42953 (Piracy in Somaly), страница 2

The most noticeable change in the past year has been the shift in the main area of activity. Whereas in 2007 a lot of piracy was focused on Southern Somalia and Mogadishu port where, according to the UN monitoring group, port officials helped facilitate several attacks,⁴ in 2008 the vast majority of attacks have taken place in the Gulf of Aden. This makes sense since, as noted above, the Gulf is a major shipping route with around 16,000 vessels passing through each year and offers much richer pickings than Mogadishu. The funnel-like shape of the Gulf also means that shipping is easier to locate and hunt down than in the sea off Somalia’s southern coast. As will be discussed below, this shift in focus should be of great concern to the international community.

The pirates have improved their equipment and now use GPS systems and satellite phones. It is also likely that they are plugged into an international network that feeds information from ports in the Gulf, Europe and Asia back to Somalia. All this, coupled with their use of mother ships, now gives them a greater ability to find and capture potential targets. Pirates are no longer simply opportunists; their operations are becoming increasingly sophisticated and are likely to continue developing in this direction if responses do not change. Establishing how organized the piracy gangs are is difficult but the growth in activity in 2008 seems to indicate that this is becoming an increasingly professional operation. Some reports say numbers of pirates have increased from the hundreds to the thousands.

Worryingly, it appears that pirates are becoming more aggressive; East Africa analysts report that pirates are using MANPADS (Man Portable Air Defence Systems) in territorial waters and several recent reports indicate that they have begun to use RPGs during their attacks. In the past their method of attack was limited to firing automatic weapons as they approached a vessel, and the use of grenade launchers introduces a much greater risk of loss of life and damage to property. The firing of RPGs at tankers (such as at the Takayama) should be a reason for grave concern, particularly because of the risk of fire. In general captured crew are well treated, although the enormous psychological strain should not be underestimated, but two examples demonstrate that there is nothing romantic about being held by pirates. The two German yachters referred to earlier reported that they had been beaten, and crew aboard the Lehmann Timber reported that they lacked food and water and that their captors were becoming increasingly erratic as their captivity dragged on.⁵ The first reported fatality was reported by the Malaysian International Shipping Corporation (MISC) onAugust 2008 after pirates had boarded a palm oil tanker three days earlier. If pirates are becoming more ruthless it is likely to be only a matter of time before more people are killed. And operating in an area full of rich pickings and with enormous rewards on offer seems likely to point to a trajectory of increasing ruthlessness.

1.5The international response

The international community has made several attempts to deal with the issue of piracy around Somalia. The most successful has been escorts for World Food Programme ships which had been unable to enter Somali waters until France, Denmark, the Netherlands and most recently Canada agreed to provide naval escorts from November 2007 to June 2008. A more general approach has focused on Combined Taskforce 150 (CTF150), a coalition naval taskforce covering the Gulf of Aden, Gulf of Oman, Arabian Sea, Red Sea and the Indian Ocean. CTF150’s primary responsibility is to assist in the ‘war on terror’, so piracy is lower on their list of priorities. However some of the roughly fifteen ships making up CTF150 have been involved in deterring pirate attacks. To strengthen the hand of international naval forces, on 2 June 2008 the UN Security Council passed the US/France-sponsored resolution 1816 that gives foreign warships the right to enter Somali waters ‘for the purposes of repressing acts of piracy and armed robbery at sea’ by ‘all necessary means’⁶ The most recent initiative involves the establishment of a ‘Maritime Security Patrol Area’ (MSPA) which coalition navies will patrol. The hope is that shipping will stay in these zones and hence be in range of military assistance if they are threatened. To date these measures do not seem to have had much impact, although it is too early to comment on the efficacy of the MSPA.

