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dgnotetechnologies · 7 months
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How to minimize marine insurance claims: best practices for shippers
The maritime industry plays a vital role in global trade and transportation, with ships carrying approximately 90% of the world's goods. As such, marine insurance serves as a crucial protection mechanism for shipowners and operators, providing coverage and protection against various risks encountered at sea. However, frequent insurance claims can lead to higher premiums and increased costs for shippers. 
Shippers rely on marine insurance policy to mitigate these risks to safeguard their interests. Minimizing marine insurance claims helps shippers reduce financial losses and ensures smooth operations and customer satisfaction. In this blog, we will discuss some best practices that shippers can implement to minimize marine insurance claims and enhance their overall shipping experience.
1. Risk Assessment and Management
A thorough risk assessment is crucial to identify potential risks and develop effective risk management strategies. Shippers should evaluate their supply chain, considering transportation routes, storage facilities, and handling processes. By understanding the risks involved, shippers can implement preventive measures, such as selecting reliable carriers, ensuring proper vessel maintenance, and considering alternative transportation options for high-risk routes. 
Conducting thorough risk assessments and analyzing historical data can help identify areas of vulnerability and develop preventive measures. This may include investing in advanced tracking and monitoring technologies, implementing security measures to prevent theft or piracy, and establishing contingency plans to address unforeseen circumstances. Proactive risk management reduces the likelihood of incidents and subsequent insurance claims.
2. Accurate Documentation
Proper documentation is vital to minimize insurance claims. Shippers should ensure that all relevant shipping documents, such as bills of lading, commercial invoices, packing lists, and certificates of origin, are accurately prepared and in compliance with international trade regulations. Any discrepancies or inaccuracies in the documentation can lead to delays, customs issues, and potential insurance claim rejections. So, it is crucial to thoroughly review and verify all documents before shipment is crucial to avoid unnecessary complications.
3. Proper Packaging and Labeling
The first line of defence against cargo damage is ensuring proper packaging and securing methods. Shippers should pay careful attention to the packaging requirements for different types of goods, taking into consideration factors such as fragility, weight, and transportation conditions. Fragile items should be adequately cushioned, and liquid cargoes must be securely sealed to prevent leakage. Proper labelling and handling instructions should be provided to minimize mishandling risks. Finally, following established industry standards and guidelines for packaging and securing cargo significantly reduces the chances of damage and subsequent insurance claims. 
4. Selection of Reliable Carriers and Service Providers
Choosing reputable carriers and service providers is essential in minimizing insurance claims. Partnering with established shipping lines, freight forwarders, and logistics providers with a proven track record can significantly minimize risk. Shippers should conduct thorough due diligence before selecting a carrier, considering their track record, safety standards, and financial stability. Collaborating with experienced freight forwarders, brokers, and logistics providers can also contribute to smoother operations and minimize the risk of potential losses.
5. Cargo Tracking and Monitoring
Implementing advanced tracking and monitoring systems can provide shippers with real-time visibility into their cargo's location and condition. These systems use technologies such as GPS tracking, temperature sensors, and shock detectors to monitor the cargo's integrity and detect any potential issues. By proactively addressing issues, such as temperature variations, excessive vibrations, or unauthorized tampering, shippers can take corrective actions and prevent further damage or losses.
6. Training and Education
Investing in training and education for employees involved in shipping and logistics can significantly contribute to minimizing insurance claims. Employees should be trained on proper handling techniques, cargo loading procedures, and adherence to safety standards. Additionally, staying updated on the latest regulations, industry best practices, and emerging risks can help shippers implement effective risk management strategies and avoid potential pitfalls.
7. Maintain clear communication channels: 
Maintaining clear and consistent communication channels with carriers, intermediaries, and insurers is crucial throughout the shipping process. Shippers should provide comprehensive and accurate information about the cargo, including its nature, value, and special handling requirements. Regular communication and updates regarding the shipment's progress help prevent misunderstandings and ensure that all parties are well-informed. In case of any incidents or potential claims, prompt communication with the insurance provider is vital to initiate the claims process promptly.
8. Invest in comprehensive insurance coverage: 
While the aim is to minimize insurance claims, it is essential to have comprehensive coverage that adequately protects shippers' interests. Working closely with insurance brokers or underwriters, shippers should understand the specific insurance policies available and select the most suitable coverage for their cargo and operations. The policy should include coverage for potential risks such as theft, damage, loss, and liability. Adequate coverage ensures that shippers have the necessary financial protection in the event of an unforeseen incident.
Minimizing marine insurance claims requires a proactive and systematic approach by shippers. By implementing best practices such as conducting thorough risk assessments, ensuring accurate documentation, proper packaging and labeling, selecting reliable carriers and service providers, implementing cargo tracking and monitoring systems, investing in training and education, and maintaining clear communication with stakeholders, shippers can significantly reduce the frequency and severity of claims. By doing so, shippers can not only protect their cargo but also lower insurance premiums, improve profitability, and enhance their reputation as trusted and reliable partners in the global supply chain.
DgNote provides state-of-the-art platform for marine insurance. Our claims and tracking process is efficient, simple and easy. The platform has a comprehensive dashboard that manages policies, invoice, and receipts in one place. Overall, we provide an innovative platform to deliver hassle-free insurance.
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nebris · 2 years
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The Bombardment of Algiers was an attempt on 27 August 1816 by Britain and the Netherlands to end the slavery practices of Omar Agha, the Dey of Algiers. An Anglo-Dutch fleet under the command of Admiral Edward Pellew, 1st Viscount Exmouth bombarded ships and the harbour defences of Algiers.
There was a continuing campaign by various European navies and the American navy to suppress the piracy against Europeans by the North African Barbary states. The specific aim of this expedition, however, was to free Christian slaves and to stop the practice of enslaving Europeans. To this end, it was partially successful, as the Dey of Algiers freed around 3,000 slaves following the bombardment and signed a treaty against the slavery of Europeans. However, this practice did not end completely until the French conquest of Algeria.
https://en.wikipedia.org/wiki/Bombardment_of_Algiers_(1816)
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balu8 · 3 years
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Tony Cliff;Delilah Dirk #4
Practical Defence Against Piracy: A Miss Nichols Primer for Young Ladies.
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Why Don't We See Technicals in South & South East Asia?
Technicals are light-weight, improvised vehicles that are combinations of a civilian 4x4 with a mounted heavy machine-gun, automatic cannon or an anti-aircraft gun. Commonly understood to be the descendent of the Tachanka of the Russian Civil War (1917-1922), the technical is used in low-density, open-spaced areas as it is a highly manoeuvrable light-weight platform that offers both tactical and normative fires. 
The modern vehicle is a variant of the British Long-Range Desert Group trucks of the Second World War and the American “gun-trucks” of the Korean and Vietnam Wars. In contemporary times, the technical has been used by a variety of non-state actors, first by the Sahrawi’s People’s Liberation Army (1975) and then trickling through a variety of other North African and Middle-Eastern conflicts. e.g. the Chad-Libyan Conflict (1987), the Iraq War (2003) and the Syrian Civil War (2014-ongoing). 
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Uses
The geographic conditions of North Africa and the Middle-East – large desert plains with small dispersed towns – allowed the technical to be used in both, defensive and offensive roles as it could be used in manning checkpoints, providing convoy protection, anti-air defence or in hit-and-run missions. The other alternative was using tracked vehicles such as BMPs and tanks. While these platforms do provide certain tactical advantages, the use of wheeled vehicles in the desert-terrain proved to be more effective, and the cost of production and repair was also low. 
