1.3 Ransoms
If Somalia provides the perfect environment for piracy, it is the payment of massive ransoms that provides the motivation. A few years ago ransoms were in the tens to hundreds of thousands of dollars range. So far in 2008 they have hovered between half-a-million and two million dollars, although recent reports indicate that demands have again shot up; $3.5 million has been demanded for the release of the MV Stella Maris which has been held since 20 July.15 Total ransom payments for 2008 probably lie in the range of US$18-30 million. Inflation of ransom demands makes this an ever more lucrative business. Shipping firms, and sometimes governments, are prepared to pay these sums since they are relatively small compared with the value of a ship, let alone the life of crew members. The internationalshipping association BIMCO has said that the payment of ransoms has probably exacerbated the situation and would prefer the industry not to pay, but it recognizes that there is little alternative as long as any sort of rescue or intervention is unlikely. As pirates become more brazen, it seems unlikely that shipping firms will be prepared to risk the loss of life and equipment for the greater good.
1.4 New trends
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 Report of the Monitoring Group on Somalia pursuant to Security Council resolution 1766 (2007). 24 April 2008.
http://daccessdds.un.org/doc/UNDOC/GEN/N08/290/68/PDF/N0829068.pdf?OpenElement. 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. 16 Report of the Monitoring Group on Somalia pursuant to Security Council resolution 1766 (2007). 24 April 2008.
http://daccessdds.un.org/doc/UNDOC/GEN/N08/290/68/PDF/N0829068.pdf?OpenElement.
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' UN SC Resolution 1816. http://www.unhcr.org/refworld/country,,UNSC,,SOM,,48464c622,0.html. 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. 29 Official Journal of the European Union L 252/39, 20 September 2008. http://eur-lex.europa.eu/JOIndex.do.
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.
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