It may seem like this blog is mashing together two disparate issues, but bear with me as I attempt to bring it all neatly together.
Issue 1: The Joint War Committee has expanded the geographic area in the Indian Ocean, subject to higher insurance premiums, due to the widening scope of attacks on shipping by Somali pirates, extending the area further east, reports Lloyd's List recently. The premise of the article is how the higher insurance costs and risk of hijack continues to plague not only the shipping industry, but by simple extension of cost, also the consumer, as world economy and trade will eventually bear the burden of those costs; or at least that's what it 'could' be saying if you paid for a subscription to Lloyd's List.
Do not misconstrue, LL provide a plethora of information relating to the shipping industry. It is one of the foremost commentators on shipping. Granted, there is much to be said for 'paid content', as some online daily newspapers have adopted, but when the matter of seafarers posting on social media outlets, such as Facebook and Twitter, not to mention the profusion of blogs (yes, like this one!), websites and forums, the article in LL with the headline "Social media shock for shipowners" neatly demonstrates the complexity of the issue. Let me elaborate...
Issue 2: The LL article states "SHIPOWNERS ignorant about social media and its influence are largely unaware of private material crews have posted on Facebook, Twitter and other freely available websites, waiting to surface at inopportune moments". The problem within the shipping community is the vast, disparate, some areas dated, but varied aspects of the industry. No one organisation has the ability to adroitly manage the huge companies, operators, owners, charters etc in how to run social media. It seems that loose lips (keyboards and keypads) do not exactly sink ships, but they can bring shipowners into discussions they would much rather not bring out to the general purview.
It just does not work like that. The shipping industry wants the public to be more aware of the influence shipping has on the world trade and economy. Sharing information to raise awareness of the pressures, dangers and importance of the industry is a two-way channel. The public, at home with access to social media easily to hand, is reflected in the seafarers who wish to do the same at sea. The increase in social media usage is a worldwide phenomenon. The whole world is talking. Looking at the uprisings across the Middle East, the disasters which have struck Japan and New Zealand, for instance; all covered via Google, Twitter, Facebook, YouTube, etc. The maritime community cannot remain resolutely detached from social media. Ignorance, like in law, is not an excuse.
It is time to move on. Yes, sensitive information should be safeguarded, it makes sense, but information is a way of everyday life. This is not a data protection matter either, just the issues that affect the safety and well-being of those serving at sea. Whether work-related or personal, the seafarer has greater connectivity than ever before. Remember using Morse code, radio telephone calls, telegrams, snail mail once in harbour, then email (quickly becoming snail-like)? They are either past it or are becoming passe.
Social media provides instant access and rapid exchange of views. No company or organisation can escape being talked about, no matter if it is the general public, the customer, or the staff. The beast is too big to be controlled (unless it is Google, Facebook, Microsoft or Apple). Take a look at some of the stats surrounding social media. A 2010 study mentioned a somewhat surprising stat: "75% of employers say their business has no formal policy instructing employees on the appropriate use of social networking sites on the job." The study "Employer Perspectives on Social Networking" compiled from 34,000 businesses in 35 countries, is covered in greater depth by Brian Solis article 'The Rules of Social Media Engagement' (www.briansolis.com). As Brian says "Social Media represents the democratization of information and the equalization of influence", the problem is the confusion of effective engagement with everyday chatter. Assigning the task of social media (if the company is aware of its existence) is usually to a junior staff member, because they understand how to use it.
In the maritime industry, the junior staff coming through have grown up with the ever present Internet and see it as a natural extension of their life. In fact, access to the Internet is now a human right in some European countries. The Secretary General of the International Telecommunication Union (ITU) said governments must "regard the Internet as basic infrastructure - just like roads, waste and water" (BBC News). So to remain resolutely ignorant, or choose to ignore social media in such a huge industry as shipping, is not exactly an offence, but could be in some countries.
As Brian Solis goes on to say "In order for businesses to maximize the opportunity present within social networks, we must place engagement in the hands of those representatives qualified and trained to do so effectively and strategically."
If you need more evidence of why social media is important, whether you like it or not, see what Erik Qualman has to say on his site Socialnomics - its bigger than you think. If the shipowners are shocked at what their employees are saying, they are in for a far greater shock to see what is being said by everyone else who has moved on. "It's a people driven economy stupid" (Equalman).
If seafarers are worried about sailing across pirate infested waters, they are most certainly going to talk about it, whether with their families and therefore the public, and/or their fellow seafarers. Social media at sea is growing and will only get bigger. Does that mash it together?
Thursday, 31 March 2011
Monday, 14 March 2011
UN Concerned Over 'Grave Threat' of Somali Piracy
Original from Beijing Today Blog
The U.N. Security Council expressed its deep concerns about the “grave threat” caused by piracy in Somalia on Thursday, the same day an attempt by Somali security forces to free a Danish family from a pirate gang failed when would-be rescuers were ambushed.