On the Use of Technicals
Given that the technicals is particularly effective in asymmetric warfare, one will find them in areas of low-intensity conflict predominantly used by rebel or insurgent groups. The historical trend of using technicals in North Africa and the Middle-East persists due to the post-2001 invasions of Afghanistan and Iraq; and the post-Arab Spring conflicts in Libya and Syria-Iraq. 
In Libya, the technical was particularly useful in evading both air and ground targeting, while simultaneously providing effective cover or offensive fire. In fact, the French Rafale gained prominence world-over because of its hunt-kill functionality which allowed it to effectively destroy technicals employed by pro-Qaddafi forces. However, technicals aren't, by definition, part of any conventional force. Powerful militaries such as the United States, China and Russia do not include them as part of their regular armies; those light-weight platforms that are used, e.g. Humvees, are usually heavily armoured and reinforced with additional electronics such as Active Protection Systems (APS) and more. 
Over the years however, its successful use by non-state actors such as Daesh and Al Qaeda in the Middle-East, has led the concept to be adopted by these otherwise conventionally superior armies. The United States Special Forces make use of the buggy-type Desert Patrol Vehicle and the Light Tactical All-Terrain Vehicle (LTATV). But the primary function is not offensive, but transport. Most other armed vehicles are based on the Humvee chassis, or belong to the Armoured Personnel Vehicle (APV) class.
The 30th Independent Motorised Rifle Brigade instated by Russia in the Central Military District is an adoption that goes even further. The brigade is equipped with the UAZ-3163 “Patriot”, and is trained for wars in the mountain-desert terrain; a result of Russia’s experiences from the ongoing Syrian Civil War. Outside the country, the Russian Army is known to have used the Patriot against Daesh in the early days of the Syrian intervention. 
The aim of having a force with the technical at the heart of its doctrine, is a light, fast moving unit that can cover hundreds of kilometres in a single day, slip through enemy lines and perform quick strikes to supply-lines and defensive positions. 
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South and South East Asia
The geographic conditions of South and South East Asia – thick jungle terrain, high population density and distant islands – makes employing the technical less practical. While insurgent/terrorist groups and countries in Asia do make use of technicals, specifically those equipped with heavy machine-guns and  auto-cannons, they are not as prevalent as their Middle-Eastern and North African counterparts. 
Most insurgent groups in South Asia use either terror or guerrilla tactics. Those in South East Asia, for example the Abu Sayyaf Group, make use of boats given the conditions. They are used in both kinetic and non-kinetic roles, e.g. smuggling, piracy and human trafficking. Even so, there is a healthy employment of technicals and armoured vehicles by quasi-states such as the United Wa State Army and the Al Qaeda.
Given the conflicting geographic conditions and the functions of a technical, it would seem that their employment in South East Asia is limited. However, by taking on the Russian model and normalising Special Forces tactics among conventional units, there are certain specific applications of the technical in South Asia that could be exploited by countries such as India and Pakistan, especially when engaged in low-intensity conflicts. Indian Paramilitary Forces and Special Forces could be equipped with technicals to be used in Kashmir and Chattisgarh. In fact, the Russian model could be applied in designing a vanguard force that cuts through enemy lines and disrupts their defences ahead of the larger deployments.  
Conclusion
The geographic differences between North Africa/Middle-East and South East Asia, make it obvious that the technical may find fewer takers in the latter. However, the technical has some potential use in South Asia given the geographic and security conditions. As a a fast-moving, armed vehicle, the technical can be used in both low-intensity and conventional conflicts in Western and Northern India. 
Written by Siddharth Anil Nair.
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ibilenews · 4 years
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Osinbajo, Soyinka clash on COVID-19 lockdown
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• VP says criticism of presidential order pointless • Reps donate two months’ salaries to fight pandemic • ICPC warns corrupt persons to steer clear of funds
Vice President Yemi Osinbajo has disagreed with Nobel laureate Prof. Wole Soyinka and others who have questioned the legality of the presidential order restricting movement in the Federal Capital Territory (FCT), Lagos and Ogun States.
Lawyers like Ebun-Olu Adegboruwa and Femi Falana also faulted the lockdown , following the announcement on Sunday. Osinbajo, however, maintained that the move by President Muhammadu Buhari is important and backed by extant laws.
“I am not so sure some of the people who have commented on the issue have come across the Quarantine Act. There is a Quarantine Act of 1926. It’s been published in all of the Laws of Nigeria, every edition of the Laws of Nigeria, it is there.”
Referring specifically to the part of the legislation that empowers the president to order restrictions to movement in any part the country, Osinbajo said: “What the Act does is that it allows the president to designate any local area, any part of the country, as a place that may be infected or under the threat of a communicable disease. He can then make regulations of any kind.
“For instance, he can say people should not go out; no public gatherings etc. So, it is a regulation that gives the president powers, and these powers come from the National Assembly because, of course, it is an Act of the National Assembly.”
The vice president made the disclosure in Abuja on Monday while responding to questions at the Google Hangout programme organised by HACK COVID-19 Call Centre, a private sector initiative supporting Nigeria’s battle against the pandemic.
The worst development I can conceive is to have a situation where rational measures for the containment of the Corona pandemic are rejected on account of their questionable genesis. This is a time for Unity of Purpose, not nitpicking dissensions. So, before this becomes a habit, a question: does President Buhari have the powers to close down state borders? We want clear answers. We are not in a war emergency – Soyinka
“The president has extensive powers under the Quarantine Act of 1926. Also, governors have extensive powers under the same Quarantine Act,” Osinbajo said.
He urged individuals and groups to peruse the legislation, to understand the provisions therein, noting: “It is barely a one-page legislation, so it is not particularly difficult to find the relevant provisions, and it is not particularly difficult to read, very straightforward. So, the president has all the powers.”
He further said confronting the pandemic was an effort requiring the cooperation of all Nigerians.“We must see this as a joint effort. Everyone is involved in this. It really is an all-Nigeria effort and I am happy that everyone is responding,” he said.
Asked how the administration was supporting the most vulnerable during the restriction to movement, Osinbajo said Buhari had established the Economic Sustainability Committee, “which he has asked me to chair.”
He said the committee would take care of the economic challenges and fallouts of the pandemic in the FCT, Lagos and Ogun States. He also said the committee would develop further palliatives, and a sustainability plan to reposition the economy and grow the non-oil sector.
He added: “Part of the work of the Economic Sustainability Committee is to look at some of the concerns that affect the poor, especially in the context of what has already been done and the data that we already have on informal workers and informal traders, and how to implement some strategy that will be able to alleviate the sufferings of the poor (and the informal workforce) at this time, and integrate some of the data that we have in other respects.”
In his reaction on Monday to the lockdown order by Buhari, Soyinka described it as illegal and unconstitutional.Soyinka, in a statement, said the president did not have the powers to unilaterally lock down a state, as there was no war or emergency.
In the statement titled “Between COVID and Constitutional Encroachment,” Soyinka said “constitutional lawyers and our elected representatives should kindly step into this and educate us, mere lay minds.
I am not so sure some of the people who have commented on the issue have come across the Quarantine Act. There is a Quarantine Act of 1926. It’s been published in all of the Laws of Nigeria, every edition of the Laws of Nigeria, it is there. It is a regulation that gives the president powers, and these powers come from the National Assembly because, of course, it is an Act of the National Assembly – Osinbajo
“The worst development I can conceive is to have a situation where rational measures for the containment of the Corona pandemic are rejected on account of their questionable genesis.