The hijack of two Malaysian tankers prompted Malaysia to send three ships to the Gulf of Aden in September 2008; however, these will only have responsibility for escorting MISC ships.24 In recent years India has begun to take a greater interest in the African side of the Indian Ocean Rim for a number of reasons including a desire to compete with China, but the danger of piracy is also of concern. The Indian navy has indicated a willingness to send support to the Gulf of Aden. Indeed it has gone so far as tore mind the government that it is ready to help ships carrying Indian nationals. However, analysts assert that the Indian government is reluctant to involve itself with the internal affairs of another country.

To date France is the country that has taken the most robust stand against piracy off Somalia. Following the ransom payment and the release of Le Ponant, French naval special forces tracked down and arrested six pirates who are now awaiting trial in France. Again, when a French pleasure yacht was captured on 2 September, President Sarkozy authorized a successful assault on the boat that rescued the sailors, killed one pirate and captured the rest. Although French action is robust, it is unlikely to act as a deterrent for future attacks since the potential rewards of piracy still far outweigh the potential risks. So far the two operations have not resulted in the death of a hostage but that is a danger that must be considered before future operations are launched. Resources concentrated on preventing piracywill produce greater benefits than those used on dramatic rescues. The EU has established a mission under the ESDP (European Security and Defence Policy) to provide a coordination cell (EU NAVCO) for the fight against piracy.⁷

Coordination of the different naval and air assets in the region could help to improve the efficacy of the fight against piracy. However, at present this cell consists of Commander Andres Breijo-Claur, seconded from the Spanish navy, and only four others, who will receive only 60,000 euro to facilitate their work. While it is to be welcomed that the EU is taking some action, and the difficulty in organizing common defence action is recognized, this effort may well turn out to be more symbolic than practical. The area of coordination is one in which the EU could provide very useful assistance if the cell is properly staffed and financed.

Box 1: A victim’s story

Captain Darch was the skipper of the Svitzer Korsakov when it was boarded by pirates on 1 February 2008. He and his five crew mates were held for 47 days, until 18 March.

At about 3pm on Friday 1 February, seventy miles north of Cape Gwardafuy, I was alerted by a shout. On our starboard side were five pirates in a six-metre white plastic boat powered by 48hp Yamaha engines. I thrashed the tug to the left, then right, forcing them to sheer away. This cat and mouse game continued until another boat with four more approached. I knew we couldn’t avoid them so I stopped our engine. The pirates next attempted to winch their boats to ours but only succeeded in dumping their spare ammunition into the sea. Later the first onto to the bridge said; ‘I am Andrew and speak English. This is Omar, our Captain. Do as you are told.’

On the orders of ‘Capt. Omar’ we moved south. By late Sunday we arrived in Eyl where15 more pirates boarded our ship. From then on around twenty were always aboard, including their personal Mullah. I convinced Omar to let us go north to Gabbac, a more sheltered spot. One pirate called Ahmed told us he had been in the coastguard, and only Ahmed and one or two others who had also been coastguards understood our engines. From then on we were trailed by a US warship and smaller Somali boats resupplied us.

The pirates, armed with AK47s, spent every day chewing khat. We survived on cigarettes, water, goat, camel’s milk and chapattis. Our relationship with the pirates was mostly amicable except for one incident. Omar kept saying ‘go on – go on’ but the anchorage wasn’t safe. He hit me across the back of my head. I said we wouldn’t go anywhere if he hit me again and he didn’t. Later another man called Omar joined us. He said he was there to make sure we were looked after. During the ordeal, I lost weight but was never really hungry. Genuinely, I think they just needed the money.

Ten days after our capture the Chief Engineer – Fred – and I hatched a plan. I tried to get a coded message to the Americans via Copenhagen. At midnight on the 11th we blacked out the ship and blockaded ourselves into the ballast tank. We listened for the attack, but all we could hear was the Somalis trying to get at us. At five in the afternoon we tried to give ourselves up but they had bolted us in.