The Security Council’s day-long open debate on Somalia was organized weeks ago by China, which holds the council’s rotating presidency. The council condemned the ongoing violence, including hostage taking, murder and other violent acts.
A senior official in Somali’s autonomous region of Puntland said five soldiers were killed and vehicles were burned on Thursday when pirates ambushed government forces trying to rescue the Danish couple, their three children and two crew members.
The family was kidnapped two weeks ago after pirates seized their 43-foot (13-meter) sailboat. In another failed rescue attempt two weeks ago, U.S. forces hoping to save four American hostages later discovered that pirates had killed all the captives.
A pirate told The Associated Press that the Danish hostages were safe and still being held.
The Security Council said it “recognizes that the ongoing instability in Somalia contributes to the problem of piracy and armed robbery” and stressed the need for a “comprehensive response” to tackle piracy and its root causes.
The 15-member body charged with helping ensure the world’s peace and security called on U.N. member states for urgent donations to support the U.N. mission in Somalia, known as AMISOM. It also called for the full deployment of 4,000 more peacekeepers to deal with the increasing violence.
Somalia’s Transitional Federal Government, an attempt to rebuild national institutions after civil war, needs to speed up reconciliation among differing groups and complete a constitution before the transitional period ends in August, the council said.
Somalia has not had a functioning government in two decades. Piracy flourishes off the coast, with ransoms recently climbing into the millions of dollars and pirates holding hostages for longer periods.
The Somali Transitional Federal Government (TFG) Prime Minister, Mohamed Abdullahi Mohamed, told the UN Security Council debate that Somalia faced "two evils, the scourge of piracy and the plague of terrorism", and stated that "Not only are these two ills working in tandem, bu they are learning from each other." He gave a stark warning that there is the potential for the hijacking of tankers to be used "as deadly weapons" by al Qaeda's agents in Somalia, along the lines of September 2001 terror attacks in America (Reuters).
There is a great deal of tragic news going around right now; more than is usual, but the plight of the seafarers held hostage, both ashore and at sea, must not be forgotten in all of this. Recovery from disaster, no matter how devastating, does happen and people continue with their lives. The daily threat of being harshly treated, or even killed, is an ongoing torture that few have to face. In your prayers for those affected by global disasters, remember those held against their will by pirates, and the families who rarely, if at all, hear from those taken when going about their work. Where is the aid for them?
Tuesday, 8 March 2011
Shipping Campaign Calls on 'People Power' Against Somali Piracy
It has taken off very rapidly and has spread globally, so who are we to omit it from our blog...
Press briefing
1 March, 2011
Shipping chiefs call on ‘people power’ to pressure governments to crack down on Somali pirates now throttling vital trade routes
Ship owners and seafarers are calling on ‘people power’ to push their governments to act now and show the political will to resolve the growing Somali piracy crisis before it strangles world trade and before more innocent seafarers are tortured and murdered.
The SOS Save Our Seafarers campaign, launched today by BIMCO, the International Chamber of Shipping (ICS), the International Shipping Federation (ISF), Intercargo, INTERTANKO and the International Transport Workers' Federation (ITF), is aimed at encouraging millions of people around the world to heap pressure on their national Governments to crack down on piracy. They are calling on YOUR help.
The Somali piracy crisis affects you and every one of us worldwide. The dramatic recent extension of the pirates’ operating area right across the Indian Ocean** means that there are now no alternative routes to avoid the Somali pirate gangs, especially for tankers coming out of the Gulf. Ship owners and seafarers are re-evaluating their current determination to ensure that these vital trade routes remain open, and are going to have to choose whether to trade through this area or not.
Merchant ships are being attacked daily, running a gauntlet of gunfire and rocket propelled grenade attacks from armed gangs of Somali pirates. Over 800 seafarers are currently held hostage on their hijacked ships. Subjected to physical and psychological abuse for months at a time, they are held ransom for millions of dollars.
Yet even when caught red handed by naval forces, 80% of pirates are released to attack again. Why? Because the world’s politicians don’t realise the severity of this critical situation. The governments give the orders. The governments hold the key to resolving this crisis. But they seem unwilling to face reality and act. Their brief to the naval forces is simply to deter and disrupt, unless it involves a national interest.
Enough is enough. The Round Table of international shipping associations (RT) and the ITF are placing hard-hitting advertisements in key major international newspapers on 1 March to kick off the SOS Save Our Seafarers campaign which highlights the plight of seafarers and, with six specific requests, brings pressure to bear on governments to show more political will and fewer legalistic excuses in dealing with Somali piracy.
