Beruflich Dokumente
Kultur Dokumente
on Maritime Piracy
a geospatial analysis 1995-2013
Contributors
Philippe Leymarie, Philippe Rekacewicz,
Agnès Stienne.
product in this report does not imply endorsement Figure 2: IMO and National Center for Ecological Analysis and
Synthesis, Ecosystem-based Management of Coastal Marine
by UNITAR.
Systems http://portal.nceas.uesb.edu/ and http://ebm.nceas.uesb.edu/
GlobalMarine/impacts/transformed/
UNOSAT is a program of the United Nations Institute
for Training and Research (UNITAR), providing Figure 5: Atlas 2014 des enjeux maritimes, Editions Le Marin, Rennes
(France); American Association of Port Authorities (AAPA); US
satellite imagery and related geographic information, department of Commerce, Bureau of Industry and Security.
research and analysis to UN humanitarian &
Figure 6: Maritime Strategies International Ltd; Lloyd’s Register
development agencies & their implementing Group Limited.
partners. Figures 7, 8, 21: The economic cost of Somali piracy 2011 and 2012,
The human cost of maritime piracy 2012, One Earth.
This publication may be reproduced in whole or in
Figure 9: NATO; Maritime Security Centre – Horn of Africa
part and in any form for educational or non-profit
(MSCHOA); EU NAVFOR; Maritime Piracy – Humanitarian Response
purposes without special permission from the Programme; Global Policy Foum (GPF)
copyright holder, provided acknowledgement of the Figure 10: A secret subsidy: Oil companies, the Navy & the response
source is made. UNITAR would appreciate receiving to piracy, Platform London; Mail Online, December 2011; Lowy
a copy of any material that uses this publication as a Institute, September 2012; Maritime Security Review, July 2013.
source. Figure 19: United Nations Convention on the Law of the Sea
(UNCLOS); Sea Around Us Project.
This work by UNITAR/UNOSAT is licensed under a Figure 33: Atlas 2014 des enjeux maritimes, Editions Le Marin,
Creative Commons Attribution-NonCommercial- Rennes (France); Global Insight; Asian Development Bank (ADB):
Financial Time, 10 December 2007; Eurasianet; Interstate Oil and
ShareAlike 3.0 Unported License. Gas Transport to Europe (INOGATE); Transport Corridor Europe-
Caucasus-Asia (TRACECA), Energy Map of the Middle East and
Copyright © United Nations Institute Caspian Sea Areas, Petroleum Economist, London, 2013; Arctic
for Training and Research (UNITAR), 2014. Monitor.
UNOSAT Global Report
on Maritime Piracy
a geospatial analysis 1995-2013
4 | UNOSAT Global Report on Maritime Piracy
Preface
Following a five year engagement by the United Nations
Institute for Training and Research (UNITAR) to conduct
applied research and geospatial analysis on piracy
activities, this report constitutes the first global geospatial
analysis. What started with identifying captured ships
delivering humanitarian assistance and other goods using
satellite imagery later expanded to regional geospatial
analyses for the western Indian Ocean. The current report
assesses piracy at the global level. This research includes
detailed geo-spatial analyses, while relating findings to
complementary factors, including references to specific
examples illustrating the complexity of the piracy issue.
The report also covers the financial aspects of global
piracy, as well as anti-piracy activities and future outlooks
in a changing meteorological climate.
Executive Summary
This global report on maritime piracy has identified several F In addition to the well-known feature of piracy “mother
important trends related to maritime security. Based on ships” from which fast-going skiffs can radiate, a new trend
a refined and detailed analysis of primarily data from of floating armoury vessels supplying anti-piracy entities with
International Maritime Organization (IMO) Global Integrated weapons out in international waters is observed.
Shipping Information System (GISIS) «Piracy and Armed
Robbery» module UNITAR has been able to explore how In the Gulf of Guinea, the trend is to some degree different of
trends in geospatial patterns and severity of reported piracy that in western Indian Ocean, although at a smaller scale in
incidents are developing, from 1995 to 2013. Some detailed terms of number of attacks carried out:
geospatial analyses focus on the period 2006-2013 due to F The number of attacks show no sign of decreasing;
improved records for geo-locating incidents. Our analysis F Attacks in the high seas have increased, while attacks in
includes the added cost of piracy for the maritime industry ports are on the decrease;
at a global level and how these are linked to anti-piracy F The types of attacks have gone from low-intensity towards
initiatives. Furthermore, costs related to paid ransoms more violent acts;
and effects on the local economy in piracy land-bases are F The Financial losses to the national economies for
explored. There are two areas where significant trends in countries with ports in the Gulf of Guinea are considerable.
piracy activities are observed: the Western Indian Ocean, This has forced certain countries to take military action that
including the Gulf of Aden, and the Gulf of Guinea. In other has proven successful.
areas, notably eastern Indian Ocean, including the Malacca
Strait, and in South America, no major trends are observed. In southeast Asia/Malacca, we observe a slight decrease
While activities in South America are relatively minor, piracy although no significant trend in the number of attacks, or in
in the Malacca Strait continues to be a major disruptor for their severity.
safe routes in the eastern Indian Ocean.
Following the detailed review of IMO’s database structure
As for the Western Indian Ocean, several main observations and in-depth data analysis, a “severity index” to better
are made: differentiate the gravity of reported incidents is proposed for
F There has been a significant reduction in the number of future data collection and analysis. It is important to know
pirate attacks during 2013 – to the extent one can claim they that close to half of all piracy incidents reported globally are
have almost stopped (28 incidents in 2013, of which only 8 not what can be considered severe, i.e. no threat of violence
since 15th August). Not a single vessel was hijacked; has been reported.