“This is a time for Unity of Purpose, not nitpicking dissensions. So, before this becomes a habit, a question: does President Buhari have the powers to close down state borders? We want clear answers. We are not in a war emergency.
“Appropriately focused on measures for the saving lives, and committed to making sacrifices for the preservation of our communities, we should nonetheless remain alert to any encroachment on constitutionally demarcated powers. We need to exercise collective vigilance, and not compromise the future by submitting to interventions that are not backed by law and constitution.”
According to Soyinka, “a president who had been conspicuously AWOL, the Rip van Winkle of Nigerian history, is now alleged to have woken up after a prolonged siesta, and begun to issue orders.
“Who actually instigates these orders anyway? From where do they really emerge? What happens when the orders conflict with state measures, the product of a systematic containment strategy – `including even trial-and-error and hiccups – undertaken without let or leave of the Centre. So far, the anti-COVID-19 measures have proceeded along the rails of decentralised thinking, multilateral collaboration and technical exchanges between states.
“The Centre is obviously part of the entire process, and one expects this to be the norm, even without the epidemic’s frontal assault on the Presidency itself. Indeed, the Centre is expected to drive the overall effort, but in collaboration, with extraordinary budgeting and refurbishing of facilities.”
Soyinka advised: “The universal imperative and urgency of this affliction should not become an opportunistic launch pad for a sneak re-centralisation, no matter how seemingly insignificant its appearance. I urge governors and legislators to be especially watchful. No epidemic is ever cured with constitutional piracy. It only lays down new political viruses for the future.”
The FCT administration, meanwhile, has begun enforcing the restriction to movement. Many streets were deserted. Personnel from the military, police, Civil Defence Corps and Federal Road Safety Commission were seen manning strategic positions around the city centre.
“We will not allow any individual or groups, as a result of their inability to honour this medical advice, to jeopardise the health of many,” warned FCT Minister Mohammed Musa Bello.
But many residents in Kaduna, Kaduna State yesterday defied the 24-hour restriction to movement put in place by Governor Nasir El-Rufai.At the Kawo Market for instance, buyers and sellers moved about freely, while security operatives posted to enforce looked on.
“The curfew has brought hunger and tiredness. We are doing nothing at home. I have come out to sell to the people. People are hungry and as a trader, I don’t have money to feed my family until I sell my goods,” said one Hassan, a tomato trader. Reacting to the development, the state chapter of the Peoples Democratic Party (PDP) issued a statement signed by Publicity Secretary Abraham Alberah Catoh, which said: “Realising that hunger is another dangerous disease, the party makes a passionate but strong appeal to the government to effect an intermittent but controlled relaxation of the curfew currently in force, to allow people to either stock or re-stock household needs like foodstuffs, drugs etc.”
Also, to contain the pandemic, Speaker of the House of Representatives Femi Gbajabiamila yesterday announced that the 360 members of the chamber had donated two months’ salaries.
“Our contribution will support provisions for the welfare of frontline medical professionals and health workers, and other interventions to provide for the wellbeing of all Nigerians through these trying times.
“Accordingly, I have directed the Clerk to the National Assembly to see to it that all members’ salaries are transferred to the National Relief Fund for this month and the next,” the Speaker said.
This came as the Independent Corrupt Practices and Other Related Offences Commission (ICPC) warned that unscrupulous persons might take advantage of the fight against COVID-19.
“Responding to this or any other emergency or implementation of government policy should not increase integrity deficit or risky behaviour,” spokesperson, Rasheedat Okoduwa, said in Abuja yesterday.
“The noble desire of government to ameliorate the pain of citizens in these difficult times should not be converted to another rue de la corruption. COVID-19 should not be used as excuse for corruption in any sector of the economy.
“This very attitude of greed and impunity is what has consistently undermined positive outcomes from otherwise well thought-out national response programmes and laid-out plans that covered everything except keeping corruption in implementation at bay,” she added.
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sibtainrazag2 · 5 years
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The five-day multi-nation naval exercise Aman-2019, in which 46 nations took part, concluded on Tuesday.
President of Pakistan Arif Alvi, Sindh Chief Minister Syed Murad Ali Shah, minister for defence productions and other dignitaries took part in the ceremony, according to Inter-Services Public Relations (ISPR).
The exercise displayed a resolve of 46 countries under the title “Together for Peace”.
Naval assets including naval ships, helicopters, Special Forces elements and observers from 46 countries participated in the exercise.
The naval drill kicked off on Feb 8 and concluded today (Feb 12). ISPR said the naval contingent from 46 countries around the world participated in the war exercise while the heads of the all three armed forces attended the concluding ceremony.
The President congratulated Pakistan Navy for hosting the mega event and reaffirmed Pakistan’s resolve for peace and security in the region.
The President appreciated the participation of large number of like-minded Nations and emphasized that AMAN-19 will pave the way to make the region more peaceful and secure with combined efforts by all stakeholders.
AMAN-19 was conducted in two phases; the harbour phase spanned from 08-10 Feb and the sea phase from 11–12 Feb 19.
The harbour phase comprised International Maritime Conference, seminars, table talks, cross ships visits, calls on, International Band Display, Maritime Counter Terrorism Demonstration, Cultural show and Food Gala.
Whereas, the sea phase included practical execution of operational plans and activities finalized during harbour phase and International Fleet Review.
Pakistan has been hosting the multi-national naval drill ‘Aman’ since 2007. In the first exercise 28 countries had participated with their ships, aircraft and observers.
The exercise was held in two phases from during the five days. The harbour phase of the drill continued from 8th to 10th February, while the second phase was held in the sea till Feb 12. The World Maritime Conference was also organised during the Aman naval exercise.
The objectives of the naval exercise include projecting a positive image of Pakistan as a country contributing towards regional peace and stability, consolidating Pakistan Navy’s position in the regional maritime arena, enhancing interoperability with regional and extra regional navies and displaying of united resolve against maritime terrorism and piracy.
Posted from: https://za.gl/sVh9T7t.