Six specific requests
We are specifically asking for governments to recognise the threat to our seafarers and the world economy, and take the necessary steps to eradicate piracy at sea and ashore by:
- Reducing the effectiveness of the easily-identifiable pirate motherships.
- Authorising naval forces to detain pirates and deliver them for prosecution and punishment.
- Fully criminalising all acts of piracy and intent to commit piracy under national laws in accordance with their mandatory duty to co-operate to suppress piracy under international conventions.
- Increasing naval assets available in this area.
- Providing greater protection and support for seafarers.
- Tracing and criminalising the organisers and financiers behind the criminal networks.
SOS Save our Seafarers
The RT and the ITF have launched a new website for the SOS Save Our Seafarers campaign http://www.saveourseafarers.com/. Just two clicks and supporters can send a pre-prepared letter, signed by them, to their chosen heads of government. The website will also have up-to-the minute information on the piracy situation, and an SOS TV page with film clips and pictures.
Piracy is out of control – background**
As pirates use hijacked merchant ships (so-called motherships) to extend their reach almost to India ’s coast some 1,500 miles from Somalia , the lawlessness has spread right across the Indian Ocean through which half the world’s oil supply passes. Tankers coming from the Gulf and the Middle East can no longer avoid the pirates – and a hijacked tanker with 2 million barrels of oil represents 20% of daily oil imports to the USA
In addition to the human cost, piracy is strangling key supply routes and costing the global economy $12 billion a year.
We rely on freedom of the seas for the safe delivery of 90% of our food, fuel, raw materials, humanitarian aid and manufactured goods. Shipping serves international trade and assists economic activity and therefore regional stability in neighbouring countries. This freedom to serve world trade is threatened.
Quotable quotes
“It’s time for Governments across the world to take firm action against the pirates that attack and hijack our ships. The current practice of releasing apprehended pirates without trial is a disgrace to our seafarers and to the international conventions. The upholding of international law and order is being grossly neglected.”
BIMCO President, Robert Lorenz-Meyer
“Pirates are getting stronger, more violent and richer every day as a result of inertia by Governments. On behalf of all the major shipping organisations, we’re calling for help from Governments to tackle this human and economic terror being inflicted upon innocent seafarers. We hope that by working together and encouraging support from the global community we can ease the current crisis of Somali piracy.”
ITF General Secretary, David Cockroft
“Piracy is out of control. The pirates’ extended reach through the use of hijacked merchant ships (so-called motherships) means that for tankers coming from the Gulf, there is no longer an optional route to avoid the risk of hijacking – and one captured tanker with 2m barrels of oil represents one fifth of U.S. daily oil imports. Governments need to protect the world’s shipping lanes by showing political will, not political indifference.”
INTERTANKO Chairman, Capt Graham Westgarth
“Politicians don’t realise the severity of this crisis. Escalation affects our seafarers first and foremost, but the potential effect on world trade and regional stability will affect us all. Governments can no longer afford to simply to deter and disrupt the pirates.”
Intercargo Chairman, Nicky Pappadakis
“We are drawing to the urgent attention of governments and inter-governmental organizations the recent deeply concerning shift in the modus operandi of Somali pirates, particularly where torture and murder of innocent seafarers is involved. The impact of this growing crisis on the welfare of seafarers and on trading patterns has to be understood by politicians and the public alike.”
Chairman of ICS/ISF, Spyros M Polemis
Contacts:
The Round Table of international shipping associations:
ITF Sam Dawson dawson_sam@itf.org Phone +44 20 7940 9260
Memoirs of 8 Months with Somali Pirates
The following tale is an account of being held captive by Somali pirates. The Vietnamese seafarers' experiences at the hand of the notorious Somali pirates includes how they were used as a mothership to rob other vessels, and tellingly, how the crew managed to be released from pirate control.
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| Sailor Tran Van Tri |
VietNamNet Bridge – “While we were dropping an anchor, we saw a high-speed canoe approaching. Somali pirates holding machine-guns got close to the ship, overpowered the captain and other sailors,” Tran Van Tri, 22, who has just returned home after eight months seized by Somali pirates, recalled.
Tri, from Quynh Long commune in the central province of Nghe An, became a fisherman after leaving junior secondary school. In September 2009, his parents borrowed money from a bank to cover labour exporting fees for him. Since then, Tri was recruited as a sailor of Tai Yuan 277, a tuna fishing boat of Taiwan.
In May 2010, while fishing tuna in the Indian Ocean, Tri’s vessel was seized by a group of Somali pirates. “Several minutes later, another group of Somali men appeared with machine-guns. They forced all sailors to go to the board and searched through the boat to take all cash and assets. The pirates told the captain to steer the ship to Somalia. The ship was ordered to land in a closed and wild sea, where many other fishing boats were detained.
