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2003–2008 1,845 2004–2009 388 ICC IMB 2008 Piracy and Armed Robbery Against Ships Annual Report ICC IMB 2009 Report for the Period 1 January – 31 March, 2009
During the period 2003–2008, there appeared to be a downward trend in actual and
attempted attacks despite a slight increase in the number of attacks in 2007–2008 (Figure 1). This
trend is primarily due to the high number of attacks (N2003 = 445) in 2003, compared with the
declining numbers in the subsequent three years (N2004 = 329; N2005 = 276; N2006 = 239).
reported cases involve juveniles who have been kidnapped and forced into piracy.22
Together, routine activities, crime pattern theory, and rational choice, form “opportunity
theory,” which suggests specific situations, environments, and products can be intentionally
manipulated to reduce crime. That is, interventions can be specifically constructed to “design-out”
crime.
Liquidating
stolen goods may involve cooperation from local officials who use the proceeds to further corrupt
already destabilized governments.
23 There is a large body of historical and contemporary research24 supporting this theory
through a wide range of criminal behaviors including delinquency25, deceit26, burglary27, and auto
theft.28
Despite the problems plaguing certain developing regions and the propensity of pirate youth
to use violence to achieve their goals, a ship’s master may unwittingly precipitate their own demise
through the routine activities of shipping. Vessel security is dependent upon the activities of the
crew and the master’s itinerary. The route traveled, the season, the port of call, the regulations that
govern shipping, the time of departure and arrival, and the nature of the cargo, among the many, all
contribute to the routine of shipping. In the interest of time, inasmuch as time is money, ship
masters rely on the familiar; that which has saved time and effort in the past is likely to do so in the
future, thus keeping deliveries on schedule. Deliveries that are on-time are dependable and cheaper,
The consistent premise of this line of inquiry is that increasing risk or effort and reducing
the benefits of crime—dimensions that can be intentionally controlled by industry, government, and
individual citizens—has much to do with someone’s decision to commit or forego criminal activity.
22 Zambito, Boyle and Connor, 2009. 23 Felson and Clarke, 1998; Jeffrey, 1971; Newman, 1972, 1996. 24 Visit the Center for Problem Oriented Policing (www.popcenter.org) for more than 1,000 examples of problem-oriented projects by police departments, as well as a collection of problem-specific guides and other resources on situational crime prevention. 25 Burt, 1925. 26 Farrington and Knight, 1980; Hartshorne and May, 1928. 27 Brantingham and Brantingham, 1975; Reppetto, 1974; Scar, 1973.
1. Gangway Security—A vessel’s gangway is the easiest point of access to a vessel when she is moored at berth. Too often, the crew member assigned to monitor gangway access is not given clear instructions for boarding procedures and when to call for the assistance of an officer. Furthermore, decreased staffing levels on ships often result in the gangway watchman taking on additional responsibilities that require leaving the gangway unattended for periods of time.
identifies some improvements of a comprehensive
management system for shipboard security, which includes access control, entry/exit screening,
surveillance by employees, and rule setting, all aspects of situational crime prevention:
Vessel operators need to emphasize the security aspects of the gangway watchman in procedures and training. Items to be addressed should include Embarking/Disembarking procedures (for crew, guests, and contractors), communication procedures (internal and ship-to-shore), Stores and Package Receiving procedures, and Security Equipment (lighting, CCTV's, hand-held radios, etc.)
In many ports, the terminal or a third party provides a security officer. In such cases, the vessel should have procedures to familiarize the security officer with his responsibilities to the vessel. In all cases, the master of the vessel must ensure that this security is adequate and that security personnel know and understand shipboard requirements and procedures.
2. Modified Pre-Departure Checklists—Most shipping companies have a
pre-arrival/pre-departure checklist for entering and leaving port. Sometimes these checklists are forms that must be completed and filed for verification purposes.
Others act as guidelines and the recording mechanism for completion is a log entry stating that the items on the checklist were inspected and/or tested and in good working order. Companies should review these checklists to verify they provide adequate attention to security related issues. Items like stowaway search and securing restricted access spaces are examples.