F The median distance from where an attack is reported
to the nearest coast has dropped from close to 400 km in With studies indicating a significant shift of the centre of
2010 to under 50 km in 2013, thus indicating a considerable gravity for marine activities to Asia, finding solutions to
reduction in the radius of successful pirate activities; reduce or end piracy is not only a major security issue,
F Incidents involving the use of rocket propelled grenades, but an important economic factor. With changing climatic
relatively heavy armour for pirates, has decreased from 43 in conditions at high latitudes and medium- to low-income
2011 to 3 in 2013; countries in Asia experiencing the largest growth per capita,
F Ransom amounts paid to pirates have decreased from additional transport routes may be explored, including
US$150M in 2011 to about US$60M in 2012; combined pipe-lines and secure area marine shipping routes.
6 | UNOSAT Global Report on Maritime Piracy
West Africa
100
South America
50 50
0 0
1995 2000 2005 2010 2013 1995 2000 2005 2010 2013
a geospatial analysis 1995-2013 |7
400
300
200
100
0
1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013
Properly georeferenced incidents
Incidents for which there is an indication of location, but no georeferences
made publicly available). They may however Between 1995 and August 15th 2013 (the period
be used in future historic review and analysis. of our analysis), the GISIS-IMO database re-
Links: - IMO/GISIS http://gisis.imo.org/Public/ ferences 6,249 incidents. Until 2005, only a
Default.aspx - ICC Piracy Reporting Centre few of them were precisely georeferenced;
http://www.icc-ccs.org/piracy-reporting-centre the only indication on the report was the ap-
- EUNAVFOR http://eunavfor.eu/ and http:// proximate location of the incident. From 2006
eunavfor.eu/key-facts-and-figures - Djibouti onward, most reports include geographical
Code of Conduct http://oceansbeyondpiracy. coordinates (see fig. 1). In the framework of
org/matrix/activity/djibouti-code-conduct and this report, the analyses on long term trends
http://www.imo.org/OurWork/Security/PIU/ cover the whole period as the geographical
Documents/DCoC%20English.pdf - NATO location is almost always specified, but the
Shipping Centre http://www.shipping.nato.int/ geospatial analyses as such cover only the pe-
Pages/LargeAlertMap.aspx riod 2006-2013. O
300
Western Indian Ocean
250 250
Southeast Asia
200 200 Figure 1: Acts of piracy
150
and armed robbery,
150
1995-2013
100 100
Number of attacks
50 50 Severity 2, 3 and 41
Severity 11
0 0
1995 2000 2005 2010 2013 1995 2000 2005 2010 2013 1. See severity levels page 11
8 | UNOSAT Global Report on Maritime Piracy
Figure 2: Main maritime circulation and acts of piracy and armed robbery, 2006-2013
EUROPE
NORTH
AMERICA Mediterranean Sea
EG
Atlantic AFRICA
Ocean
Caracas
GUINEA
Conakry IVORY NIGERIA
VENEZUELA Freetown
SIERRA COAST
COLOMBIA GUYANA LEONE
Belem
ECUADOR
Gulf of
DRC
Guinea
PERU BRAZIL
Pacific Lima
Ocean SOUTH
AMERICA
Very frequent in Southeast Asia, and existing at very weak and destabilized countries, like So-
various intensity in all tropical harbors, piracy malia, where traditional fishery has collapsed.
affects areas where maritime traffic crosses While the country plunged into a devastating
a geospatial analysis 1995-2013 |9
Sea
ASIA
IRAQ
CHINA
IRAN PAKISTAN
EGYPT
Red BANGLADESH
Sea INDIA
Bay of
VIETNAM
Bengal PHILIPPINES
INDONESIA SINGAPOUR
C SOUTHEAST
Indian ASIA
Ocean
war, acts of piracy culminated in 2011 with from the coast. Piracy in the Gulf of Guinea in
pirates having more and more sophisticated West Africa remains stable.
armaments and venturing hundreds of miles
10 | UNOSAT Global Report on Maritime Piracy
2,421 incidents were geopositioned and 3,844 had no geographical references, however they
were classified in a designated area. For example, a non-geopositioned event designed as having
happened in the “Malacca Strait” was classified in the sub-region “Malacca” within the region
“Eastern Indian Ocean”. This two-tier method allowed us to take some aggregate measures on
the whole database. A consistency problem might have arisen, but this was carefully monitored;
most incidents before 2006 were not geopositioned, while most events after 2006 were geopo-
sitioned (see figure 2). Thus, any statistical analysis using precise coordinates should only take
into account incidents after 2006.
There were various ways to approach this issue, and we settled on the following proposal, which
is to be considered as a “tentative severity index”. It is by no means a definitive way of classifying
each individual incident, but a measure that can be useful for statistical aggregates.
a geospatial analysis 1995-2013 | 11
North Atlantic
Black Sea
Caspian Sea
Mediterranean
Gulf
Caribbean of Aden
Red Sea
Pacific
Malacca
Gulf of
Guinea
Pacific
The following fields of the GISIS dataset have been used: “violence”, “assault”, “wounded crew”,
“date of ship capture and release”, “loss of life” and “missing crew”.