“In Somalia, the pirated classified sailors into Vietnamese, Korean, Chinese, Indonesian, etc. and forced them to do different works. They beat anyone who opposed and threatened to kill them,” Tri recalled.
The pirates allowed the captain to get contact with the Taiwanese ship owner but they could not contact the owner. The pirates were very angry and they asked the captain to seek way to get contact with the owner to ask for ransom. As they could not contact Taiwan, the pirates used the ship and sailors to rob other ships. Two months after the arrest, Somali pirates permitted sailors to call home for three minutes.
“I was crying on my bed when I heard a strange phone call. I had a feeling that this was my son’s call. We talked for three minutes but I cried for two minutes,” said Tri’s mother, Tran Thi Hue.
On January 20 2011, after robbing a big fishing ship in the Indian Ocean, the pirates asked the captain to steer the ship to its dock. While the ship was running, the chief mechanic told the pirates that the ship was out of fuel. Five pirates searched the ship but they didn’t see any oil can left. They thought that the ship was out of oil so they released the ship and all sailors.
“When the pirates left the big ship that they had just robbed, we embraced each other for happiness. All of us cried because they were released by the pirates unconditionally,” Tri said.
After a while, all sailors were very worried because the ship was out of fuel but the Chinese chief mechanic laughed and told sailors that there were over ten tons of oil hidden in the ship. “We hurriedly supplied fuel for the ship and run to Sri Lanka,” Tri continued.
The ship landed in Sri Lanka 12 days later. The captain got contact with the Taiwanese Consulate in Sri Lanka. Sailors called home and they were assisted with their journey home. On March 3, Tri and two other Vietnamese sailors from Ha Tinh and Kon Tum provinces arrived home safely.
Tri’s father, Tran Van Uon, said: “I heard that my son was captured by pirates. I though that he would not return but I still had to encourage my wife and my mother. We prayed for him everyday and he has returned”.
Nearly 1000 young people in Tri’s commune – Quynh Long – work as sailors on foreign fishing ships. Tri said that Somali pirates don’t kill or maltreat Vietnamese hostages because they know that Vietnamese sailors are very poor. He said that hostages were also supplied with rice and water.
Source: VNE
Sunday, 20 February 2011
There May Be Trouble Ahead...
A Somali pirate, Abdiwali Abdiqadir Muse, the surviving pirate from the attack on the MAERSK ALABAMA in 2009, is sentenced to over 33 years in prison by U.S. Federal court in New York only last week. The pirate was involved in the kidnap of Captain Philips where two of the fellow pirates were killed by U.S. Navy snipers. During the same week of Muse being sentenced, a report via the Associated Press stated that Somali pirates claimed there would be retaliation against Americans for the sentencing with" regrettable consequences."
Only a few days after the imprisonment of Muse, the implication that US vessels and citizens would suffer may indeed come about through the hijack of the yacht, SY QUEST, with four US citizens onboard on January 18.
The retired American owners, Jean and Scott Adam, were en route to Salalah, Oman from India as part of their 8 to 10 year 'around-the-world' tour which began in December 2004. According to their website, svquest.com, they were on their way to the Mediterranean via the Red Sea. A competition had been run with the prize of a chance to join them on that leg of the journey, which may account for the fact that there were 4 Americans onboard at the time of the hijack.
The US couple had transited another pirate-rich area during their journey. They had passed through the Malacca Straits without problem, but then the Asian anti-piracy measures are more stringent in that area with the local States combining to reduce pirate activity through greater cooperation and military measures. Admittedly, the sea area is not as vast as the Gulf of Aden and Indian Ocean.
Some may ask why are yachts still sailing through the region, whilst others say they have every right to do so. Even travelling in convoys does not ensure safety. The military authorities patrolling the region have stated they cannot be everywhere, nor can they guarantee safety for all vessels going through the area.
Surely, the Adam's have the right to go about their business without fear of kidnap? As one of my earlier blogs "Getting away from it all" stated, being "forewarned is forearmed". The need for greater situational awareness continues to be demonstrated by such incidents as this one. However, it is not the sole means to increasing the safety of the seafarers; it is a supporting mechanism to increase cooperation and information exchange, including to the public. The IMO, supported by the UN Secretary General, has launched a new drive to "keep piracy at bay", but how does that work for the private yachts-people? The outrage expressed of late by shipowners is largely due to the effect on profit margins and the economy (oil, oil, oil), as much as it is for the plight of the seafarer. The 'convoys' that are conducted through the Gulf of Aden are aimed at commercial vessels, with those with low freeboard and low speed receiving greater attention as they are the most vulnerable. There is just no simple answer to the immediate problem of piracy, notwithstanding the 'go ashore' solution. The yachts that have been hijacked over the last few years are few, granted, but the fear those kidnapped will share with the other 800-odd seafarers already held is not something anyone wishes to contemplate.
