May 18, 2012
Indian Ocean piracy impacting on the real economyBack
Cape Town|Dar Es Salaam|Djibouti|DURBAN|SECURITY|Africa|Atalanta|Copper|Defence|Denel|Exploration|Iron-ore|Safety|Security|Suez|Systems|Africa|Asia|Europe|North America|Australia|China|Comoros|Djibouti|Egypt|Ethiopia|India|Indonesia|Japan|Jordan|Kenya|Madagascar|Malaysia|Maldives|Mauritius|Mozambique|Oman|Russia|Saudi Arabia|Seychelles|Singapore|Somalia|South Africa|Sudan|Tanzania|The Philippines|United Arab Emirates|Yemen|USD|Security|Suez Canal|Crude Oil|Equipment|Gross Domestic Product|Logistics|Oil And Gas|Oil Shipments|Products|Security|Services|Systems|Transport|Atlantic Ocean|Gulf Of Aden|Indian Ocean|Malacca Straits|Mozambique Channel|Pacific Ocean|Persian Gulf|SADC Ocean|Somali Coast|Songo Songo Island|Suez Canal|Tanzanian Coast|Ahmed Salem|Chiragi|Habibollah Sayyari|Infrastructure|Iron Ore|Iron-ore|Johannes Mudimu|Li Yunqing|Lindiwe Sisulu|Monty Khanna|Philip Holihead|Rear Admiral Ahmed Salem|Rear Admiral Habibollah Sayyari|Samuel Kame Domguia|Security|Tomohisa Takei|Bearing|Operations|East Coast|Indian Ocean|Persian Gulf|SAN
© Reuse this
Perhaps ironically, the SAN vessel on patrol duty was not one of the country’s four modern frigates. They had all done antipiracy patrols in the area, under Operation Copper, and, to give the frigate squadron a break, the navy had sent its replenishment tanker (officially designated as combat support ship by the SAN), the SAS Drakensberg, to shoulder the burden. South African-designed and -built in Durban, the Drakensberg can carry two Denel Oryx helicopters from the South African Air Force’s 22 Squadron, as well as a number of troops. Thus, anti-piracy operations are well within her capabilities.
The pirate mother ship was found by a French Navy patrol aircraft on the third day after the attempted attack. A multinational operation followed, involving the Drakensberg, the Tanzanian Navy (which only operates coastal and inshore patrol boats) and the European Union’s (EU’s) Naval Force Somalia (better known by its code name, Atalanta).
For 24 hours, the Drakensberg and its Oryx searched for the pirates along the cluttered Tanzanian coast, in poor weather conditions. The pirates were trying to make a run for home, but the coordinated response by naval units from four countries cut off all escape. A skiff with five pirates separated from the mother ship and tried to hide on Songo Songo Island, but they were apprehended by the Tanzanians. The mother ship, driven north by the Drakensberg, was intercepted by a Spanish frigate; seven pirates were detained and six Sri Lankan fishermen, held captive for five months, were freed.
“Our people need to understand the challenges we face at sea,” affirmed South African Navy Chief Vice Admiral Johannes Mudimu in his closing address to the 2012 Indian Ocean Naval Symposium (IONS), in Cape Town, in April. “All of us– we’re not safe from this scourge [of piracy and maritime crime]. Adjustments are required to international legal frameworks which currently hamper our dealing with inter- national maritime crime.”
Of course, piracy is not restricted to the Indian Ocean, nor, within this Ocean, is it solely the preserve of marauders based in Somalia. The Malacca Straits, between Malaysia and Indonesia, used to be a piracy hot spot. But effective cooperation between these two countries and Singapore has significantly reduced the incidence of piracy there. And piracy is not the only serious maritime crime to afflict the Indian Ocean. There are also problems of drugs, people and arms smuggling, illegal fishing and terrorism. However, piracy currently overshadows these in its scale and range, and the disruptions it causes makes these other maritime crimes easier. (On the other hand, antipiracy naval patrols also crack down on some of these crimes, most particularly drugs, arms and people smuggling.)
