notice of owners' intent to enter the HRA, repatriation at owner's cost at seafarer's request and support to seafarer families if a vessel is attacked.


It must be pointed out that, although the declaration of the new HRA was inevitable, there is a different dimension to piracy in the Gulf of Guinea when compared with that off Somalia: the former does not involve hijacking of ships for long periods because there are no safe havens for pirates off West Africa. Instead, pirates attack, loot valuables and cargo and take crews hostage for ransom. Some seafarers have been killed in the violence during the attacks; the GOG pirates seem much more trigger-happy.


Another worrying aspect of the GOG HRA for owners is this: Many vessels will stay for a much longer time within the GOG HRA than that off Somalia, where ships remain in the HRA for days, not weeks or even months as in the GOG. This is bound to escalate costs for all parties involved.

Anti Piracy floating armouries cause concern

The Associated Press reports that the use of floating armouries by private anti- piracy security outfits is drawing attention to a "legal grey area since few, if any, governments have laws governing the practice." The situation is further complicated by the fact that some of the vessels being used to store arms are conveniently registered across the world and some security firms "have simply not informed the governments of the flag their ship is flying," according to sources quoted in the report.


Nick Davis of the Maritime Guard Group asks for more control over these armed flotillas. "Everything has got to be secured correctly, recorded, bonded, the correct locks, and so on. It's not just a case of find a room, put some weapons in it and everybody chill out." In the absence of laws, "Companies are just being economical with the truth," he says.

The practice has mushroomed since last year but has only recently drawn media attention. Britain, which hosts many of these companies, is reportedly investigating if any laws are being broken. Analysts say that there up to a dozen of these arms carrying ships remain in international waters in the Red Sea, off the UAE and off Madagascar, and many are not operating legally. In addition, many are small, with no secure arms storage facilities or guards for protection.

Security companies use these armouries to circumvent strict weapons rules in many countries; the arms stay in international waters while mercenaries fly in and out without regulatory hassles. No proper logs of weapons or 'shots fired' are maintained. A ship will typically pick up weapons from one floating armoury and then drop them off to another after transitting pirate waters. The guards may or may not remain aboard. The system is cheaper than having to go into port to pick up armed escorts and it circumvents stringent regulations that many Flag States enforce.

The problem is that countries do not have a system to regulate these floating armouries. This allows shady operators to flourish. "Ships have to use armed guards, yet none of the governments want to provide an ethical and accountable way of using firearms," says Davis. The UN's Alan Cole says that these arms regulations are complex and ever-changing. Davis agrees, pointing out that Egypt, Oman and Kenya have all changed their regulations in the last month.

It is also easier for operators of these arms carrying flotillas to store them on Flag Of Convenience vessels, where controls are easier and where not too many questions are asked. However, those that want to follow the law complain that it is not easy to do so. Legislation has "simply not kept pace with the rapid growth of the maritime private security industry, says Adjoa Anyimadu, a piracy expert at British think tank Chatham House," quoted in the Associated Press.

"There's lots of calls — particularly from the shipping industry — for there to be more regulation," she said.

EU to attack pirates on land in Somalia.

In what is undoubtedly a significant development, the European Union will enlarge its mission against piracy to give its military forces the authority to attack Somali pirates on land, along the coast and in the internal waterways of Somalia. The EU foreign ministers meeting in Brussels last week did not explain what it meant by “coastal territory and internal waters,” but officials have confirmed that the new mandate will mean that the forces of 'Operation Atalanta'- started in 2008 against Somali piracy- will now be able to target boats, fuel dumps, logistical support centres or land vehicles well within Somali waters or territory.


In addition, Operation Atalanta will be expended till at least the end of 2014, a statement after the meeting clarified, adding that the Somali transitional government has accepted the EU’s offer for greater collaboration in the operation. "Today’s decision will enable Operation Atalanta Forces to work directly with the transitional federal government and other Somali entities to support their fight against piracy in the coastal areas,” the statement said.

The EU, with between five and ten warships, is just one of the many navies involved off the Horn of Africa in anti piracy operations. NATO has a similar number of vessels in the area, and countries across the world have sent in their navies to fight piracy in the region over the years.