The circumstance of the SV QUEST crew is not known at present, or at least not made public. The possibility of being held as long as the British couple, Paul and Rachel Chandler, is a real concern. The rescue that occurred with the MAERSK ALABAMA is unlikely to be undertaken again due to various reasons, no less the risk to the individuals kidnapped (remember the French yacht 'TANIT'?), but the outrage that will be expressed by the American vox pop will be the most vociferous. The declaration last year that the U.S. will not negotiate with pirates will be 'pressed to test'. Can the government stand against a family wishing to obtain the safe release of their loved ones by the only means they have available?
With reports surfacing about the harsh treatment of some of the hostages held by the pirates, should the Somali pirates decide to make good on their threats of retaliation against US citizens, the already troubled waters may see bigger storms approaching.
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| US Yacht Quest Hijacked Off Oman |
The retired American owners, Jean and Scott Adam, were en route to Salalah, Oman from India as part of their 8 to 10 year 'around-the-world' tour which began in December 2004. According to their website, svquest.com, they were on their way to the Mediterranean via the Red Sea. A competition had been run with the prize of a chance to join them on that leg of the journey, which may account for the fact that there were 4 Americans onboard at the time of the hijack.
The US couple had transited another pirate-rich area during their journey. They had passed through the Malacca Straits without problem, but then the Asian anti-piracy measures are more stringent in that area with the local States combining to reduce pirate activity through greater cooperation and military measures. Admittedly, the sea area is not as vast as the Gulf of Aden and Indian Ocean.
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| SV Quest (Img: svquest.com) |
Surely, the Adam's have the right to go about their business without fear of kidnap? As one of my earlier blogs "Getting away from it all" stated, being "forewarned is forearmed". The need for greater situational awareness continues to be demonstrated by such incidents as this one. However, it is not the sole means to increasing the safety of the seafarers; it is a supporting mechanism to increase cooperation and information exchange, including to the public. The IMO, supported by the UN Secretary General, has launched a new drive to "keep piracy at bay", but how does that work for the private yachts-people? The outrage expressed of late by shipowners is largely due to the effect on profit margins and the economy (oil, oil, oil), as much as it is for the plight of the seafarer. The 'convoys' that are conducted through the Gulf of Aden are aimed at commercial vessels, with those with low freeboard and low speed receiving greater attention as they are the most vulnerable. There is just no simple answer to the immediate problem of piracy, notwithstanding the 'go ashore' solution. The yachts that have been hijacked over the last few years are few, granted, but the fear those kidnapped will share with the other 800-odd seafarers already held is not something anyone wishes to contemplate.
The circumstance of the SV QUEST crew is not known at present, or at least not made public. The possibility of being held as long as the British couple, Paul and Rachel Chandler, is a real concern. The rescue that occurred with the MAERSK ALABAMA is unlikely to be undertaken again due to various reasons, no less the risk to the individuals kidnapped (remember the French yacht 'TANIT'?), but the outrage that will be expressed by the American vox pop will be the most vociferous. The declaration last year that the U.S. will not negotiate with pirates will be 'pressed to test'. Can the government stand against a family wishing to obtain the safe release of their loved ones by the only means they have available?
With reports surfacing about the harsh treatment of some of the hostages held by the pirates, should the Somali pirates decide to make good on their threats of retaliation against US citizens, the already troubled waters may see bigger storms approaching.
Tuesday, 15 February 2011
RNLI crew volunteers respond to shipping lanes collision
The value of the volunteer Royal National Lifeboat Institution service around the UK is demonstrated in the article below. They can be support in various ways. See here how you can do so. Much like the Coastguard organisations so many are used to, the RNLI are ready to help at a moments notice. The difference is that they are volunteers. The RNLI is the charity that saves lives at sea. They provide a 24-hour lifeboat search and rescue service around the coasts of the UK and Republic of Ireland, as well as a seasonal lifeguard service on many of the busiest beaches in England and Wales. Their dedication to helping others is clear in this article.
The Salcombe all-weather lifeboat crew volunteers onboard the Baltic Exchange III were launched at 6.55pm on Friday night (11 February) to assist in the search and recovery of two fishermen thrown over board when their vessel was in collision with a large container ship 31 nautical miles south of Start Point.
The Admiral Blake, a large 22 metre fishing vessel was working within the busy English Channel shipping lanes, when she was in collision with the Container vessel. The Salcombe Tamar class all-weather lifeboat with her volunteer crew of seven was immediately tasked along with Portland Coastguard Rescue Helicopter 106.
Arriving on scene at 8.24pm the Salcombe crew found that the Admiral Blake had been holed below her waterline and was taking on water. The skipper was satisfied that the water tight bulkheads were holding. The decision was taken to place two lifeboat crew members onboard the fishing vessel to assist.