We thumped on the door and they let us out at seven. After this we lost all our privileges and they followed us everywhere. Sometimes, as time dragged on, the younger pirates suggested killing the Russians and sinking the boat. They thought Fred and I were more valuable. Every day we talked about the ransom. Initially they asked for $2.5 million but Fred convinced them the company would never give that much. During the negotiations one time the new interpreter (Geli), a schoolteacher, said: ‘Look, here this is your last chance – give us the money in three days or the crew will be shot, you can put that in your pipe and smoke it.’ The negotiations were handled by Control Risks who have experience at that. They later tried $900,000 but eventually settled for $678,000. The money was assembled as cash in Dubai where they hoped a Somali businessman would handle the delivery for them, but no one would. In the end the money came on a boat. It came alongside with the crew hidden. Our pirates went over and moved the money across. Now the pirates had the boat, the crew and the money! All night the pirates divided the money between themselves. Most left in the morning but Omar and the schoolteacher said it wasn’t safe for them to go ashore here, so we dropped them further north. Next day we met up with the warship. I asked why they didn’t attack; one guy said they hadn’t received the message; another said: ‘Even if we had received it we’d need an order from higher up to do anything.’ We were held for 47 days. We went from Oman to Dubai, where we met our wives. I said it was the trip to end all trips but I’ve been on a few since then.

Source: Interview with the author, 15 September 2008

2. Why it matters to the international community

There are deeper reasons why the international community needs to take heed of this problem than simple law enforcement. They can be divided into four areas:

what piracy does to Somalia;

what it does to international trade, especially oil;

the danger to the environment;

the potential terrorist threat.

2.1 What piracy does to Somalia

The danger of Somali waters in late 2007 forced the WFP to suspend food deliveries by sea (delivery by land is just as risky and is impractical for transporting large quantities of food aid). According to the WFP, Somalia will require at least 185,000 tonnes of food aid in 2008. This was temporarily solved by the naval escorts for WFP vessels mentioned above. The WFP was forced to stop for two months when the Netherlands completed its stint until Canada announced that the HMCS Ville de Québec would escort WFP deliveries. Without the naval escorts and the regular delivery of food aid, Somalia’s food stocks were seriously threatened. In a country without a functioning central government that is suffering from drought and war, and with over a million internally displaced people,⁸ imported food aid is essential. The uncertainty surrounding escorts for WFP ships needs to end and escorts should be pledged in advance so that dangerous gaps in food delivery can be avoided. If the international community does only one thing, then ensuring the safe delivery of food aid should be the priority. Somalia is one of the most dangerous and violent places in the world. Arms are freely available throughout the country and there are almost daily reports of explosions, murders, skirmishes, battles and kidnappings across the country. While pirates themselves keep the majority of the funds they generate, a significant amount is passed on to important locals, some of whom are involved in the ongoing war. These regular injections of cash undoubtedly help to finance the war. Some reports31 link piracy money to the US terror-listed Al Shabaab, which emerged as a youth militia during the rule of the Islamic Courts and is now fighting an insurgency against Ethiopian and government troops. Eradicating piracy will not stop the war, but it may reduce the money available for arms purchases.

The lack of maritime security also allows a busy people- and arms-smuggling trade to flourish and encourages illegal fishing in Somali waters. Greater efforts by the international community to combat piracy should have a positive impact in these areas as well.

2.2 What piracy does to international trade

Clearly a company whose cargo is prevented from reaching its destination on time will lose money. Add to this the cost of paying ransoms and already the damaging economic effect of Somali piracy can be seen. The consequences are not limited only to companies whose vessels are hijacked; of wider concern is the growth of insurance premiums for ships that need to pass through the Gulf of Aden. The danger means that war risk insurance premiums must now be paid: premiums are reported to have risen tenfold in a year.⁹ If the cost of extra insurance becomes prohibitive, or the danger simply too great, shipping companies may avoid the Gulf of Aden and take the long route to Europe and North America around the Cape of Good Hope. Indeed this option is mentioned by shipping industry insiders as a very real possibility. The extra weeks of travel and fuel consumption would add considerably to the cost of transporting goods. At a time when the price of oil is a major concern, anything that could contribute to a further rise in prices must be considered very serious indeed.