The four levels of the “tentative severity index” were defined as:
F Severity 4: one person (or more) dead or missing
F Severity 3: actual violence reported, one person (or more) wounded or taken hostage,
ship taken
F Severity 2: threat of violence or mutiny (“crew involved”)
F Severity 1: no threat of violence reported
Caspian 45
Black Sea 2,593 42
Mediterranean
Sea 1,758 Others
15 1,129 57 1 1,679 unspecified
647 11 620 32 601 4
435 North 2
Atlantic North
Pacific
South America West Western Southeast
Caribbean Africa Indian Ocean Asia
Situation 1995-2013
Situation 1995-2005
a geospatial analysis 1995-2013 | 13
Arctic Ocean
Dover La Perouse
Oresund Strait
Bosphorus
Tsugaru Strait
Windward Gibraltar
passage Suez Dubai Taiwan
North Strait Kaohsiung Pacific
Yucatan Atlantic Salalah Ocean
Mona Luzon
Passage Ocean Strait
Passage
Bab el Mandeb
Panama Colombo Makassar Strait
Canal
Malacca Singapore
Pacific Strait
Ocean Sunda Lombok Torres Strait
Strait Strait
Cape of Indian
South Good Ocean
Atlantic Hope
Ocean
0 1,000 2,000 km
Magellan
strait Scale at the Equator
rica, but not in the Gulf of Guinea and in the Modern day piracy is an example of the “asym-
Caribbean Basin as well as South East Asia. metric threat”: attackers with few means,
valuable targets, wide economic and media
Piracy principally affects the inter-tropical impact and – in the case of the Gulf of Aden –
zone close to strategic passages (Gulf of Aden, spectacular international mobilisation around
Malacca Strait, Singapore Strait) and zones a relative consensus.
with “high added value” such as the Gulf of
Guinea. Although the methods used by pirates in the
Somali Basin have been very basic, they have
It remains difficult to characterise, but ra- proved effective against freighters, oil tan-
ther than adding up the number of attacks or kers, trawlers, cable ships and yachts, thanks
hostage takings, it is important to be able to to the use of light, fast boats linked to “mo-
distinguish between the types of threat, the ther ships”, VHS radio and GPS for naviga-
modus operandi, attempted attacks and the tion, Kalachnikovs and RPG-7 rocket laun-
number of ships actually hijacked, cargo sto- chers to fire shots to intimidate, and ladders
len, and crews taken hostage. and grabs for climbing on board. Once on
14 | UNOSAT Global Report on Maritime Piracy
North
Atlantic Europe Far East
Ocean Asia
North
America
Pacific Middle
Ocean East
Gulf of Pacific
Aden Ocean
South
Million TEU in 2010 South
America Africa
2 20 Asia
South Indian Malacca
5 Atlantic Ocean Strait
45 Ocean
10
board, the pirates can take the crew hostage, But it is also expensive for the countries who
bring the ship to shore and demand ransoms. intervene in these dangerous zones, who must
bear the cost of deploying and maintaining
The direct and indirect global cost military fleets, detection and intelligence, and
“Kidnap and ransom (K&R)” the detention and trial of suspects. And some
Threats against one of the world’s principal coastal countries which are victims of port or
shipping routes provoked a level of internatio- maritime crime suffer a fall in trade and tou-
nal mobilisation never before seen. The Indian rism, and a reduction in subsidies and inter-
Ocean is a key transit route between Europe, national aid.
Asia and Oceania. Although the flow of oil from
the Gulf to the US may be decreasing, it is in- The threat to tuna fishing and cruise ship tou-
creasing to Asia, as are exports – in the other di- rism in the Seychelles’ exclusive economic
rection – to Europe. That is why the bottleneck zone led this small archipelago to get heavily
in the Strait of Malacca, between Singapore involved in combating piracy. Money from
and Indonesia, remains of major strategic im- piracy “laundered” by some Somali families
portance. This passage is often preferred over buying property in the outskirts of Nairobi, in
others which are less insecure but shallower, Kenya, has increased the cost of land there two
requiring a more winding route. or threefold.
Piracy is particularly costly for international This increased risk, which has risen in tan-
shipowners in terms of security equipment, dem with the average ransoms demanded, has
protection fees, danger money paid to crews, created an incentive for insurers to propose
additional insurance premiums, the cost of specific anti-piracy cover. A new “Kidnap and
being diverted off course, and additional fuel Ransom” contract from Lloyd’s has been ta-
costs (to feed engines running at top speed). ken up by several insurers, particularly from
a geospatial analysis 1995-2013 | 15
the UK and the US. Its cost can vary from India, Russia). It includes patrol boats and
$1,500 to $100,000 per crossing, depending maritime patrol aircraft. Since this part of
on the riskiness of the zone, the cargo, type the Indian Ocean has been “secured”, there
of vessel, speed, protective equipment etc. have been obvious results (a spectacular drop
This additional premium, which can amount in piracy attack), even though fishing and
to 0.5% of a ship’s value for a crossing on the yachting has completely disappeared.
Indian Ocean, includes cover for reimburse-
ment of ransoms, fees for negotiators and in- The navies of the big powers…
termediaries, the cost of repatriation, and the The Gulf of Aden –where the maritime traffic
resulting loss of business. But while around is among the most dense in the world – has, in
half of the ships passing through the Gulf recent years, seen an unprecedented mobilisa-
of Aden have anti-piracy cover, only 5% of tion of heavy military power. With the number
ships crossing the Gulf of Guinea are insured of attacks and acts of piracy doubling in 2008,
against piracy attacks. But it has to be recalled three military operations to monitor the zone
that only a few dozen ships are victims of pi- were put in place, operating simultaneously
racy out of roughly 20 000 merchant vessels from the hub of Djibouti (which serves as a
yearly crossing the Indian Ocean. This means base for observation aircraft) and from several
that 99 % of maritime traffick in this area did multinational fleets.
not suffer from piracy attacks.