One fishing boat crew member, who had been thrown overboard, was recovered almost immediately by the fishing boat. He was assessed, and appeared to be comfortable and warm and no further treatment was required.
Meanwhile, the other man thrown overboard spent over an hour in the water while a fast rescue craft from the container vessel searched for him. He was recovered by the rescue craft and transferred to the helicopter. The casualty was then airlifted to hospital.
It was confirmed that both casualties had not been wearing lifejackets.
The vessel was placed under tow and the two RNLI crew members assembled a salvage pump and continued to pump water out of the Admiral Blake throughout the long journey to Plymouth. A low speed is required whilst towing a vessel, especially when the vessel is badly damaged.
On arriving in Plymouth just before 6am on Saturday morning, the tow was passed to the crew of the Plymouth all-weather lifeboat who secured the vessel at Victoria Wharf.
The Salcombe lifeboat arrived back at her moorings at around 6.55am.
Salcombe RNLI lifeboat duty Coxswain Kevin Favis explained:
‘It was a long call out for my well trained and experienced volunteer crew, who not only gave up their time for an all night rescue, but also dedicate many of their own hours to vital crew training.’
Author: Dan Ashton , Volunteer Lifeboat Press Officer
 | |
| Salcombe All Weather Lifeboat: Nicholas Leach |
The Salcombe all-weather lifeboat crew volunteers onboard the Baltic Exchange III were launched at 6.55pm on Friday night (11 February) to assist in the search and recovery of two fishermen thrown over board when their vessel was in collision with a large container ship 31 nautical miles south of Start Point.
The Admiral Blake, a large 22 metre fishing vessel was working within the busy English Channel shipping lanes, when she was in collision with the Container vessel. The Salcombe Tamar class all-weather lifeboat with her volunteer crew of seven was immediately tasked along with Portland Coastguard Rescue Helicopter 106.
Arriving on scene at 8.24pm the Salcombe crew found that the Admiral Blake had been holed below her waterline and was taking on water. The skipper was satisfied that the water tight bulkheads were holding. The decision was taken to place two lifeboat crew members onboard the fishing vessel to assist.
One fishing boat crew member, who had been thrown overboard, was recovered almost immediately by the fishing boat. He was assessed, and appeared to be comfortable and warm and no further treatment was required.
Meanwhile, the other man thrown overboard spent over an hour in the water while a fast rescue craft from the container vessel searched for him. He was recovered by the rescue craft and transferred to the helicopter. The casualty was then airlifted to hospital.
It was confirmed that both casualties had not been wearing lifejackets.
The vessel was placed under tow and the two RNLI crew members assembled a salvage pump and continued to pump water out of the Admiral Blake throughout the long journey to Plymouth. A low speed is required whilst towing a vessel, especially when the vessel is badly damaged.
On arriving in Plymouth just before 6am on Saturday morning, the tow was passed to the crew of the Plymouth all-weather lifeboat who secured the vessel at Victoria Wharf.
The Salcombe lifeboat arrived back at her moorings at around 6.55am.
Salcombe RNLI lifeboat duty Coxswain Kevin Favis explained:
‘It was a long call out for my well trained and experienced volunteer crew, who not only gave up their time for an all night rescue, but also dedicate many of their own hours to vital crew training.’
Author: Dan Ashton , Volunteer Lifeboat Press Officer
Friday, 11 February 2011
How much outrage can we take?
By Freelance Journalist Neville Smith (originally posted by BIMCO)
It has been an important fortnight in the fight against Somali piracy. The visit of UN secretary-general Ban Ki-Moon to IMO to jointly launch the IMO’s response initiative was the crowning moment, drawing the great and the good as well as the world’s media.
The timing could not have been more fortuitous given the terrible toll of attacks in 2010 and the recent escalation of violence, as naval forces and pirates become increasingly drawn into conflict, with seafarers caught in the firing line. The attacks, rescues and retaliation are a worrying development in an already ghastly situation, but in a way the upsurge in violence, coming as it did at the same time as an IMO piracy workshop and shortly before Mr. Ban’s visit, could prove to be a tipping point.
Not before time of course – this is a problem that has been allowed to fester by the lack of a co-ordinated response from the international community to the problems onshore in Somalia. The willingness of Somalia’s neighbours to prosecute pirates has also been undermined by prevarication and perhaps worst of all, ship owners continue to flout the basic anti-piracy precautions developed by their own industry.
For those of us who assume that the industry is “doing everything it can” the evidence to the contrary is shocking. At a workshop held during the STCW meeting two weeks ago, an EU NAVFOR commander denounced a compliance culture among flag states and shipping companies for undermining the efforts of the naval forces.