3. Modified Vessel Familiarization Tours—A standard requirement for ISM
Code compliant safety management systems is a familiarization tour for crew members new to the vessel. Security requirements such as the conduct of a proper gangway watch, security rounds, recognition of an intruder alarm, and station bill duties for an emergency involving an intruder or hostage situation need to be included in the orientation process.
4. Certificate Validation—One of the most difficult processes to carry out aboard a vessel is validation of a crew member's certification. Forged and illegally obtained documents are widespread and must be dealt with through a cooperative effort from several sources. Validation procedures should include input from the vessel, vessel management, manning agencies or unions, and, in some circumstances, flag-state administrations.
5. Captain’s Interview of Crew Members—Ship’s masters should conduct
one-on-one interviews with each new member of the crew as they sign on. A thorough interview will give the master insight to the capabilities and attitude of the crew member and provide the opportunity to immediately establish policy and expectations aboard the vessel.
6. Security Tours and Contingency Plans—Crew members’ rounds, both at
sea and in port, should always include elements of security. Tours and inspections throughout the vessel can include checks for intrusion and piracy, lock and key control, and adherence to limited access spaces. Also, vessel management systems should be examined for content of their Emergency Response Plans. Most vessels have plans for emergency items such as pollution events (hazmat, oil spills), medical emergencies, fire, abandon ship, man overboard, and many others. However, few vessels have contingency plans for bomb threats, dealing with intruders, or hostage situations.
One of the first tasks that must be undertaken when designing security responses is to
analyze the universe of incidents. Naturally, before any analysis can occur there must be accurate
reporting and indexing of the offenses, preferably in some sort of a central repository. Outrage in
the shipping industry at the alarming growth in piracy on the world’s oceans prompted the creation
of the IMB’s Piracy Reporting Centre in October 1992 in Kuala Lumpur, Malaysia. The Piracy
Reporting Centre responds immediately to acts of piracy to collect and analyze data as well as
evidence for law enforcement agencies and is a form of formal surveillance. Rapid reporting by
shipping companies has been credited with many foiled piracy attempts and multiple victim vessels
being recovered. The IMB has been moving forward to create a variety of public and private
terrorist organizations; second, the proceeds from piracy may be used to finance terrorist operations.
In the wake of the attacks of September 11, 2001, the United States is developing a foreign policy on
terrorism. The logical corollary is for that policy to extend to piracy.
Terrorists [and pirates] are ruthless but not numerous. They control no territory
permanently. If their activities are harassed [and disrupted] by the security forces and
administrative organs of all their potential victims—if no country will harbor them—they
will become outlaws, increasingly obliged to devote their efforts to their own survival. . . .
The key to antiterrorism strategy, therefore, is to eliminate safe havens. . . . The
overwhelming majority of safe havens occur where a government closes its eyes because it
sympathizes with at least some of the objectives of the terrorists—as in Afghanistan, Yemen,
and Somalia. [The United States must create] incentives for the sharing of intelligence.
Security cooperation [must be] improved, designed to interrupt the flow of funds, harass
terrorists communications, and subject the countries that provide safe havens to pressures,
including, in the extreme case, military pressure.34
The International Maritime Organization (IMO) is best poised to assume the leadership role
necessary for disparate (and suspicious) governments to work cooperatively on this important
international issue. The IMO has already made recommendations for a concerted international
effort:
1. Inviting governments to cooperate in the interests of safety of life at sea and
environmental protection by increasing their efforts to suppress and prevent acts of piracy and armed robbery against ships.
2. Inviting governments to develop, as appropriate, agreements and procedures to facilitate cooperation in applying efficient and effective measures to prevent acts of piracy and armed robbery against ships.
3. Encouraging governments to apply the provisions of international instruments aimed at improving safety of life at sea and the prevention and suppression of acts of piracy and armed robbery against ships.35
Piracy will stop when individuals believe there is a greater risk of being captured or killed (pain)
than getting rich (pleasure), as the result of committing an act of piracy. The world’s democracies
should seize the opportunity presented by the IMO and combine anti-piracy efforts with
counterterrorism initiatives. A unified force will be a significant achievement; it will signal the
opening engagement of a continuing worldwide campaign of improving life at sea.
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