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Suriname parliament grills govt on pirate attacks; unanimously passes motion in favour of Guyanese fishermen
by Ivan Cairo
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Suriname's Minister of Defence, Ronnie Benschop PARAMARIBO - The Surinamese government came under attack in parliament Thursday for the way authorities here handled the recent deadly assault on several fishing boats offshore Suriname, before parliamentarians unanimously passed a motion to deal with the incident and the welfare of the largely Guyanese  fishing community. After a stinging debate by both sides eventually, the motion supported by opposition and coalition was adopted by 38 votes in favor and 0 against by the National Assembly.   In the motion, the government is being urged, among other things, to investigate all the facts and bring the perpetrators to justice with the necessary international cooperation and, in cooperation with Guyana, to look into possibilities for adequate care and support for the relatives and victims and how to offer medical, psychological and practical help and partial financial compensation. Parliament also called for actions to engage with the Guyanese authorities in order to facilitate administrative processes in Suriname to legalize Guyanese citizens who are currently residing illegally in Suriname. The government is also urged to bring the safety offshore Suriname to an acceptable level immediately in cooperation with thee relevant agencies and to release the necessary funds for this. Approval of that motion came one day before Guyana's opposition People's Progressive Party is due to lay a motion in the National Assembly on the recent piracy attack. In the aftermath of the April 27, 2018 attack on 20 fishermen aboard four boats off the eastern coast of Suriname, there are five survivors, three bodies, including one in Guyana, have been found, while 11 are still missing. Surinamese authorities have so far arrested 16 persons while Guyanese police have three suspects in custody. Legislators from both sides of the isle questioned the government extensively over the pirate attacks on Guyanese fishermen offshore Suriname two Friday’s ago on April 27. Questions ranged from what the government will do to prevent such attacks in the future, what the authorities are doing to assist affected fishermen and their families and how the Guyanese government is cooperating to tackle several issues related to the Guyanese community in Suriname. The local fisheries sector is largely dominated by Guyanese fishermen and boat owners who either reside in Suriname or travel back and fort between Guyana and Suriname. Also operational issues regarding the Coast Guard were raised. Several MP’s noticed that several months ago then Minister of Agriculture, Animal Husbandry and Fisheries, Soeresh Algoe, informed parliament about several measures that were being put in place to regularize the fishery sector. Algoe, who was replaced by Minister Lekhram Soerdjan in April, told parliamentarians in December last year that by 15 January 2018 all fishing licenses had been expected to be declared invalid and that new licenses would be issued in an effort to organize the license file. Legislators now wanted to know if that had actually happened and how many licenses were in circulation. Coalition MP, Patrick Kensenhuis (NDP), bluntly advised government to retract all issued licenses and provide fishermen with new ones in order to start a completely new registration of individuals and companies involved in the country’s fisheries sector. Coast Guard response Leader of the coalition in parliament André Misiekaba (NDP) noticed
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Coalition MP, Amzad Abdoel that the recent attacks were not only “barbaric”, but should be qualified as “terrorism”. "I want to know if the government has the same opinion", said Misiekaba. Especially the approach of the Coast Guard and the alleged response time of the several judicial agencies after the tragedy came under scrutiny. The general opinion was that the Coast Guard did not react promptly after the attacks were reported. Ministers disclosed that since there are no permanent Coast Guard officers on duty and no vessels are standby 24/7 it took some time to mobilize personnel to sail out. According to the government there is also a staff shortage at the Coast Guard. Minister Stephen Tsang said the Coast Guard urgently need money and more troops. The workforce consists of police officers, military personnel and others who are available on call. Minister of Defence, Ronni Benschop, noted that security is an interest of the entire community. He stated that in the past the naval department of the National Army had successfully carried out coast guard duties together and in the presence of the police. Referring to critical remarks in the past from legislators about the functioning of the Coast Guard, Benschop stated that while the fishing grounds were plundered and atrocities occurred in the sea area, the decision to dismantle the Coast Guard was never taken. “Now we are confronted with the sour fruits. We are way too late, because we have seen the problem coming and we did nothing", said the minister. He further noted that the Ministry of Defence has now responded to the situation and would ensure that order and peace at sea are restored. Due to the measures taken by the Ministry of Defence, a number of fishing boats are already back at sea, Benschop said. He added, that "we will not leave that area for the time being, we will stay so that the fishermen can fish safely and give us the guarantees that they will continue to contribute to the economy". In a meeting with fishermen Friday the Defence Minister will inform them when they can go out again at sea safely. According to the minister that could be within a day or two. Dissatisfied, especially with the response of the Minister of Agriculture, Animal Husbandry and Fisheries, to questions, coalition leader Misiekaba lashed out at the government. He argued that there has been chaos in the fishing industry for decades and that the legislative during the most recent budget debate have offered tools and reached agreements with the government how to address certain issues. “At least you should have presented the state of affairs here and not that general story that we have heard before about regularizing the sector. We can no longer accept that when thirteen people, fourteen people are brutally gunned down at sea, that you come here with general stories. Sorry, you are my government, but we do not accept this”, said Misiekaba. Guyanese authorities intend to use the Anti-Piracy attack to charge and prosecute anyone culpable in Guyana, although the offence has been committed in Suriname. The relatives of the persons, whose bodies have been recovered, would have to await DNA tests before they are handed over.   Read the full article
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nebris · 5 years
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The First Melillan campaign, also called the Melilla War or the Margallo War (after Juan García y Margallo, the Spanish governor of Melilla whose defeat and death infuriated the Spanish public) in Spain, was a conflict between Spain and 39 of the Rif tribes of northern Morocco, and later the Sultan of Morocco, that began in October 1893, was openly declared November 9, 1893, and was resolved by the Treaty of Fez in 1894.
Castile captured the citadel of Melilla in 1497. In the 19th century Spain moved into the outlying territories and began investing in their economic development. Treaties with Morocco in 1859, 1860, and 1861 consolidated Spain's growing interests. Although Spain enjoyed the compliance of the Moroccan government,tensions flared between Spanish Army patrols and the local Berber tribes that were hostile to Spain, and over whom the Sultan had practically no control.
Rif raiding and piracy was widely reported in the Spanish press and produced the occasional sensational incident. In the early 1890s the Rif captured a Spanish merchant vessel and abducted its crew; a small rescue expedition headed by the Spanish cruiser Isla de Luzon concluded that the captives had been sold into slavery. Over the summer of 1893 a period of renewed agitation by the locals enabled García y Magallo to secure the funds for the expansion of fortifications surrounding the city. Construction was pushed forward as fast as possible, the main effort being to erect new redoubts at Peuta de Cabiza and Punta Dolossos.
After a period of escalating violence the war began in earnest on October 3 when 6,000 Rif warriors armed with Remington rifles descended from the mountains and attacked the city's garrison of 400 regular infantry. The Spaniards fought a bloody daylong battle without relief, losing 21 dead and 100 wounded, while the citizens of Melilla fled to the citadel. Although a civilian corps was organized to aid in the defence, the weight of the attackers, whose ranks were swelled by tribesmen from the hills, compelled the last of the defenders to retire to the fortress.
Lacking any form of heavy weaponry, the Rif tried to take the citadel by storm, charging up the road ways and scaling the walls. Foreign observers described it as an act of gallant fury, but doomed to failure. The Spaniards held the ramparts with the bayonet and their gunfire swept the attackers from the walls. For the first time, Spanish soldiers wielded their formidable 7 mm Mauser Model 1893's, made famous a few years later at the Battle of San Juan Hill. The Rif dead fell in heaps, to the number of 160. Spanish artillery was brought forward and used to good effect to bombard the Rif assembling in neighbouring villages, but when an unlucky cannonade demolished a mosque outside of the city, the Rif effort took on the character of a jihad. Moroccans across the province, whatever their earlier sympathies, rushed to arms against Spain. By October 5 the native force numbered perhaps 12,000, some reports putting its strength as high as 20,000 infantry and 5,000 cavalry.
News of the attack brought war fever to Spain. The government dispatched the ironclad Numancia and two gunboats stationed at Málaga, put the fleet on alert, and mobilized the Army of Andalusia for service abroad. Newspapers and patriotic citizens of every stripe clamoured for vengeance at whatever cost in blood or treasure. The troops mobilizing to bolster Melilla's garrison, initially numbering about 3,000, received in many cities ceremonies and ovations from the populace as they moved to the ports.
From the outset Sultan Hassan recognized Spanish grievances and reaffirmed Spain's right to pursue construction of field works for its own protection. However, his reluctance to cooperate in pacifying his own subjects infuriated the Spanish government and people, who found themselves committed to military operations far exceeding their modest financial resources, on account, they believed, of Moroccan negligence.
On October 4 the ironclad Numancia shelled several villages along the coast. An artillery detachment from Málaga arrived in Melilla that same day. For several weeks the situation stagnated. Juan García y Magallo, Governor of Melilla and commander of the Spanish forces, issued an ineffective ultimatum while the Sultan dispatched a contingent of regular troops under Baja-el-Arbi to restore the situation, without success. Skirmishes were fought at forts Camellos and San Lorenzo. When the Rif tore down the forts they'd captured, Margallo deployed small parties of infantry and workmen to throw up new earthworks at forts Cabrerizas and Rostro Gordo, under cover of the Spanish batteries.