These are Operation Atalanta of the EU’s na-
Unprecedented international val force (EUNAVFOR), launched in 2008, in
mobilisation which 12 EU countries participate (of which
The Western Indian Ocean zone is secured the UK, France, Germany, Spain, Sweden,
by three international forces: the EU naval Greece, Netherlands, Belgium and Italy). Par-
forces of Operation Atalanta, plus two US ticipation in EUNAVOR however goes beyond
and NATO task forces, along with ships from EU member states (e.g. Norway, Serbia, Mon-
other countries (China, Japan, South Korea, tenegro and Ukraine); the Task Force (TF)
Increased
speed
Billion
2.0
... in the Western Indian Ocean1 ... in Gulf of Guinea2
Security Total: 4.9- 5.3 billion dollars
equipments Total: 0.65 - 0.95 billion dollars
for 413 incidents for 83 incidents
1.5 Military
operations
Insurance
1.0 Re-routing Insurance
Military
operations Armed guards
Labor:
Killed crew Labor cost Billion
0.5 hostages Prosecutions Stolen 0.5
goods Capacity building
Anti-piracy Organizations
Ransoms organizations
0.0 0.0
1. Yearly average for the period 2011-2012.
2. Figures for 2012.
16 | UNOSAT Global Report on Maritime Piracy
Guards and
security equipment
Other … facing the poor on the coast
Military operations
Insurance Increased speed These military fleets – experienced in patrol-
ling the high seas, but not claiming to exert
complete control over these vast areas, have
508 “Ocean Shield” (sailing under NATO forced pirate gangs to change modus ope-
colours) which began in 2009 with 13 contri- randi. The size and quality of the naval forces
buting countries (of which Canada, Denmark, involved have increased the probability of
Greece, Italy, Netherlands, Norway, Portugal, being caught and punished. “We have before
Spain, Turkey, the UK and US) and the Com- us a tactical success but a reversible one”
bined Task Force (CTF) 150/151 (dominated said Rear Admiral Gualtiero Mattesi, Deputy
by the US, which originally had an “anti-ter- Commander of Atalanta in September 2012
rorist” function but became “multi-mission”) in an interview published on the information
with 14 participants, including Australia, website B2 (www.bruxelles2.eu). “It is es-
Bahrain, Pakistan, South Korea, Singapore, sential that pressure be maintained, or even
Turkey, the UK and US. increased, on the pirates and their ‘business
model’. The strategic context, such as the si-
Each of these forces has, on average, 3-6 tuation in Somalia that allows these pirates to
warships (accompanied by support vessels), act, has not yet fundamentally changed.”
relieved every two to three months, with a re-
volving command. In addition, forces under “The motivations of piracy are still very much
the authority of the Indian, Pakistani, Iranian, alive”, said Rear Admiral Bob Tarrant, Atalanta
Japanese, Russian, Chinese or South Korean operation commander in July 2013 (interview
navies carry out specific missions in this sec- with Bruxelles2, 28 July 2013). “Their commu-
tor of the Horn of Africa where an average of nities apparently have no alternative on how
20-30 warships sailed in 2012 – a presence they live. We have a large enough control, but
not seen before, except perhaps during the not all of the sea. […] If we give them the easy
1970-1980 wars in the Gulf, the Horn, and life at sea, I’m sure they will return to piracy.”
southern Africa.
Atalanta’s mandate ends in December 2014,
This is the first time in history that such a but discussions have started within the Euro-
large maritime coalition has existed, and with pean Union to possibly extend it. The Euro-
such extensive (if informal) means of infor- pean parliament has supported Atalanta up
mation exchange and communication. Fleet to now, but has drawn two red lines: inter-
commanders meet monthly at Shared Awa- vention on land, and the use of private mi-
reness and Deconfliction (Shade) meetings, litary contractors. The EU has pursued two
a geospatial analysis 1995-2013 | 17
Pacific
Ocean
other missions in the region: the EU Training heliports and amphibian capabilities to its
Mission (EUTM) in Somalia, training Somali navy’s longstanding Corymbe mission (a per-
forces (based mostly in Uganda but partly manent naval presence, such as a dock lan-
in Mogadishu) and Eucap Nestor, strengthe- ding ship or projection and command ship,
ning maritime capacity in the Horn of Africa sailing the coast of West Africa, from Senegal
(based in Djibouti). to Gabon).
France has played a key role in the composi- Opportunities for new business
tion and operation of this East African anti- Private companies are blooming all over the
piracy force, because of its intimate knowle- Indian Ocean, in response to the important
dge of the Indian Ocean, where it has had a demand of what is called “Privately Contrac-
permanent fleet for around 40 years, its mi- ted Armed Security Personnel” (PCASP). No
litary land bases in Djibouti and Abu Dhabi, one knows whether there is under-repor-
and its overseas territories in the region, ting from ships that have thwarted an attack
notably Reunion and Mayotte. To the west, through use of PCASP.
it has also increased its watch in the Gulf of Some European ships that frequent the zones
Guinea in recent years, adding warships with at risk of piracy have resorted to bringing on
18 | UNOSAT Global Report on Maritime Piracy
However, for researcher Marc-Antoine Pe- “Maritime piracy off the coast of East Africa
rouse de Montclos of the Development Re- cannot be defeated solely through military
search Institute, an expert on both Nigeria and means”, was the view of the European Parlia-
East Africa, the idea that poverty reduction ment on 10 May 2012. But, according to Jean
will necessarily lead to piracy becoming less Guisnel and Viviane Mahler, authors of Pi-
attractive is not proven. He points out that the rates of Somalia, Grasset 2012: “All the players
Niger Delta is far from being the poorest re- in this affair are aware that military action
gion in Nigeria, which itself is not the worst off may have been useful in an emergency, no-
country on the African coast; meanwhile there tably in reducing the number of successful at-
has been practically no piracy off the coasts tacks, but that that is treating the symptoms,
of Angola or Mozambique. And the attacks on not the disease itself ”. The UN Monitoring
boats off Somalia have not necessarily been group on Somalia and Eritrea “has mapped
the work of poor sailors, since these opera- how piracy grew out of a kind of protection
tions require a certain investment of capital, racket in response to illegal fishing and toxic
and the support of intermediaries to negotiate waste dumping, and evolved into a money-
ransoms, and of international businessmen to driven, clan-based, transnational organized
receive the payments. crime, constituting a threat to global ship-
This profitable business is estimated to be served by “140 freshly formed companies, involving
at least 2700 armed guards”. These operations navigate a legal gray area, having to comply with
the shipping flags’ laws and the local laws in ports where the guards board ships. “PMSCs embark
from ports near the Gulf of Aden, including Port Djibouti, Salalah, Muscat, and Dar-Es-Salaam. A
common port for disembarkation is Galle in southern Sri Lanka, an average 13 days passage from
the Suez Canal and close to international shipping routes.” To avoid the maze of local regulations,
some PMSCs have started to procure their weapons literally offshore, from floating armouries
that navigate in international waters. By some accounts, 18 such vessels operate in the Western
Indian Ocean. “This allows their contractors to embark on client ships in port, and pick up their
weapons and equipment during a rendezvous outside of territorial waters. Some companies and
contractors acquire weapons illegally and simply dispose of them overboard at the end of a tran-
sit.” Now that piracy is declining, what clients will this unregulated weapons market turn to? O
a geospatial analysis 1995-2013 | 21
ping” (letter to the Security Council, 12 July tors involved in Somali piracy in 2012. To il-
2013). Fishermen and local villagers claim lustrate the phenomenon of redeployment, it
they acted as “coastguards” to try to dissuade gives the example of Nigerians who had been
foreign ships from fishing in Somali waters. responsible for attacks against private or go-
The spokesman for the men who attacked vernment interests in the Niger Delta beco-
the Ukrainian ship the Faina in 2008 claimed ming advisers or security guards protecting
that piracy was fair compensation for foreign merchant vessels.