Colonel Richard Spencer excoriated the shipping industry for in many cases failing to take adequate self-protection measures or assist the co-ordinating naval bodies, even when they had advised authorities they were in the high risk zone. “NATO has taken to phoning up ships within 50 miles of a mothership sighting to warn them of the risk because ships are not ready the NAV warnings they put out. They are sailing blind,” he told delegates, including member states.
Col. Spencer acknowledged the inadequacy of the political response and the lack of naval resources available but said fewer attacks would succeed if ships could hold off the pirates for 45 minutes. “You’ve got to play the game [and] fight harder for your ships. I recognise they are civilians but if it were me in a choice between 45 minutes and eight months held hostage, I’m in for a fight.”
But while some flag states were registering ships for passage and providing LRIT information, their ships “as we watch them go by” were obviously not implementing Best Management Practices (BMPs), he said. “There is a reason why some flags consistently have the highest number of ships taken. I’m speechless as to why some flag states are not doing more. There are an awful lot of club class flights and conferences but are they meeting their responsibilities?”
Col. Spencer added that the number of “high risk” ships registered by flag states and owners for passage through the Gulf of Aden IRTC is falling, while registration of low and medium risk ships is climbing. Although registrations were growing overall, along with increased flow of LRIT data to MSC-HOA and MARLO co-ordinating offices, flag states were not applying enough pressure to owners to apply BMPs.
“What concerns me is the growth in registration of moderate or low risk ships while substantial or severe risk ships is falling off. I can’t understand that,” he said.
He said naval forces had “observed non-compliance” on the ships of the top four flag states, Liberia, Panama, Marshall Islands and Bahamas, despite their registration and submission of LRIT data. He said the navies received no LRIT data from India, Norway, Singapore and Hong Kong flags in 2010 but stressed that following BMPs remained “the best way to defend a pirate attack”.
Arsenio Dominguez of the Panama ship registry defended flag states from this criticism, telling the workshop that registers are sometimes only aware of pirate attacks from media reports and without better feedback from the navies and operators alike, flags could not learn and improve.
“It is difficult for the Panama Maritime Authority to know in all cases that its ships have been attacked. We have heard that 48 of 60 ships [in the EU NAVFOR sample] were not following BMPs but I don’t take that as a criticism, that is valuable information,” he said.
MSC-HOA UKMTO and MARLO should improve their communication channel to the flag states, he said not just in the aftermath of attacks but once vessels are subsequently released. In addition operators must take the advice of flag states seriously. “We do contact operators and make them aware they need to do their part but it is a difficult problem for us if we are contacting them for the second or third time when they are not fulfilling their obligations,” he added.
As if there was not enough to be done at sea, ashore the challenge is if anything greater. A lack of political will among developed nations is preventing regional states prosecuting piracy suspects according to the chairman of the UN Contact Group on Piracy’s Working Group 1.
Chris Holtby of the UK Foreign Office told the workshop that the region was still waiting for promised assistance. “This all rests on political will and by and large, that will is not there. This is a multi-faceted problem and needs a unified response.” He said the international community had “failed to build the prison capacity needed. Most of the countries in this room have not contributed.”
The Seychelles in particular, Mr. Holtby said, “would prosecute every suspect we give them” but no country (including Djibouti agreement signatories) had taken the political risk of investing in enforcement. “The EU has tens of millions of Euros ready to invest in regional action but is almost alone. Even when countries do contribute, they don’t want to tell you what they are doing,” he added.
Mr. Ban told last week’s press conference that he saw “heightened” political will to build capacity in the region and to focus on rebuilding Somalia as a long term deterrent to piracy. All the countries of the world that depend on the flow of good by sea should give him all the support possible to make that happen. In the meantime, ship owners must continue to put their own house in order.
The increasing flow of press releases expressing outrage at pirate tactics will fall on stony ground if it continues to be shown that owners are not doing everything in their power to deter piracy. Worse, in the decade or more that it might take to stabilise Somalia, they will lose the battle for political will that might finally end the problem once and for all.
Which all goes to demonstrate the fractious nature of the shipping industry. If it cannot self-regulate, then who is going to bring them together? Who has the answer?
It has been an important fortnight in the fight against Somali piracy. The visit of UN secretary-general Ban Ki-Moon to IMO to jointly launch the IMO’s response initiative was the crowning moment, drawing the great and the good as well as the world’s media.
The timing could not have been more fortuitous given the terrible toll of attacks in 2010 and the recent escalation of violence, as naval forces and pirates become increasingly drawn into conflict, with seafarers caught in the firing line. The attacks, rescues and retaliation are a worrying development in an already ghastly situation, but in a way the upsurge in violence, coming as it did at the same time as an IMO piracy workshop and shortly before Mr. Ban’s visit, could prove to be a tipping point.