On October 22 the gunboat Conde de Venadito steamed to the mouth of the Río de Oro, anchored there, and turned her Hotchkiss guns on the Rif. The ship hurled 31 shells at the Rif trenches and returned to Melilla's harbour without sustaining any damage. 5,000 Rifians in turn made a heavy attack on the heights of Sidi Guariach on October 27 and, despite again running afoul the guns of the Venadito and the Spanish batteries, drove General Margallo and General Ortego back into the citadel and seized their half-finished field works.
To dislodge the Rifians from the works near Cabrerizas and Rostro Gordo Margallo rode out on October 28 at the head of a column of 2,000 men. The Rifians in the trenches numbered about 3,000 men; both sides fought with courage but the Rif warriors held the line while their main body flocked 6,000 reinforcements to the battle. With this numerical superiority the Rif fighters extended their line in an attempt to envelop Margallo's Spaniards. The general, thinking he saw the enemy centre weaken, led a charge against the Rifian trenches and was thrown back with heavy losses.
Margallo sounded a retreat. He was shot dead moments later and his detachment collapsed. The Spanish Army admitted to at least 70 men killed and 122 wounded that day; actual losses were probably much higher. Only General Ortega's rearguard actions kept the retreat from becoming a rout.
News of the disaster, coupled with Ortega's telegrams, convinced the Cabinet to send out an additional three regiments of cavalry and four battalions of infantry that day. The next morning, October 29, Ortega led 3,000 men out of Cabrerizas and swept the Rifians from their ruined trenches.
Among the survivors of Margallo's last sortie was a young Lieutenant named Miguel Primo de Rivera. Army investigations later revealed that Margallo had made a small fortune embezzling guns and materiel from the army and selling them for profit to the locals. Ironically, the Rif warriors may have shot him using the firearms that he had sold to them.
Early November found the besieged locked in a desperate struggle for survival. Large Rif forces held the beaches, frustrating the Spanish Navy's efforts to disembark horses, troops, and supplies. The Rif expanded their trenches around the city and set up fortified camps, blocking off all communication between the citadel and the outlying forts and destroying the roads between them. Only the desperate fighting of nighttime sorties kept the outposts supplied with water, rations, and munitions.
Still the defenders held out and heavy fire from the fortress checked Rif advances and kept the town clear of invaders. Spanish retaliation often took gruesome turns: convicts and penal labourers were assembled into search and destroy units led by army officers and crept out into the night to ambush Rif patrols. These units both terrified the Rif and captured the imagination of the foreign press with their conspicuous courage and brutality.
At the various forts activity continued without pause: the defenders had no lack of building materials, engineers, and manual labourers and managed to continue constructing their redoubts even while under siege. The Spanish lost 12 officers and 100 men during the month, while Rif losses were fixed at 500 dead, mostly from bombardment.
With the arrival of the armoured cruisers Alfonso XII and Isla de Luzon, Spain began to apply its naval power to full effect, subjecting the Rif to incessant and untiring bombardment from the coast. On November 6 Spain's naval guns forced a request for parley from the shot-torn Rif. When the Rif proved unwilling to surrender these cannonades were repeated nightly by searchlight, marking the first battlefield use of the device.
On the Peninsula Spain's sometimes lethargic military machinery, brought to a high pitch of activity by Margallo's military reverses, began to produce visible results, and General Macias, Margallo's successor, received by the middle of the month sufficient forces to keep the Rif in check and rebuild Melilla's outer defences. General Martínez-Campos steamed for Melilla on November 27 with 7,000 reinforcements, bringing the total men committed to the war to two Army Corps. In April 1894 Martínez de Campos, in addition to his military command, was appointed Ambassador to Morocco and negotiated peace directly with the Sultan.
European powers watched Spain's campaigns against the Rif closely. France, seeking an ally for her own designs on the region, encouraged Spanish territorial expansion at the expense of Morocco. Madrid, however, being largely uninterested in an African empire and cautious not to offend the United Kingdom (which viewed any acquisition of territory along the Straits of Gibraltar with alarm), demanded only token territorial concessions from the Sultan. This did not discourage French ambitions, however, and in 1912 the Treaty of Fez divided Morocco into French and Spanish protectorates.
As a result of the war Melilla was granted its own branch of the Guardia Civil, Spain's Gendarmerie.
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maritimecyprus · 6 years
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As 2017 is reaching its end, we can’t stop wondering about the future of  shipping industry in 2018. But first, let’s have a look at the stories that our readers were most interested in. The following issues may have been either popular reads in 2017 or captivated high attention among the industry. Overall, major challenges mixed with significant developments made 2017 an interesting year as well for the maritime industry. The agenda included from rise of technology trends and vessel automation, to cyber security issues and piracy revival.
Autonomous shipping and digitalization are currently the ‘buzz’ words around us; however, many things need to be considered about these issues and the industry continues to discussing a lot about them. Certainly, these are the new trends in the spotlight and more developments are looming in the forthcoming years to make the smart shipping concept a reality. However, the ‘smart era’  escalates cyber security risks; in 2017 shipping industry reported the first significant cyber incidents which rang the bell for this new kind of threats.
Cyber threat is real
On 27 June, the Danish shipping giant A.P. Møller-Maersk, operating the biggest container fleet in the world, announced that its IT systems were out of work due to a hit by hackers, which brought disruption to global operations across the supply chain, as well as financial loss at the company estimated at USD300 million. NotPetya was a previously unseen type of malware that affected at the same time Ukrainian and Russian companies, including Russian oil company Rosneft.
Maersk admitted that its anti-virus software was not effective against this new type, which brought a wider concern in shipping and logistics companies regarding their cyber security alertness.
Singapore-based BW Group and UK-based shipbroker Clarksons were also reportedly targeted by computer hackers.
These incidents confirm that all industry’s discussions to raise awareness and enhance security are worth the effort.
At a glance
During 2017, the following significant initiatives took plance in a bid to take proactive meausures:
IMO MSC 98 approved MSC-FAL.1/Circ.3 ‘Guidelines on Maritime Cyber Risk Management’ which refer to ship owners as guidance and remain non-compulsory.
The meeting also adopted Resolution MSC.428 (98) on ‘Maritime Cyber Risk Management in Safety Management Systems (SMS)’. According to the Resolution, an approved SMS should take into account cyber risk management in accordance with the objectives and functional requirements of the ISM Code.
Additionally, the second edition of “The Guidelines on Cyber Security Onboard Ships” was released, including information on insurance issues and how to effectively segregate networks, as well as new practical advice on managing the ship to shore interface, and how to handle cyber security during port calls and when communicating with the shore side.
BIMCO, ICS and MPA Singapore launched a new cyber security awareness poster summarizing simple steps for everyone to avoid cyber incidents.
CSO Alliance coalition gathered industry leaders including BIMCO, DNV GL, Marshall Islands, Airbus Defence and Space and North P&I Club to combat cybercrime.
99% of the cyber-attacks occur because we fail to do the basics, noted the ‘Be Cyber Aware at Sea Campaign’ which released a short film to advice maritime industry to take  simple steps.
IACS  formed a  joint working group to develop a coordinated position on cybercrime and its prevention. Classification societies can help to remove barriers, speed up the process, and assist stakeholders make the most of the new landscape, IACS Chairman Knut Ørbeck-Nilssen said.
Law firm Norton Rose Fulbright released a report revealing that over the next five years, an increase in cyber-attacks is expected due to digitalization.