trawlers exploiting their fishing grounds. In
fact, the illegal fishing of Somalia’s exclusive Because of the absence of the state, Somalia’s
economic zone (EEZ, 200 nautical miles off 3,700km coastline has also become a dum-
its coast), which has not been policed since ping ground for chemical – even radioactive
the fall of Siad Barre’s government in 1991 – waste, mostly from Europe, reports “Toxic
and the start of the civil war, has deprived Somalia: l’autre piraterie”, an investigation
Somalia of an estimated annual income of at by Paul Moreira broadcast on Franco-Ger-
least €100m. man channel Arte, November 25th 2009.
Some container ships carrying this waste
In 2005, the Food and Agriculture Organi- were hit by the tsunami in 2004 and smashed
sation estimated that there were 700 ships against the shore, spilling their contents,
operating illegally off the Horn of Africa. The risking contamination of the population as
UN Monitoring Group on Somalia and Eri- described in the “UNEP Post-Tsunami Reco-
trea letter refers to estimates by officials in very Activities 2004-2007” and the “After the
the northern Somali region of Puntland: up Tsunami Rapid Environmental Assessment”
to 180 illegal Iranian and 300 illegal Yemeni reports. But according to UN reports, there is
vessels are fishing Puntland waters, as well as no evidence of systematic dumping of waste
a small number of Chinese, Korean and Eu- off the Somali coast. O
ropean-owned vessels (Jason Straziuso, AP,
25 July, 2013).
Thematic approach
Analysis of
KUWAIT IRAN
the database PAKISTAN
BAHRAIN
has revealed QATAR
some original EGYPT SAUDI UAE
ARABIA INDIA
trends which OMAN
allowed a better
SUDAN
understanding
ERITREA YEMEN
of various
developments in DJIBOUTI
the three regions, SOMALILAND
ETHIOPIA PUNTLAND SRI
where piracy is an
LANKA
important issue. It SOMALIA
shows – between
007
0
the lines and among
01
11
08
KENYA
-2
-2 MALDIVES
20
20
05
09
others things –
20
20
COMORES
MOZAMBIQUE
Figure 11: Since 2005,
MADAGASCAR
Somali piracy overcomes the distance
harbors and on some occasions, this measure- one would have cause to worry, as this indi-
ment might only reflect a change in the travel cator, which was slowly increasing between
route taken by the targeted ships. However, 2006 and 2012, in the Gulf of Guinea, sudden-
an increase of the median of this value is an ly doubled in the first half of 2013.
invaluable measurement of the pirates’ capa-
bilities – at least in the areas in which a large Types of weapons
part of incidents happen at sea. In September 2007, the diversion of the Faina,
carrying tanks, rocket launchers and ammu-
In the western Indian Ocean, it clearly shows nition, may have initiated a radical change in
that the 2011 crisis, in the number of attacks, Somali piracy. Since 2010, some pirates have
was correlated to the technical and operatio- started to use heavy weapons in their attacks
nal capability of pirates to project themselves on ships, often very far away off the coast
further away from the shores, and reach ships of Somalia. Allegedly responsible for most
in the high seas. The distance to which they of these attacks are the Hobyo-Harardhere
would go to hijack ships started growing in network, led by Mohamed Abdi Hassan, aka
2007, doubling again in 2008, then exploded Afweyne (“Big Mouth” in Somali) and Mr. Mo-
in 2009, reaching a peak of between 350 and hammed Aden (“Tiiceey”), a former governor
400km. Between 2009 and 2011, 50% of all at- of the Somali province of Himan and Heeb.
tacks happened at more that 350km from the The paradox is that Afweyne announced in
shores. It is only in 2012 that pirates started to January 2013 that he wanted to retire. By pro-
pull back. mising to shoot a film on their life, Belgian
investigators succeeded in arresting these two
This measure starts rising in 2006, two or men on October 12th 2013. Their trial should
three years before all other measures of the highlight the nature of this “arms race”.
phenomenon (e.g the number of incidents)
start climbing. It was thus an early predictor A proposed severity index
of the crisis in western Indian Ocean. Can one The database contains reported incidents
transpose this insight to Western Africa? If so, of very different nature: some are unquali-
fied events or simple acts of robbery (“Radar wounded or taken hostage, ship hijacked
showed a craft acting suspiciously” or “Two level 2: Threat of violence, or mutiny
men were found on poop deck and then went (“crew involved”)
away; after inspection, six mooring ropes level 1: No threat of violence reported
found stolen”); others include missing crew Note: we did not include the type of weapon
or RPG attacks. reported in this tentative scale of severity
— one could argue that carrying rocket-pro-
The typology is built on available data distri- pelled grenades is in itself a threat of violence,
buted in various fields of the database: “vio- but this would have to be reflected in the field
lence”, “assaulted crew”, “wounded crew”, “violence” instead of the descriptive “wea-
“date of the ship release”, “loss of lives”, “mis- pon” field.
sing crew”.