The Indian Ocean is one of the most important geographical fulcrums for the global economy. A great proportion of the world’s real economy (commodities and products) hinges on it. The third-largest ocean, after the Pacific and Atlantic Oceans, it covers 68.556 km2 and accounts for 20% of the globe’s ocean surface. About 33% of the world’s population live in countries that have a coastline on the Indian Ocean. Some 66% of world oil shipments, 50% of global container traffic and 33% of bulk cargo pass through it. It has been estimated that 100 000 cargo ships sail through the Indian Ocean every year. Of these, some 20 000 pass through the Suez Canal. In addition, tankers transport about a billion tons of crude oil annually – the greater part of it shipped east, to feed India, China and Japan.
According to figures presented at IONS by Rear Admiral Habibollah Sayyari, Commander of the Islamic Republic of Iran Navy, in 2000, there were 33 actual and attempted pirate attacks in the Gulf of Aden and the wider Indian Ocean; in 2001 the figure was 19; in 2002 it was 20; in 2003, 23; in 2004, 13; in 2005, 47; in 2006, 24; in 2007, 55; in 2008, 113; in 2009, 218; and in 2010, 219. South African Defence Minister Lindiwe Sisulu highlighted that, in 2006, the global total of people taken hostage at sea was 186, but that, in 2010, the figure for the Indian Ocean alone was 1 016. The International Maritime Bureau reported that of 266 pirate attacks worldwide during the first six months of 2011, more than 60% were attributable to Somali-based pirates. During the first nine months of last year, 24 ships were hijacked by Somali pirates. The global figure was 35. During last September, Somali pirates held 15 vessels and 277 hostages, while 15 people were killed in piracy incidents.
“The [economic] impact of piracy is stronger the nearer you get to Somalia,” pointed out Captain Philip Holihead of the International Maritime Organisation (IMO). “The Kenyans have gone from 13 to 14 cruise ships a year going into Mombasa, to zero.” The Seychelles, whose economy is derived almost entirely from the maritime domain, is one of the few Indian Ocean countries to try to quantify the impact of piracy on its economy. “The Seychelles believes that piracy cut its GDP (gross domestic product) by 8% at the height of the problem,” he reported. The Maldives Coast Guard (which is the maritime arm of the Maldives National Defence Force) recorded two attempted pirate attacks within their country’s Exclusive Economic Zone (EEZ) during 2010. A Bolivian-flagged ship was hijacked within the Maldivian EEZ in March this year.
Addressing the IONS, Sisulu affirmed that the SADC was expecting increased pirate operations off its east coast. During the 12 months from March 2011 to February 2012, there had been 57 pirate attacks in Tanzanian territorial waters, she reported, citing her Tanzanian counterpart. This was “an unprecedented number, but one that is indicative of the relocation of piracy to the SADC ocean”.
The Director of Maritime Safety and Security in Tanzania, Captain King Chiragi, said there had been 30 piracy incidents reported to the Dar es Salaam Maritime Rescue Coordinating Centre (MRCC) in 2010, of which 14 involved ships sailing to or from Tanzania, two had involved ships exploring for oil and gas in Tanzanian waters and 14 had involved ships transiting Tanzanian waters. Three of these attacks were foiled by the Tanzanian Navy. (The Dar es Salaam MRCC also acts as an antipiracy information sharing centre. [ISC])
But piracy is of concern to bigger, further-away countries as well. Rear Admiral Monty Khanna, the Indian Navy’s Assistant Chief of Naval Staff (Foreign Cooperation and Naval Intelligence) pointed out that Somali pirates were now operating more than a thousand nautical miles away from their bases.
Vice Admiral Tomohisa Takei, Vice Chief of Maritime Staff of the Japan Maritime Self-Defence Force (the official name of the modern Japanese Navy) highlighted that his country imports 92% of its crude oil, most of it from states in the Indian Ocean region. Between 2 000 and 3 000 ships a year, travelling to or from Japan, pass through the Suez canal each year (and so have to transit the high-risk piracy zone). Most of the iron-ore Japan imports from Australia also passes through the Indian Ocean.