UK launched ship cyber security code of practice for ships for use in conjunction with organisation’s risk management systems and subsequent business planning.
Many stakeholders stressed that cybersecurity needs to become a priority for each organization and shipowners and managers need to get onboard with the new risks and work to address the cyber needs of their people, clients, vessels and shore management effectively.
Autonomous ships developments
        In a bid to adapt to the changes of the maritime industry, many shipping leaders from the private sector, as well as governments and organizations, have backed research and promotion of autonomous vessels, which are considered as a solution to human error-related accidents.
North European countries proved particularly supportive to the development of autonomous maritime operations.
Norway opened this year two more test bed areas for testing of autonomous vessels, in Horten and in Storfjord, after the first at the Trondheim fjord, in late 2016. Finland also inaugurated in late summer the opening of the Jaakonmeri autonomous maritime test area, the first to be globally open for such purpose. To address liability issues involving unmanned vessels, Denmark called in December for an international regulation on autonomous ships.
In addition, UK Ship Register signed its first unmanned vessel, while it also launched an Industry Code of Practice for the design, construction and operation of autonomous maritime systems.
British giant Rolls-Royce took the lead this year in vessel automation agreements, including the cooperation with Google, to boost its artificial intelligence based object classification system for detecting the objects a vessel can encounter at sea. The company also demonstrated the world’s first remotely operated commercial vessel in Copenhagen harbor, in cooperation with Svitzer.
In the meantime, Japanese Yara and Norwegian Kongsberg joined forces in June to launch ‘Yara Birkeland’, the world’s first zero-emissions, fully electric and autonomous container ship to start fully unmanned operation by 2020.
After a joint proposal by nine countries at the IMO’s MSC 98 in June, it was decided that the issue of autonomous ships will be high on the IMO agenda at the MSC 99 due in May 2018.
Unblocking blockchain 
On the smart front, blockchain technology emerged within the industry during 2017 under significant agreements.
Maersk and IBM were the first companies in the sector to sign an agreement regarding ‘blockchain technology’.
Another collaboration followed among Pacific International Lines, PSA International and IBM Singapore which agreed to provide blockchain-based supply chain technologies with the aim to explore blockchain innovations and enhance security, efficiency and transparency on the supply chain.
The world’s first marine insurance blockchained platform launched by EY consulting firm in collaboration with Guardtime, A.P. Møller-Maersk A/S, ACORD, Microsoft, MS Amlin, Willis Towers Watson and XL Catlin.
Also, the Municipality of Rotterdam and the Port of Rotterdam Authority  jointly launched a field lab for the development of applications and solutions based on blockchain technology.
In September 2017, Hyundai Merchant Marine successfully completed its first blockchain technology adopted pilot voyage.
Thereofre, a mass adoption of blockchain has begun to occur in almost every industry without “neglecting” maritime. Some operators may be afraid to adopt the aforesaid technology but there are millions of ways in which blockchain can revolutionize the way we do business in any form.
Somali Piracy resurgence
          The piracy highlight of the year was the hijacking of the Comoros Islands-registered oil tanker ‘Aris 13’. The ship was sailing from Djibouti to Mogadishu, when a number of armed pirates boarded her and held the eight Sri Lankan crew captive, demanding ransom for release. The crew was eventually released unharmed and without ransom, but the incident raised fears that Somali pirates are back in action, as it marked at that time the first hijacking of a large merchant vessel in the area since 2012.
However, according to ReCAAP ISC’s report issued in November, the total number of incidents during January-November 2017 is the lowest among the 10-year reporting period. On the same context, IMB’s report for the first nine months of the year notes piracy rates down compared to 2016, stressing however a rising concern over attacks in the Gulf of Guinea and in South East Asia. Nigerian pirates continued to dominate when it came to reports of kidnappings, with highlight cases these of the cargo ship BBC Caribbean and the container ship ‘Demeter’.
IMO Secretary General noted that despite a significant decline in Somali piracy for a five-year period, the same has not been fully eradicated and industry should continue to take protective measures.
Nickel ore, a dangerous cargo
          A special importance was given in 2017 at liquefaction risks, on the aftermath of the sinking of the Hong Kong-flagged bulk carrier ‘Emerald Star’ off the northeast coast of Philippines in October, with loss of 10 crew members. The accident rose several warnings from the international marine insurance industry, concerning maritime transportation of nickel ore, considered as the world’s most dangerous cargo.
The accident awoke liquefaction concerns therefore, INTERCARGO  urged operators to pay attention to the provisions in the IMSBC Code to maximise safety in the transportation of dry bulk cargoes.
In accordance with IMSBC Code, nickel ore is classified as Group A cargo, which may liquefy if shipped at a moisture content in excess of its Transportable Moisture Limit (TML).
US Navy collisions
2017 was shaken by two successive fatal collisions involving the warships ‘USS Fitzgerald’ and ‘USS John S. McCain’.
The investigation report concluded that both these accidents could have been avoided and resulted from lack of procedural compliance.USS Fitzgerald collided with containership ‘ACX CRYSTAL’ on 17 June in Japanese waters, resulting in death of seven US sailors, while USS John S. McCain collided with tanker ‘ALNIC MC’ on 21 August in the Straits of Singapore, causing death of 10 sailors.
The findings triggered a general concern within the Navy on navigational safety, certification and training issues, while it led to a three-month review on the existing systemic conditions influencing the Navy over the last 30 years.
El Faro investigation
          Key on the area of marine casualties for 2017 was the release of the El Faro final report which sunk in 2015, becoming the deadliest disaster involving a US-flagged ship in recent years.
The report indicated the root causes of the accident were the captain’s insufficient action to avoid Hurricane Joaquin, his failure to use current weather information, and his late decision to muster the crew.
Inadequate bridge resource management and owning company TOTE’s inefficient SMS were among the contributing factors.
Alliances, Mergers, Acquisitions
          The shipping business integration strategy has been seen a lot in recent months, as a result from global economic downturn, leading shipping companies to mergers or alliances, in order to achieve stable profits and overtake the competition.
Maersk Line’s acquisition of Hamburg Süd was closed on 30 November, after having triggered a regulatory approval process in 23 jurisdictions. Together, Maersk Line and Hamburg Süd will have a total container capacity of 4.15 million TEU and a 19.3% global fleet capacity share, with a combined fleet of 772 vessels, according to Alphaliner.
More recently, German giant Hapag-Lloyd announced it completed integration of United Arab Shipping Company, becoming now the world’s fifth-largest liner shipping company.
2017 also saw K Line merging two of its subsidiaries, Taiyo Nippon Kisen Co., Ltd. and Escobal Japan Ltd., the Hamburg-based Leonhardt & Blumberg Reederei and Buss Shipping merging under the name ‘Leonhardt & Blumberg Shipmanagement GmbH Co. KG.’, as well as Tanker Investments merging with Teekay Tankers, creating the ‘world’s largest’ publicly-traded mid-sized conventional tanker company, operating 62 ships.
In the shipbuilding sector, Mitsubishi Heavy Industries formed an alliance with Oshima Shipbuilding in June, to strengthen business competitiveness in the global market.
Consolidation, whether through alliances or mergers and acquisitions, will continue as a key feature especially in the container shipping industry into 2018, according to a report by Moody’s Investors Service. Moody’s expects shipping companies to continue to seek alliances and slot purchase agreements where possible. Any that do not participate will probably be at a competitive disadvantage as they are less likely to achieve the cost efficiencies needed to compete with peers in alliances.