Not before time of course – this is a problem that has been allowed to fester by the lack of a co-ordinated response from the international community to the problems onshore in Somalia. The willingness of Somalia’s neighbours to prosecute pirates has also been undermined by prevarication and perhaps worst of all, ship owners continue to flout the basic anti-piracy precautions developed by their own industry.
For those of us who assume that the industry is “doing everything it can” the evidence to the contrary is shocking. At a workshop held during the STCW meeting two weeks ago, an EU NAVFOR commander denounced a compliance culture among flag states and shipping companies for undermining the efforts of the naval forces.
Colonel Richard Spencer excoriated the shipping industry for in many cases failing to take adequate self-protection measures or assist the co-ordinating naval bodies, even when they had advised authorities they were in the high risk zone. “NATO has taken to phoning up ships within 50 miles of a mothership sighting to warn them of the risk because ships are not ready the NAV warnings they put out. They are sailing blind,” he told delegates, including member states.
Col. Spencer acknowledged the inadequacy of the political response and the lack of naval resources available but said fewer attacks would succeed if ships could hold off the pirates for 45 minutes. “You’ve got to play the game [and] fight harder for your ships. I recognise they are civilians but if it were me in a choice between 45 minutes and eight months held hostage, I’m in for a fight.”
But while some flag states were registering ships for passage and providing LRIT information, their ships “as we watch them go by” were obviously not implementing Best Management Practices (BMPs), he said. “There is a reason why some flags consistently have the highest number of ships taken. I’m speechless as to why some flag states are not doing more. There are an awful lot of club class flights and conferences but are they meeting their responsibilities?”
Col. Spencer added that the number of “high risk” ships registered by flag states and owners for passage through the Gulf of Aden IRTC is falling, while registration of low and medium risk ships is climbing. Although registrations were growing overall, along with increased flow of LRIT data to MSC-HOA and MARLO co-ordinating offices, flag states were not applying enough pressure to owners to apply BMPs.
“What concerns me is the growth in registration of moderate or low risk ships while substantial or severe risk ships is falling off. I can’t understand that,” he said.
He said naval forces had “observed non-compliance” on the ships of the top four flag states, Liberia, Panama, Marshall Islands and Bahamas, despite their registration and submission of LRIT data. He said the navies received no LRIT data from India, Norway, Singapore and Hong Kong flags in 2010 but stressed that following BMPs remained “the best way to defend a pirate attack”.
Arsenio Dominguez of the Panama ship registry defended flag states from this criticism, telling the workshop that registers are sometimes only aware of pirate attacks from media reports and without better feedback from the navies and operators alike, flags could not learn and improve.
“It is difficult for the Panama Maritime Authority to know in all cases that its ships have been attacked. We have heard that 48 of 60 ships [in the EU NAVFOR sample] were not following BMPs but I don’t take that as a criticism, that is valuable information,” he said.
MSC-HOA UKMTO and MARLO should improve their communication channel to the flag states, he said not just in the aftermath of attacks but once vessels are subsequently released. In addition operators must take the advice of flag states seriously. “We do contact operators and make them aware they need to do their part but it is a difficult problem for us if we are contacting them for the second or third time when they are not fulfilling their obligations,” he added.
As if there was not enough to be done at sea, ashore the challenge is if anything greater. A lack of political will among developed nations is preventing regional states prosecuting piracy suspects according to the chairman of the UN Contact Group on Piracy’s Working Group 1.
Chris Holtby of the UK Foreign Office told the workshop that the region was still waiting for promised assistance. “This all rests on political will and by and large, that will is not there. This is a multi-faceted problem and needs a unified response.” He said the international community had “failed to build the prison capacity needed. Most of the countries in this room have not contributed.”
The Seychelles in particular, Mr. Holtby said, “would prosecute every suspect we give them” but no country (including Djibouti agreement signatories) had taken the political risk of investing in enforcement. “The EU has tens of millions of Euros ready to invest in regional action but is almost alone. Even when countries do contribute, they don’t want to tell you what they are doing,” he added.
Mr. Ban told last week’s press conference that he saw “heightened” political will to build capacity in the region and to focus on rebuilding Somalia as a long term deterrent to piracy. All the countries of the world that depend on the flow of good by sea should give him all the support possible to make that happen. In the meantime, ship owners must continue to put their own house in order.
The increasing flow of press releases expressing outrage at pirate tactics will fall on stony ground if it continues to be shown that owners are not doing everything in their power to deter piracy. Worse, in the decade or more that it might take to stabilise Somalia, they will lose the battle for political will that might finally end the problem once and for all.
Which all goes to demonstrate the fractious nature of the shipping industry. If it cannot self-regulate, then who is going to bring them together? Who has the answer?
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