Members will no doubt be aware of the growing threat of piracy and armed attacks in certain areas of the world. BIMCO has stated that the number of reported incidents increased by 350% between 1990 and 1991, and attention is drawn to the diversity of methods and localities where the risk is currently greatest. It should also be noted that where seamen have been injured or killed, such acts have rarely been committed unprovoked, and have generally been the outcome of commendable but misguided attempts to resist the attackers.
Attacks while Berthed or at Anchor
Such attacks have predominantly occurred in West Africa and South America. Some typical examples include;
WEST AFRICA
A berthed vessel was recently boarded in Duala, Cameroun by a gang of armed men in the early hours of the morning. Containers were forced open, and the Duty Officer was violently assaulted when he attempted to intervene.
Vessels have also been attacked in Luanda, Angola either at anchor or while moored at the local oil refinery buoys. The attacks have all been carried out at night by a band of heavily armed men using a small skulled boat. Crews are typically rounded up at gunpoint and locked in a cabin, all communication equipment is destroyed and personal effects are stolen. The attacks appear to be becoming more violent with reports of crewmembers being beaten with rifle butts, and of shots being fired at seamen aboard a tanker laden with gasoline.
A group of approximately 12 men carrying knives recently climbed over the bow of a tanker anchored off Bonny, Nigeria during the hours of darkness, assaulted a crewmember and stole mooring lines.
SOUTH AMERICA
A tanker lying at the inner anchorage off Rio de Janeiro, Brazil was attacked by 10 men carrying automatic weapons. A small quantity of personal effects were stolen and 2 seamen were killed in the raid. Other anchored vessels
have been boarded, with the assailants clearly aware of the presence of certain manifested goods. Similar attacks have been reported in the Brazilian ports of Santos and Salvador.
A vessel awaiting a pilot off Buenaventura, Colombia was recently attacked at dusk by a gang of 12 men armed with knives and firearms. Warning shots were fired into the air, and several crewmembers were subsequently locked in a deck storeroom. Paint, a fireman's outfit and a scaling machine were stolen.
Attacks while Underway
Almost all attacks underway have taken place in the Far East, with the majority of incidents centred on the main shipping lanes off the coasts of Indonesia, Malaysia and Singapore.
Cases of vessels being permanently seized or diverted to remote areas where the entire cargo has been discharged and stolen have been reported. Such incidents have invariably been the product of a highly organised and pre-planned strike, and are fortunately comparatively rare.
However, it is evident that a considerable and increasing number of short, opportunist armed attacks, usually lasting no longer than thirty minutes, are taking place in the region. The area where the attacks have occurred extends from the north west tip of Sumatra, along the Strait of Malacca, through the Singapore Strait and into the South China Sea adjacent to the Indonesian coast. The following key details and patterns should be noted;
- The majority of incidents have taken place in the vicinity of the Phillip
Channel, typically within a twenty mile stretch of separation lane between
positions 01o 02'N, 103o 38'E and 01o 13'N, 103o 55'E. The most numerous raids
have been sustained by eastbound vessels and approximately 70% of the attacks
have been carried out during the dry season.
- Attacks have always been carried out at night, generally between 2200 hours
and 0400 hours.
- Vessels of all types and size have been attacked. The assailants generally
use one or more small, high-speed craft, and approach from astern. Other reports
suggest that fishing vessels have occasionally been used. Access is achieved
either by grapnel hook, or by climbing up long bamboo poles. It should be
noted that vessels with freeboards exceeding 10 metres and steaming at 18
knots have been boarded without difficulty.
- At least 4 men generally board the vessel, and possibly as many as 12 depending
on the number of craft utilised. Although firearms are seldom carried, the
attackers are invariably equipped with knives and cutlasses and are clearly
prepared to use them if opposed.