China, too, is concerned. “The peace and stability of the Indian Ocean region are vital to China,” stated Chinese PLA Navy Vice Chief of Logistics Rear Admiral Li Yunqing. (PLA stands for People’s Liberation Army.) He reported that, since its economic reforms, his country imported some 60% of its strategic materials, including oil and minerals, by sea. Nearly 60% of China’s imported oil comes from the Persian Gulf. Some 1 500 Chinese vessels sail through the Gulf of Aden and the waters off the Somali coast every year. And, last year, China became Africa’s biggest trading partner, with a trade volume of some $150-billion. “The international community has common interests and obligations for safety and harmony in the Indian Ocean.”
“No one nation can fulfil this [antipiracy]role alone,” affirmed Rear Admiral Ahmed Salem, assistant to the Commander-in-Chief of the Logistics Branch of the Egyptian Navy. “Success will come through the hard work of a powerful coalition, through careful international laws, international agreements and bilateral agreements.”
Article 100 of the 1982 United Nations Convention on the Law of the Sea says: “All States shall cooperate to the fullest extent in the repression of piracy on the high seas or in any other place outside the jurisdiction of any State.” Since 2008, the United Nations Security Council (UNSC) has passed ten resolutions specifically on Somali piracy.
UNSC 1816 (2008) was the fundamental resolution, allowing States cooperating with Somalia’s Transitional Federal Government (TFG) to enter Somalia’s territorial waters and use “all necessary means” to suppress piracy and armed robbery at sea. Such operations had to be approved by the TFG and the TFG also had to inform the UN secretary-general about them. The resolution had a validity of only six months. That, of course, was most inadequate, and UNSC 1846 (2008) extended this authorisation by 12 months. Two more subsequent resolutions have since extended this period by further periods of 12 months and the latest of these is still in force. The UN has also assisted Kenya, Mauritius and the Seychelles in revising their law codes, to deal with piracy.
Another counterpiracy initiative is the Djibouti Code, which focuses on sharing information, which is proving crucial to countering the threat. Officially entitled the Code of Conduct for the Repression of Piracy and Armed Robbery Against Ships in the Gulf of Aden and Western Indian Ocean, it was adopted in Djibouti on January 29, 2009. “It has 21 participating states, of which 18 are signatory states,” explained Holihead, who is the head of the IMO’s Djibouti Code of Conduct Implementation Unit. “It is a nonbinding agreement. It is the only code of conduct to counter piracy.”
The African Integrated Maritime Strategy (AIMS) 2050 is also intended to provide a framework for responding to such threats and problems, among other things, but at a con-tinental level. “It’s ready,” reported Domguia. It is expected that the AIMS 2050 will be approved at the AU summit in June. “And then the hard work will begin,”he affirmed. “It wouldn’t be a good thing, while there is a threat in our waters, [that]we should wait [to implement the AIMS].” The strategy has short- and medium-term objectives as well as those that will only finally be achieved by 2050.
The IONS itself is a forum for promoting cooperation between the navies of the Indian Ocean region and with external fleets operating in the region. In fact, an IONS anti- piracy workshop was hosted by Indonesia in October last year.
CTF 151 falls under the Combined Mari-time Forces (CMF), a 26 nation naval partnership to ensure stability, security and thus prosperity in the waters of the northern Indian Ocean and southern Middle East. (There is also a CTF 150 which targets terrorism and drug smuggling in the Indian Ocean and a CTF 152 in the Persian Gulf.) The CMF includes countries from North America, Europe, the Middle East, Australasia and Asia.
Further, there are national antipiracy task groups from China, India and Russia, and national and regional counter-piracy patrols by the navies of Kenya (the biggest and most capable African navy in the Indian Ocean apart from the SAN), Tanzania and South Africa, and by the Coast Guards of the Maldives, Mauritius and Seychelles.(The navies of Mozambique and Madagascar have very limited capabilities; Mozambican naval personnel are attached to the SAN ships patrolling the Mozambique Channel.)
All these national and international forces seek to cooperate with one another and share information. Further, shipowners have equipped their vessels with protective measures, including armour, antiboarding measures and protected citadels into which crews can retreat and remain safe should pirates board their ships (making it much easier for naval forces to retake the vessels).
All this effort is bearing some fruit. In the first six months of last year, Somali pirates hijacked 21 ships, whereas during the same period in 2010 they hijacked 27. But the Indian Ocean remains a huge expanse, and, in comparison, the number of naval vessels and aircraft deployed to patrol it is tiny. (Moreover, while the overall number of attacks is down, the trend in Southern African waters is, as Sisulu warned, up.) It is against this background that, in March, the EU extended the mandate of the Atalanta force to allow operations against pirates and their infrastructure up to 2 km inland.