Type of ships attacked
Levels of severity: One might assume that pirates attack “low
level 4: At least 1 dead or missing and slow” vessels, but this trend does not
level 3: Actual violence reported, 1 or more appear clearly on the analyses. However, it
IRAN
BAHRAIN PAKISTAN
QATAR
SAUDI
EGYPT UAE
ARABIA INDIA
OMAN
SUDAN
ERITREA
YEMEN
DJIBOUTI
SOMALILAND
ETHIOPIA PUNTLAND
SOUTH
SUDAN SOMALIA
UGANDA
KENYA
0 400 800 km
Attacks:
SEYCHELLES with Rocket Propelled
TANZANIA
Grenade (RPG)
Other
Period 1995-2013
Number of incidents
Asia
1,300
1,200 Western
Indian
Ocean
1,000 Period 2006-2013
Number of incidents
400 400
600
Figure 15:
800 Incidents by severity
4 - At least 1 dead or missing
1,000
3 - Actual violence reported, 1 or more
wounded or taken hostage, ship hijacked
1,200
1,300 2 - Threat of violence, or mutiny
(crew involved)
1 - No threat of violence reported
Figure 16:
Attacks by “jurisdiction” in the Western Indian Ocean
Number
400
International
300 waters
(High Sea)
200
Territorial
100
waters Ports
0
1995 2000 2005 2010 2013
developed a separate term to address similar the investigation of the crimes of piracy and
crimes occurring within States’ jurisdiction, armed robbery against ships.
which is “armed robbery against ships”. The
term was initially left to individual States to According to this document, are considered
define (MSC Circ.622/Rev.1 of June 1999) but «armed robbery against ships” any illegal act
it was defined in the IMO Assembly resolution of violence or detention or any act of depreda-
A.922(22) on Code of practice for the investi- tion, or threat thereof, other than an act of pi-
gation of the crimes of piracy and armed rob- racy, committed for private ends and directed
bery against ships, adopted in November 2001, against a shipor against persons or property
updated in December 2009 by IMO Assembly on board such a ship, within a State’s internal
resolution A.1025(26) on Code of practice for waters, archipelagic waters and territorial sea.
ASIA
North
Atlantic EUROPE
Ocean
Pacific
MIDDLE Ocean
EAST
Gulf of
Aden
AFRICA
Gulf of Malacca
Guinea Strait
Indian
South Ocean
Atlantic OCEANIA
Ocean
Incidents happening on the high sea (interna- The distinction between “acts of piracy” and
tional waters) are called “piracy”. These acts “armed robbery” does not presuppose the ap-
consist of “violence, depredation or deten- proximative level of severity, in the proposed
tion” in a place outside the jurisdiction of any index.
state.
In March 2012, the European Union decided to
Since the Law of the Sea, as enacted by the “harden” the Atalanta mission, granting it the
International Convention of Montego Bay, ability to “neutralize” the pirates’ bases and
is applicable only on the high seas and does stocks on shore — removing their boats and
not directly refer to the issues raised by piracy, reserves, including fuel. Ships and helicopters
the UN began in 2008 to clarify conditions of got permission to shoot at these bases under
entry into territorial waters, prisoners’ han- “very controlled conditions,” wary of “col-
dling, etc., and recommended that the states lateral damage” and forbidden to “touch the
make piracy a criminal offense under their ground,” according to a European official quo-
own domestic law (which has been enacted ted by AFP, on May 15th 2012. The stated goal
by some countries). was to “break the business model of pirates”
28 | UNOSAT Global Report on Maritime Piracy
20
10
0
Jan Feb March April May June July Aug Sep Oct Nov Dec
Regional specifics
Mediterranean Sea
Israel Figure 24: Western Indian Ocean, period 2006-2013
Palestine Iraq
Cairo Jordan Kuwait Iran
Kuwait
Pakistan
Saudi Bahrain Gulf
Egypt Arabia Qatar
Riyadh UAE
Red Muscat
Sea Oman India
Sudan
Khartoum
Asmara Sanaa Yemen
Eritrea Aden
Djibouti
Djibouti PUNTLAND
SOMALILAND
South Addis Ababa
Sudan Ethiopia Somalia
Mogadishu Maldives
Uganda Kenya
DRC Nairobi
Rwanda
u
Burundi Severity level of incidents
Tanzania Seychelles Minor
Dar es Threat of violence
Salaam Indian
Ocean Violence, wounded crew
Violence and fatalities
ozza
z
Mozambique (at least one person dead
Comoros Madagascar
Zambia 0 400 800 km
or missing)
Western Indian Ocean March 26th 2013 “nearly 50 ships were taken by
Africa continues to be the region that is the pirates in 2010 in the Gulf of Aden and Somali
worst affected by piracy, notably the Somalian Basin, and there were close to 200 other un-
coast. According to data from the combined successful attempts. In 2012, just seven ships
maritime force, wrote the Associated Press on were hijacked along with 36 failed attacks”.