Source:safety4sea
  The top shipping stories of 2017
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hudsonespie · 6 years
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ReCAAP ISC & Indian Coast Guard Co-Ordinate To Combat Piracy And Armed Robbery In Asia
The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) Information Sharing Centre and the Indian Coast Guard today commenced the 2017 Capacity Building Workshop in New Delhi, India.
Themed “Striding Over Domestic Challenges,” this year’s workshop draws ReCAAP Focal Points from maritime enforcement and government agencies across Australia, Bangladesh, Brunei, Cambodia, China, Japan, Korea, Laos, Myanmar, the Netherlands, Norway, the Philippines, Singapore, Sri Lanka, Thailand, and the United States.
Representation Image – Credits/Aviation & Defence Universe/wikipedia.org
Participants will pool case studies drawn from recent incidents from their respective countries, discuss challenges, and share best practices to effectively deal with the evolving patterns of piracy and armed robbery against ships in Asia.
In addition to case study discussions, vital topics such as trends and developments over the past ten years, legal prosecution against criminals of piracy and armed robbery against ships, as well as emerging threats that may impact piracy and sea robbery such as maritime cyber security will also be addressed.
The Indian Ship Owners’ Association will also present an industry’s perspective with the participants, and engage them in a dialogue.
“India as one of the original signatories of the ReCAAP Agreement in 2006 is a longstanding supporter of the work of the Information Sharing Centre, and we are grateful for the partnership as a co-organizer of this year’s Capacity Building Workshop,” said Masafumi Kuroki, Executive Director of the ReCAAP Information Sharing Centre.
“While recent years have seen a decrease in the number of incidents of piracy and armed robbery against ships in Asia, we must continue to be vigilant and alert to evolving patterns and threats. The annual Capacity Building Workshop is integral to our on-going efforts to increase the safety and security of seas in Asia,” he added.
The 2016 Capacity Building Workshop was held in Manila in collaboration with the Philippines Coast Guard.
Group photo of the Capacity Building Workshop Co-organized by ReCAAP Information Sharing Centre and India Coast Guard in New Delhi, India
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katiezstorey93 · 7 years
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When a cruise ship is attacked by pirates, what happens?
For many, mention of the word “pirate” conjures dreams of Treasure Island’s Long John Silver or Johnny Depp’s portrayal of Captain Jack Sparrow.   Yo ho ho and a bottle of either a leg or a necklace, pieces of eight and rum modelled around the Stones’s Keith Richards.
Yes, there was all that fuss concerning pirates along with the Tom Hanks film Captain Phillips advised the story of the hijack of the container ship Maersk Alabama. But that issue has disappeared hasn’t it?  
Passengers aboard P&O cruise ship Aurora, travelling on its yearly world cruise this year, were summoned to a briefing in the priest to be told exactly what to do in case of a attack.
For five nights, even while the boat was dying the Horn of Africa and throughout the Gulf of Aden, the Promenade Deck has been closed from dusk until dawn. During the hours of darkness essential open deck lights remained on; passengers were asked to keep cottage curtains closed and to switch their lighting off.
In the event of a suspected assault, guests were counseled that “following pertinent announcements” they ought to go quickly but calmly to their chambers. Those occupying ocean view and balcony cottages were advised to remain in the corridor, and to prevent sitting “directly behind the cottage door.” Those with interior cottages were to “go inside and remain there.”
The briefing concluded on this particular specific message by the captain: “I recognized that some of the steps being implemented may impact on your pleasure but I have to stress that the security and security of every person on this boat is my highest priority. While the threat to the railroad sector is considered to be extremely low, we still will need to remain vigilant and ready.”
In 2009 passengers withdrew tables and deckchairs to dissuade Somali pirates who attempted to board the MSC Melody
It reminds me of a trip through the exact same Pirate Alley at 2009 on Spirit of Adventure, through a fascinating cruise which had taken me into rarely-visited ports in Eritrea along with Sudan.
A considerably smaller boat — taking 350 passengers in comparison to Aurora’s 1,900 — its decks were piled with razor wire so that chairs and the tables could be piled up against its glass doors along with the buffet restaurant has been closed to the passage.
The boat did come under assault once an inflatable speedboat drew along with while it sailed towards Zanzibar, although I waited in vain for a sighting. There has been A formal night dinner disrupted and passengers in dark tie and ballgowns sat on the dining room floor.
“A proper night dinner has been disrupted and passengers in dark tie and ballgowns sat on the dining room ground for nearly an hour”Credit: Christopher Biggs © 2008/Christopher Biggs
Oceania’s Nautica came under fire also threw tables and deckchairs to dissuade Somali pirates who attempted to board the MSC Melody.
The simple fact remains that while yachts have been kidnapped and cargo vessels have been chased for ransom, there’s never been a successful pirate attack on a cruise boat.
From the open seas, the high risk area is characterized by latitudes 15˚ N at the Red Sea and also 22K N at the Gulf of Oman; longitude 65˚ E, plus also a line drawn due east of the African shore along latitude 5˚ S in the Indian Ocean.
Busy shipping paths are patrolled by a European Union task force drawn from global navies.
The laws concerning armed forces on cruise ships have been relaxed recently but remain complex, based upon the boat’s flag state along with other laws. The International Maritime Organisation today accepts that “the installation of armed security staff has become an accepted practice.”
“Busy shipping paths are daunted by a European Union task force drawn from global navies”Credit: This material is subject to copyright. /AYMERIC VINCENOT
Security adviser Graeme Brooks, also a Chief Warfare Officer with the Royal Navy and now chief executive officer of Portsmouth-based Dryad Maritime, clarified a number of the issues faced by shipping in the area.
“There are millions of square miles of water and you can only see vessels on the horizon up to 10 miles away. It is like searching for a mouse onto a rugby pitch.
“And it’s impossible to understand whether or not a little craft is a threat or just sailors. You can not tell the difference between a weapon and a baguette in anything greater than 200 yards.
“If there are armed guards around the boat, at the time you are able to create a case to start fire you have already got your head in the lion’s mouth.”
In such asymmetric battle situations where a ship is under threat in the vessel that is little, the ideal way of defence, says Brooks, is to disrupt the targeting procedure by separating target and attacker in space or time.
Cruise ships are capable of outrunning the skiffs employed by pirates. Even though these craft — often deployed from larger “mother ships”– might theoretically be faster, their speed advantage is dropped from choppy seas.
Larger cruise ships possess a freeboard — the space between the open and waterline decks — which makes for pirates hooks to scale from a moving vessel kayak hard.
So-called ship-hardening techniques create the pirates’ job more challenging. The protective steps are described in the innocuously-titled document BMP4: “Best Management Practices for Protection Against Somalia-Based Piracy.”
As well as supplying round the clock, operators are advised to fit grills, and to set up electrified barriers and razor wire.
Fire hoses and foam, sometimes with smelly or glossy attributes that are additional, can be a powerful deterrent. A function is served by water cannon in sinking their little boats and drenching the assailants.
The bridge of the ship is often a attack’s focus. Crew are counseled to wear bullet-proof vests and helmets, and to protect open bridge wings with metal plates or sandbags.
“So-called ship-hardening methods create the pirates’ job harder”Credit: 2010 AFP/ROBERTO SCHMIDT
Other observable steps are less powerful. Cruise passengers might be acquainted with Long Range Acoustic Devices or LRADs. Looking rather like a satellite satellite TV dish, they are usually misguidedly referred to as sonic cannons, giving the impression they may transmit such a strong beam of sound they would send a knock-out blow to a possible pirate, who would be left with bleeding ears.