Meanwhile, South Africa’s navy chief has assured that Operation Copper (which also involves the South African Air Force, Special Forces and South African Military Health Services as well as the SAN) is con- tinuing uninterruptedly. “The navy is tasked to patrol the northern Mozambique Channel,” said Mudimu. “[But] we can go all the way to Tanzania.” He is also confident that the piracy threat will be overcome. “In cooperation with all of you [world navies], Africa will be able to find a solution to our challenges.”
Edited by: Martin Zhuwakinyu© Reuse this Comment Guidelines (150 word limit)
Other Ports and Shipping News
Updated 2 hours 13 minutes ago South African Nuclear Energy Corporation (Necsa) group corporate services executive Ambassador Xolisa Mabhongo stressed on Thursday that South Africa currently had only one Integrated Resource Plan (IRP) for electricity, the IRP 2010, and that the IRP Update...
Updated 3 hours ago South Africans needed to become more entrepreneurial and create their own jobs, instead of expecting government to create jobs or rely on private-sector employment. “We need to become masters of our own destinies,” Small Business Development Deputy Minister Elizabeth...
Updated 3 hours ago Plans to increase gross domestic expenditure on research and development (GERD) to 1.5% of gross domestic product by 2019 are yet to be formally adopted, despite the target being incorporated in the draft strategic plan of the Department of Science and Technology...
Recent Research Reports
Defence 2014: A review of South Africa's defence industry (PDF Report)
Creamer Media’s Defence 2014 report examines South Africa’s defence industry, with particular focus on the key participants in the sector, the innovations that have come out of the sector, local and export demand, South Africa’s controversial multibillion-rand...
Road and Rail 2014: A review of South Africa's road and rail infrastructure (PDF report)
Creamer Media’s Road and Rail 2014 report examines South Africa’s road and rail transport system, with particular focus on the size and state of the country’s road and rail network, the funding and maintenance of these respective networks, and the push to move road...
Real Economy Year Book 2014 (PDF Report)
This edition drills down into the performance and outlook for a variety of sectors, including automotive, construction, electricity, transport, steel, water, coal, gold, iron-ore and platinum.
Real Economy Insight: Automotive 2014 (PDF Report)
This four-page brief covers key developments in the automotive industry over the past 12 months, including an overview of South Africa’s automotive market, trade figures, production and the policies influencing the sector.
Real Economy Insight: Construction 2014 (PDF Report)
This five-page brief covers key developments in the construction industry over the past 12 months. It provides an overview of the sector and includes details of employment in the sector, infrastructure and municipal spending, as well as insight into companies’...
Real Economy Insight: Electricity 2014 (PDF Report)
This five-page brief covers key developments in the electricity industry over the past 12 months, including details of State-owned power utility Eskom’s generation activities, funding and tariffs, independent power producers and prospects for the sector.
This Week's Magazine
Integrated energy and chemical company Sasol has partnered with Unisa Graduate School of Business Leadership (SBL) professor and founder and CEO of PanAvest Partnership Dr Douglas Boateng to publish a series of books on executive supply chain management aimed at...
The World Wide Fund for Nature’s (WWF’s) 2014 Living Planet Index (LPI) indicates that there has been a 52% decline in vertebrate species since 1970. The Index tracked the trends of 10 000 discrete populations of over 3000 vertebrate species between 1970 and 2010.
Rwanda has joined a number of East African countries seeking to import electricity from Ethiopia as its demand grows. After it became apparent several generation project it is implementing will not come on stream early enough, now plans to import 400 MW from Ethiopia...
Metrorail’s first new passenger train will arrive in November next year, says Passenger Rail Agency of South Africa (PRASA) CEO Lucky Montana. “Next year we will be able to put our hands around the infrastructure and equipment we have been talking about for so long.”
The Competition Commission has launched an investigation into what it says are “price fixing, market division and collusive tendering in the market for the manufacture and supply of automotive components to original equipment manufacturers” (OEMs, or vehicle...