In the eastern part of the Indian Ocean (with
Figure 25: Gulf of Aden/Red Sea, period 2006-2013 on average 23,000 ships per year, 8 per cent
of the world’s freight traffic, and 40 to 50 per
Oman
Red Saudi Arabia cent of oil tankers, along with 26 per cent of
Sea Salalah container traffic), the number of attacks has
significantly declined (301 attacks in 2001, 112
Al Ghaydah
Sanaa Yemen in 2012, and only 20 in the first seven months
Asmara Al Mukalla of 2013). Using information from EUNAV-
Al Hudaydah
Eritrea FOR’s Maritime Security Center in the Horn
Mocha of Africa (MSC HOA), which registers all ships
Aden
Bab el Mandab transiting its area, and taking into account the
Strait
Caluula currently accepted fact that a fifth of ships
Djibouti
Djibouti Gulf of Aden Bargaal do not declare themselves, the third annual
Bender
Maydh Hurdiyo assessment of the Economic Cost of Somali
Berbera
Ethiopia PUNTLAND Piracy 2012 estimates the total number of ves-
SOMALILAND Bandarbeyla Indian
Ocean sels transiting the area to be approximately
0 200 400 km Somalia
42,450 per year.
a geospatial analysis 1995-2013 | 31
incidents and three were attempted incidents; Foundation (OEF), the International Mari-
there was no Category 1 very significant inci- time Bureau (IMB), and the Maritime Piracy
dent reported during January-June 2013. Humanitarian Response Program (MPHRP).
Angola
Figure 28: West coast of Africa,
0 400 800 km
period 2006-2013 Luanda
a geospatial analysis 1995-2013 | 33
danger to public security and an obstacle to ning and rules of engagement, and without any
international trade,” and described the cur- sharing of information between the countries
rent situation as “worrying, even if it is not yet concerned, regional action to combat piracy
alarming — that is why action must be taken in the Gulf of Guinea is virtually non-existent.
quickly.” At the same meeting, the US ambas- The Critical Maritime Routes in the Gulf of
sador to Ivory Coast, Phillip Carter, pointed Guinea (CRIMGO) project launched by the
out that — according to the World Bank — European Union in 2009, which remains on-
the region is losing $2bn to piracy and armed going, is attempting to make up for this lack.
robbery every year. The project aims to reinforce security on ma-
ritime routes between seven African countries
Income generated by Benin’s ports — which with coastline on the Gulf of Guinea, by faci-
accounts for half of the revenue collected by litating the training of coastguard officers and
the state — fell by 70 per cent following 15 the exchange of information on acts of piracy.
attacks in 2011 and an insurance industry de-
cision to include the country in a list of high- At the same time, countries in the region are
risk areas. The response was commensurate attempting to build up their forces: Benin has
with the scale of the catastrophe. All of the ordered equipment from France (three patrol
resources of the country’s small navy were boats and two maritime surveillance aircraft),
deployed, and the number of patrols was si- as have Togo (two patrol boats) and Came-
gnificantly increased. roon (one patrol boat). Ghana is awaiting de-
livery of four patrol boats and several aircraft
As a result, there was only one incident in from China. For its part, Nigeria has bought
2012 and no incidents occurred during the two corvettes from China, as well as an ocean-
first six months of 2013. “For many years, we going warship and several small patrol boats
did not believe any threat could come from (from France, Israel and Malaysia). Equato-
the sea,” acknowledges Maxime Ferdinand rial Guinea is buying a dozen craft of various
Ahoyo, a former naval chief of staff, who led types from Bulgaria, Israel, Ukraine, etc.
the battle against the pirates and currently
advises Benin’s president on maritime affairs Regional coordination
(Jeune Afrique, 7 Julyth 2013). At a meeting held in March 2013 in Cotonou,
Benin, the defense, foreign and security minis-
In the absence of coordination, sufficient ters of Central and West African states outli-
equipment, and common standards for trai- ned a plan for concerted action in the Gulf of
Guinea, which notably includes the establish-
ment of a regional base to combat piracy. At a
Figure 31: Guinea
subsequent summit held under the auspices
Dubreka
Conakry Conakry of the United Nations in Yaoundé, Cameroon,
Forecariah in late July 2013, government leaders from the
Economic Community of West African States
(ECOWAS) and the Economic Community of
Sierra Central African States (ECCAS), along with
Atlantic
Ocean Leone the Commission for the Gulf of Guinea (CGG)
Lungi
0 50 100 km
approved a plan for the creation of an inter-
Freetown regional center to coordinate the fight against
NB: period 2006-2013.
maritime insecurity.
36 | UNOSAT Global Report on Maritime Piracy
The Heads of State or their representatives 2012, Their release was negotiated at a cost of
from 25 West and Central African countries, €200,000-300,000 per person).
including 13 Presidents, endorsed a memo-
randum of understanding on maritime safety “Fishermen by day and pirates by night”: as
and security, as well as a code of conduct on elsewhere, fishermen are often involved in
the prevention and repression of piracy and smuggling or even piracy. And in some cases
armed robbery (similar to the code adopted their involvement is political. “It has long been
in Djibouti in 2008 for East Africa). They also difficult to track whether there are terrorist ties
called for the establishment of a “regional ra- to piracy in the waters off Africa, AP reported
pid intervention force” and the deployment of in Washington (March 24th 2013). According
an international naval force, similar to the one to the same source, officials are worried that
off Somalia. even if Boko Haram insurgents are not directly
involved in the attacks off Nigeria and Came-
The Cameroonian government, which hosted roon, they may be reaping some of the profits
the summit, had launched a 2009 offensive and using the money for ongoing terrorist trai-
against pirates based in the Bakassi peninsula, ning or weapons.”
close to the Niger Delta (which was the subject The stolen petrol ends up on parallel markets
of a long-drawn-out dispute with Nigeria until in a dozen countries in region. In Benin, for
the International Court of Justice recognized example, two thirds of the petrol consumed is
Cameroon’s sovereignty). Members of the elite sourced from fuel that has been smuggled into
Rapid Intervention Battalion (RIB) were ap- the country from neighboring Nigeria. Pirates
pointed to five military posts (Cameroon took have also been known to barter fuel in exchange
full possession of its sovereignty over Bakassi for drugs, arms, and contraband liquor. On oc-
on August 14th 2013, in the wake of five years of casion, points out the United Nations Office on
transition administration). Drugs and Crime (UNODC)1, coastal trading
vessels and small tankers arrive in the Gulf to
Organized criminality collect cargoes of stolen fuel, which they deli-
The theft of fuel by pirates off the coast of Ni- ver to countries as far away as Congo or trans-
geria, Benin and Ivory Coast should be viewed fer to larger tankers further off the coast.
