An estimated $30 billion to $50 billion worth of seaborne cargo is lost to theft every year, including piracy on the high seas, at anchor, and wharfside-and the numbers aren't going down. This is an especially troubling development, considering most of the piracy occurs in the Asian trade lanes, where US companies are increasingly doing business.

According to David Kellerman, owner of Special Ops Associates, Deerfield Beach, FL, some of the apparent increase in piracy is from better reporting, but, he adds, "We're going to see about a ten-to-fifteen-percent increase, and half of it's an increase in reporting, but I don't see the incidents decreasing, though." Special Ops Associates trains ships' crews on evasive tactics and on how to repel unwanted boarders.

Blackbeard, They're Not

Although there have been some recent high-profile incidents where cargo ships have been boarded, the crew killed, and the ship sailed away by the pirates, the great majority (72%) of piracy incidents happen while the ship is berthed or at anchor in a port. Most of the attacks on ships underway happen within a country's territorial waters.

For statistical purposes, the International Marine Bureau defines piracy as, "An act of boarding or attempting to board any ship with the intent to commit theft or any other crime and with the intent or capability to use force in the furtherance of that act." Thus, the IMB definition covers actual or attempted attacks whether the ship is berthed, at anchor, or at sea.

"Complete vessel takeovers are fairly rare," says Kellerman. "A lot of times they tie up crew members and don't untie them. There have been some cases where an oil tanker has been steaming out there with no guidance. Luckily, the crew members have been able to untie themselves, but you can see that's a disaster ready to happen."

The reason for near-shore attacks is primarily ability. Today's pirates use small boats that are not designed for the open sea. Also, they usually want only what they can carry away and sell easily. In some parts of Asia-particularly Indonesia-political instability has caused widespread underemployment and unemployment, which in turn causes petty theft. The under- and unemployed don't own big, seagoing ships. But they are hungry.

Furthermore, as reported in MariTimeSecurity.com's 1999 report on piracy, "The 'hit-and-run' nature of at-sea attacks and the widespread use of high-speed, small attack craft makes it difficult for responding agencies to effect a successful pursuit. The attackers are usually back at their bases of operation before responding authorities get underway."

Danger Zones

In general, the two "hot spots" for piracy are Southeast Asia and Africa. More than half of all reported attacks are in Asian waters, with Indonesia, Malaysia, and Singapore predominating.

The Malacca Straits is the main seaway connecting the Indian Ocean and the China Sea, and it's the world's favorite feeding ground for pirates. It's 500 miles long and as narrow as 11 miles wide in some places. "It's really remote, and anything goes out there," says Kellerman. "It's not a good area to be running around in, in an understaffed boat with a high-value cargo."

In Africa, the vicinity of Nigeria, Somalia, and Sierra Leone are danger zones. Most of the incidents in this area involve vessels at anchor or berth.

Attack Methods

A certain number of pirates are well organized and well equipped. Special Ops' Kellerman says, "These guys are surveilling the ships in port. They know boats and they do serious workups on them before they go out and get one. It goes down really smooth when they take these boats over."

When the pirates attack, they favor night-time raids from the stern of the vessel. This is because many ships are understaffed and everyone on board who is not asleep is usually paying attention to what's ahead, not at what's behind. The pirates use grappling hooks for boarding larger ships.

Steve Connor, ocean marine director for Kemper Insurance Companies, Long Grove, IL, says, At sea, "the [pirate] boat goes up to the vessel, armed to the teeth. First thing they do is go straight to the bridge and the radio room so Mayday signals can't be transmitted and [then they] disable the communications equipment. They have days, if they want to, to plunder the cargo or even steal the vessel and sail to a port that is less concerned with international conventions."

Favorite Targets

Pirates focus on ships flying flags of convenience, especially Liberian- and Panamanian-registered ships. These ships often have fewer crew members and the countries of registration don't really care what happens to the ships. "There's no response to the incidents," Kellerman says. "The flag country is not getting involved. The bad guys know this. US boats don't get attacked. The US gets involved. When there's a country that's going to back it up and check it out, the pirates are going to find a ship that doesn't have that flag."

Connor says, "The Panamanians, Liberians-all they want is the tax money. The United States and western European countries are concerned with safety, adhering to standards."

Preventive Measures Shipboard

The success of today's pirates relies on speed, surprise, and violence, says Kellerman. If you take away just one of these criteria-surprise-pirate attacks are seldom successful. A watchful crew can detect pirates-or probable pirates-approaching and take measures to scare them off.

"If you notice them in time, you can take some basic evasive ship maneuvers or you can break out your fire hoses and searchlights. If you direct a blinding light into a suspicious boat, chances are they're going to cuss you out on the radio if they're innocent or go away if they're not."

The one think Kellerman tries to prevent when training ships' crews is violence. "We don't try to train them for shipboard combat. That's Hollywood stuff. It's dangerous."

Preventive Measures for Shippers

As the owner of the cargo going overseas, you're not likely to be on board to protect it. But there are some things you can do to reduce the likelihood of it being stolen or to increase the likelihood of retrieving it if it is.

First, says Connor, "Contract with a good-quality ship owner who's got a good track record. Steer clear of the smaller, single-ship companies whose owners don't care too much about the integrity and seaworthiness of the boat." This means shipping your goods on the better-known lines based in Europe, the United States, and Asia. (Although Asian waters breed pirates, Japan, Korea, Taiwan, and Singapore are countries where the rule of law is respected and they will vigorously hunt down pirates. In 1999, for example, Japan had no reports of piracy.) Second, he says, "Buy a good ocean-cargo insurance policy so if your cargo is stolen or destroyed from an act of piracy it's covered."

sidebar:

Extra caution is advised at all ports in Indonesia, Gelasa Strait, Bangka Strait, Berhala Strait, Sunda Strait, Malacca Straits, Singapore Strait, Phillip Channel, Sprately Island, Chittagong Roads, Mongla Anchorage, Colombo Anchorage, Chennai Anchorage, Cochin Anchorage, Kandla, Southern Red Sea, Gulf of Aden, the Somali Coast, Conakry, and Nigerian ports.

-"Advice to All Ships,"

International Marine Bureau.

sidebar:Common Threads

Many of today's pirates use modern, small, fast craft for hit-and-run thefts. South China Sea, June 3, 2000: A general cargo ship reported an attempted boarding while underway. The attacking craft was described as a radar-equipped, modern high-speed craft with no visible name. (MariTimeSecurity.com report.)

Most piracy involves whatever the pirates can carry away. The ship is seldom stolen. Malacca Straits, Sept. 2, 2000: While underway, pirates armed with machetes and knives boarded a container ship and proceeded to the master's cabin. They tied up the master [and] stole $US 22,000 from the ship's safe. (International Maritime Bureau report.)

Piracy is most frequent where local law enforcement is lax or unable to respond to the incident for one reason or another. Everton Wharf, New Amsterdam, Guyana, Sept. 12, 2000: Five pirates armed with guns and knives boarded a bulk carrier, broke into the paint locker, stole ship's stores, and escaped in a boat. Attempts by the master to contact the police failed. Finally the master reported the incident to the fire brigade who agreed to contact the police. However, the police did not attend to the ship. (International Maritime Bureau report.)