Commander of Atalanta Rear Admiral Duncan Potts told the Associated Press: "Piracy has caused so much misery to the Somali people and to the crews of ships transiting the area and it is right that we continue to move forward in our efforts."

Somalia's long coastline has meant that it has been relatively easy, thus far, for pirates to hide their boats, fuel supplies or hostages. With pirates- and their accomplices in the terrorist Al Shabaab- using these havens to hide hostages, including those taken from border resorts in Kenya, the EU and NATO stepped up military operations in Somalia months ago. The success of those missions has undoubtedly encouraged the EU to give its forces more teeth in dealing with the scourge.

In line with its pronouncement, the French naval amphibious assault ship Dixmude has been stationed to reinforce Atalanta. The 21,000-ton warship can act as a full support base for 16 helicopters; no doubt, some of these will be pressed into service soon. With pirate attacks declining thanks to the relatively widespread use of armed guards on merchant vessels, it appears that the EU feels that it is time to escalate operations against pirates to weed out the menace once and for all.

NATO and the EU have obviously coordinated their military efforts. Speaking anonymously, a NATO official said that the organisation too was revising its rules of engagement “with a view to reinforcing them.” He added, though, that “actions on land are not part of this reinforcement.”

'Titanic' Director Cameron heads for the deepest point on earth.

                                          "Deepsea Challenger"

"Titanic" director James Cameron will attempt to dive to the deepest place on earth - the deepest any human has gone solo- in a submersible "as futuristic as anything in his movies," project partner National Geographic Scientific Institution says.  He is headed for the Mariana Trench's Challenger Deep; at seven miles deep, Mount Everest would be one mile below the surface if it were dropped here.

Cameron has already broken the record during testing of his submersible 'Deepsea Challenger' off Papua New Guinea earlier this month, when he dived 5.1 miles below the surface, says National Geographic. He will return from Challenger Deep in the Western Pacific with photographs, animal specimens and other samples; National Geographic said the mission would "expand our knowledge and understanding of these largely unknown parts of the planet." Scientists say that the dive will also help in predict earthquakes and answer some questions on how life began on the planet.

Fifty seven year old Cameron will not be the first human to visit Challenger Deep- two men aboard the US Navy submersible Trieste hold that honour since 1960. They could stay down for only twenty minutes, though, with a view obscured by silt stirred up when they landed. Cameron expects to stay six hours solo on the seafloor during which he will film and collect specimens with a robotic arm. His submersible, the 26 foot Deepsea Challenger, weighs just 12 tonnes; twelve times lighter than Trieste. Cameron will be stuffed into a three and half foot steel "pilot sphere", where he will not be able to extend his arms or legs completely. The pressure on the submersible will be- at 16,000 lbs per square inch- tremendous. "It would be about the equivalent of turning the Eiffel Tower upside down and resting it on your big toe," says team member Patricia Fryer.

"It's like a clown car in there," Cameron said. "You barely have room to get in, and then they hand you another 50 pounds of equipment."

Cameron and his team will test the Deep Sea Challenger off Guam next, close to the 1500 mile long Mariana Trench. For safety, the submersible has three independent systems that can jettison the heavy steel plates that allow it to sink—sending the craft up to the water surface automatically. Because of the extreme pressure, the Deep Sea Challenge will actually shrink more than six centimetres during the one and a half hour long descent. Once down, twelve thrusters will allow it to move or hover in place. Special independent 'landers' with bait sent down separately will lure any sea creatures which will be retrieved "still cold, still under pressure" by the team for study, says Kevin Hardy of the Scripps Institute of Oceanography, adding that some of these species may be alien. "If you can imagine a wild animal, you'll find it down there," he says.

Cameron, who built his miniature submarine secretly in Australia over eight years, is well aware of the dangers of the expedition. "When you're making a movie, everybody's read the script and they know what's going to happen next," he says. "When you're on an expedition, nature hasn't read the script, the ocean hasn't read the script, and no one knows what's going to happen next," he says.

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