in the framework of a wider criminal context “It follows that the different types of traffic-
that includes: king feed into each other,” explains UNODC,
F extortion: oil companies are forced to buy which outlines activities in the region:
protection from communities or security F drugs from Latin America arrive in West
companies to prevent the sabotage of their Africa (where the regional market is control-
equipment and facilities; led by Nigerian gangs, before being routed to
F the misappropriation of funds on a natio- Europe);
nal level: the Nigerian parliament recently F the local drugs market (cannabis planta-
brought to light a multi-billion dollar fuel sub- tions, imports of LSD, methamphetamine pro-
sidy fraud; duction in laboratories in the region);
F smuggling: subsidized fuel is illicitly sold on F trafficking of children sold by their parents
markets where it can fetch three times its of- (for forced labour in agriculture, or to provide
ficial price; servants to rich families in Gabon, Cameroon
F the kidnapping of sailors and oil company and Equatorial Guinea);
employees (207 sailors and crew members
were taken hostage in the Gulf of Guinea in 1 See http://geopolcrim.info/?p=8217
a geospatial analysis 1995-2013 | 37
Havana
Cuba
Haiti Dominican
Figure 32: South America,
Mexico Jamaica
Republic period 2006-2013
Belize Kingston Port-au
-Prince
Guatemala Honduras
El Salvador Caribbean Sea
Nicaragua Cumaná
Caracas
Costa Rica Limon
Panamá South
Venezuela Georgetown
Colombia Atlantic
Guyana Paramaribo
Pacific Bogota Guyane Ocean
Surinam
Ocean (France)
Quito
São Luis
Ecuador Belem
Machala Fortaleza
Conclusions
Being appropriately informed on piracy...
The best way to understand the trends and geography of pi- … and acting in the field
racy is to build a reliable database gathering events of piracy In its recommendations issued at the end of November 2013,
or armed robbery. So far, several organizations are collecting the UN Security Council called upon the member states in-
data and reports of attacks or incidents coming from mari- volved in international maritime transport and trade to
time companies, vessels, or focal points. IMO is currently strengthen their military presence in order to pursue their
managing the most comprehensive database, offering a global deterrent and possibly repressive effect helping coastal states
and precise overview of incidents that have taken place since to strengthen their ability to arrest and prosecute pirates. It is
1995, which means almost two decades of information. also understood that it is a necessity to bring to court not only
the perpetrators but also the sponsors and financiers, who are
This database is undoubtedly the best existing tool helping never at sea but are working behind the scenes with internatio-
to keep track of all declared incidents (there is a chance nal criminal networks. Surveillance and repression, seen as a
that not all incidents are reported). IMO is permanently temporary response to an emergency, will need to be gradually
reviewing the database and how it can be further improved. replaced in the long term by a focus on local development,
This study has identified the following potential areas for which seems to be the only way to dry up the sources of piracy.
improvement:
F Georeferencing should be systematically provided in deci- In regard to Somalia, the real urgency is to give major tech-
mal coordinates together with, if or when possible, GPS data. nical and financial support to the state as it goes through
F The descriptions of incidents are comprehensive and use- the process of reconstruction, to provide the basis of viable
ful, but can be challenging to exploit from a statistical point governance, but without imposing an inapplicable model, ra-
of view. A consolidated “severity index” such as the one pro- ther taking into consideration the regional and clan structures
posed in this report should be defined on the basis of factual that underpin Somali society. This support should also be ex-
criteria and presented as quantitative data: number of fatali- tended to the entities of Puntland and Somaliland, often the
ties, injured crew, threat to persons, materiel stolen or crew source of the piracy. With the observed cessation of piracy off
robbed (yes or no), etc. the coast of Somalia, a major opportunity has now surfaced
F Integrate a new indicator such as “distance to coast” which to halt further recruitment for piracy, but that would require
gives an idea of pirate’s capacities; a discussion will be neces- urgent implementation of the above support.
sary to chose the best measure, so it can be accurate as well
as practical For young Somalis not to be tempted to return to piracy or get
F Quantifying what is given as qualitative data whenever pos- enrolled into militias, but rather to find on site jobs allowing
sible, so that it can be treated as a statistical series, easier to them to support their families, a particular effort has to be
handle in order to identify main historical and geographical made for extended support for the creation of jobs and busi-
trends, e.g. when there is a sentence like “more than 5 attac- ness projects. But to complete such a project, there must be
kers”, use a number (5). an emphasis on building capacities such as schools, vocatio-
F The analysis of the database has shown a particular geogra- nal training centers, health centers and electrical power grids,
phical distribution of incidents which does not necessarily fit as well as support for local NGOs and women’s associations,
well with the currently used regional breakdown. A revised to help civil society become a reliable social actor.
geographical breakdown could be discussed and agreed upon.
F In conclusion, action could be taken to simultaneously The international community should help strengthen the law
standardize existing data and improve the modus operandi to of the sea and its implementation, in order to fight against pi-
collect information on future incidents. In addition, a routine racy, but also to prevent plundering of fisheries by industrial
could be established so that people working on consolida- vessels and illegal dumping of hazardous waste, and assist the
ting the database could directly reach and interview maritime Somali authorities to restore coastguard forces and give sup-
companies in order to get missing information or details of an port to the development of a modern judicial system, with
unclear incident declaration. rule of law, courts and police forces. O
a geospatial analysis 1995-2013 | 39
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