- Once aboard, the men head for the bridge in search of the Master, often
threatening the bridge personnel until he is found, and any attempt to mislead
or confront the attackers prompts increasingly violent behaviour. The Master
is then escorted to his quarters and forced to open the safe, and cabins are
occasionally ransacked. The machinery space is seldom entered, and if manned,
the engine room watch is often completely unaware that the vessel is being
attacked. Disturbing instances have also been recorded where crewmembers have
been tied up or locked in cabins during a raid, temporarily leaving the vessel
without the capacity to navigate following the departure of the attackers.
Preventive Action
Vessels berthed in risk ports should endeavour to illuminate both the decks
and the quay with all available lighting, and gangways, accommodation ladders
and ramps should be raised or closed at night. Access doors, holds and storerooms
should naturally be kept locked when not in use, and decks should be regularly
patrolled to demonstrate to observers that the vessel is alert and vigilant.
At the first indication of an attack, duty personnel are advised to return immediately
to the accommodation block and cause as much commotion as possible, activating
alarms, sirens and ship's whistle as a "scare" tactic. Although this action
will obviously not avert a determined armed attack, the gang may choose to seek
a softer target elsewhere.
In ports where attacks at anchor have been reported, Members should first consider instructing the vessel to stand off the port until required to work cargo. If such an option is not open, or if the vessel is obliged to work cargo at anchor, similar safeguards to the port precautions are recommended. The additional use of the ship's signalling lamp to periodically sweep the surrounding waters for small boats at night may also serve as a deterrent.
If attacked in port or at anchor, ships should endeavour to contact the Port Control office by VHF at the earliest opportunity and request assistance. However, many vessels have reported that the authorities responsible often cannot be raised when urgent support is requested, or that response times are poor.
Vessels approaching areas such as the Phillip Channel where there is a heightened risk of an attack underway are advised to pre-plan the transit by;
- Placing extra lookouts, particularly at the aft end of the vessel in
order to keep a close watch astern and also to listen for sounds of small
craft. Vessels should also endeavour to maintain a permanent close quarters
radar watch for indications of minor or indistinct targets approaching fast
or behaving suspiciously.
- Blacking out the vessel apart from mandatory navigation lights. In addition,
overside lights should be positioned to illuminate the waters immediately
astern of the vessel providing this will not compromise the safe navigation
of the ship, and fire hoses may be rigged and left running overboard in the
vicinity, possibly fitted with spray nozzles and used to form a water shield
around the perimeter of the stern.
- Exhibiting signs of intense activity the moment an attack is threatened
or suspected, turning on lights, sending all available personnel running to
the after deck, sounding alarm bells and sirens, and using the signalling
lamp to dazzle approaching craft.
By demonstrating that the vessel is prepared, the attackers may well withdraw in favour of an easier target. The aggressive use of fire hoses and other physical deterrents should be avoided in order to minimise the risk of retribution if the attackers succeed in boarding the vessel despite the preventive action.
Should the measures fail, resistance and confrontation are not recommended.
The likelihood of violence will undoubtedly be magnified if opposition is attempted,
and it should be remembered that assenting to the attackers' demands will hopefully
keep the unwelcome visit brief and allow full control of the ship to be regained
as soon as possible. Crewmembers can passively assist by mentally noting all
distinguishing features of their assailants and recording the details after
the attack.
Following such an incident, vessels should endeavour to report the attack via the nearest coastal radio station, requesting that the information be passed to the appropriate authorities. The Master should also collect statements from crewmembers and return them to the vessel's owners at the earliest opportunity together with his own reports.
Members are requested to provide the Club with full details of all attacks, including unsuccessful attempts. Unless instructed to the contrary, the Club will forward the information to the International Maritime Organization (IMO) and the International Maritime Bureau (IMB) who are collating data regarding armed attacks, liaising with the law enforcement agencies responsible and applying diplomatic pressure.
The IMB plans to open a Regional Piracy Centre in the Far East later this year to act as a coordinating body for the benefit of vessels sailing through the areas of highest risk. The intended functions of the Centre are stated in the newly published IMB Special Report on Piracy, and full particulars will be circulated when established. The Report itself gives a comprehensive view of the present situation, and offers a more detailed account of recommendations and advice. |