According to Brooks, the apparatus are helpful only in distributing a concentrated “Keep Away” material into non-threatening ships and would be ignored with impunity with no serious assailant.
The simple fact that passengers are reassured by their presence is supported by cruise lines, who are reluctant to talk about the piracy hazard or the steps they choose.
Even though a signatory to BMP4, the Cruise Lines International Association (CLIA) would say only: “For safety reasons, we cannot provide specifics concerning the railroad industry’s practices with regard to safety. We can declare that the safety of both passengers and crew are always the top priority, which railroad lines are in contact with national and worldwide security authorities to discuss and get important details.”
Source
http://www.telegraph.co.uk/travel/cruises/articles/what-happens-if-a-cruise-ship-is-attacked-by-pirates/
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itsnelkabelka · 7 years
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Speech: "Questions on the British Indian Ocean Territory have long been a bilateral matter between the UK and Mauritius. "
Thank you Mr President.
Last September, Mr President, you asked the United Kingdom and Mauritius to engage in bilateral talks about the Chagos Archipelago, which the United Kingdom administers as the British Indian Ocean Territory. We have done that in good faith. Only this week, our new Minister for the United Nations, Lord Ahmad, flew to New York to continue the bilateral dialogue and to meet the Minister Mentor of Mauritius, whose eloquent speech we have just heard.
You were right, Mr President, to ask us to talk bilaterally – we should, as a rule, talk bilaterally to try to settle bilateral differences, and questions on the British Indian Ocean Territory have long been a bilateral matter between the UK and Mauritius. And we firmly hold that these questions should remain a bilateral matter.
So I regret that this issue has come to the General Assembly. It saddens us that a dispute between two UN members, two Commonwealth partners, should have reached this Chamber in this way. A more constructive path is still available and I call for the withdrawal of this draft resolution to keep that path open.
Despite the terms of the draft resolution, this is not a matter of decolonisation. Mauritius became independent in 1968, through mutual agreement between the Council of Ministers of Mauritius and the UK Government. In separate talks with the Council of Ministers, Mauritius had earlier accepted the detachment of the Chagos Archipelago: an agreement that Mauritius continued to respect until the 1980s. The General Assembly has not discussed this matter for decades.
And yet, here we are today, returning to this issue. Just think: how many other bilateral disputes left over from history could be brought before the General Assembly in this way? The present draft resolution could set a precedent that many of you in this hall could come to regret.
We do not doubt the right of the General Assembly to ask the ICJ for an advisory opinion on any legal question. But the fact that the General Assembly has not concerned itself with this matter for decades shows that today’s debate has been called for other reasons.
Put simply, Mr President, the request for an advisory opinion is an attempt by the Government of Mauritius to circumvent a vital principle: the principle that a State is not obliged to have its bilateral disputes submitted for judicial settlement without its consent. And let me be clear: we do not and we would not give that consent, because we are clear about what was agreed with Mauritius.
If the draft resolution were passed, the Court would, of course, have to decide whether it could properly respond to the request. Our view is that it could not do so, as it concerns a bilateral dispute between two member states.
Many of you here today have told us privately that you too see this as bilateral business and have urged us to use bilateral means to resolve it. So in turn, let me urge all of you who have told us this – and not only you – to vote against the draft resolution today. In particular, any of you planning to abstain because this is bilateral, please vote no precisely because this is bilateral.
We have made every constructive effort to engage and encourage the Government of Mauritius not to proceed with this plenary meeting today. Precisely because it is a bilateral matter, we entered into bilateral talks in good faith, determined to make them work.
Since September, we have had three substantive rounds of talks, and as I said we held discussions with Mauritius at Ministerial level here in New York this week. Despite every effort by the UK, we have not yet succeeded in bridging the differences between us. I regret this, but we remain committed to bilateral discussion.
This Assembly should also know that we have made significant offers to Mauritius. In 1965, we made a binding commitment to cede sovereignty of the Chagos Archipelago to Mauritius, when the archipelago is no longer needed for defence purposes. In the recent bilateral talks, our offers to Mauritius signalled very clearly that we acknowledge Mauritius’s long-term interest in the archipelago. And we used the talks to try to increase mutual confidence between us, on those very matters that divide us.
So we offered, without prejudice to our sovereignty, a framework for the joint management, in environment and scientific study, of all the islands of the territory except for Diego Garcia. And we offered strategic and tactical forms of bilateral security co-operation. These offers were relevant to the dispute and were seriously made. I regret that Mauritius did not engage on them, because they could have made a big difference to our mutual confidence, and they would give Mauritius a more tangible and direct stake in the archipelago than it has ever had.
It was a surprise to us, Mr President, to see that the draft Resolution links the former inhabitants of the Chagos Archipelago, the Chagossians, with our sovereignty. It’s a surprise, because Mauritius has not made more than a passing reference to the cause of Chagossians during all our bilateral talks. The Mauritian focus throughout the talks was its demand for a transfer of sovereignty.
Nevertheless, the welfare of Chagossians is an extremely important matter and a real concern to us, and I want to be clear about my Government’s position.
Like successive Governments before it, the present UK Government has expressed sincere regret about the manner in which Chagossians were removed from the British Indian Ocean Territory in the late 1960s and early 1970s. And we have shown that regret through practical action and support for the Chagossians ever since. In 1973, the then British Government gave funds directly to the Government of Mauritius to assist with their resettlement. In 1982, a further payment was made through a trust fund.
More recently, we have considered very closely the matter of resettlement. We commissioned an independent feasibility study and undertook a public consultation. These found that there is an aspiration among some Chagossian communities for resettlement, but demand appears to fall substantially when those consulted understand more about the likely conditions of civilian life on what are very remote and low-lying islands.
The Government has considered all the available information and has decided against resettlement on the grounds of feasibility; cost; and defence and security interests. While we have ruled out resettlement, we are determined to address the Chagossians’ desire for better lives; their desire for connections with the territory. So, we are implementing a 50 million US dollar support package, which is being designed to improve Chagossian livelihoods in the communities where they now live: in Mauritius, the Seychelles and the UK.
We have already consulted Chagossian groups in all three countries and will continue to do so.
As I say, Mr President, the Mauritian focus throughout the talks has not been the Chagossians, but Mauritius’s claim for sovereignty over the Chagos Archipelago. The Government of Mauritius has repeatedly pressed us to specify a date for the transfer of sovereignty. We have explained to them why we cannot do this. We made an agreement in 1965 and the UK is standing by that agreement.
We created the British Indian Ocean Territory for defence purposes, and in 1966, concluded an agreement with the United States of America for joint defence use of the territory. The extensive facilities that have since been established, are primarily used as a forward operating location for aircraft and ships, and they make an essential contribution to regional and global security and stability. Moreover, they contribute to guaranteeing the security of the Indian Ocean itself, from which all neighbouring states benefit, including Mauritius. The facilities play a critical role in combating some of the most difficult and urgent problems of the 21st century, such as terrorism, international criminality, piracy and instability in its many forms.
Our current agreement with the United States lasts until 2036. We cannot, 19 years away, predict exactly what our defence purposes will require beyond that date. We should not and will not make arbitrary, or ill-informed, or premature decisions. We cannot gamble with the future of regional and global security. Mauritius’s attempted assurances on the base’s future lack credibility. In contrast, the UK stands by its commitment. When we no longer need the territory for defence purposes, sovereignty will pass. That, by the way, is exactly what we did in relation to the very similar agreement reached with the Seychelles in 1965. We ceded sovereignty of islands to the Seychelles when we no longer needed them for defence purposes.
In our dealings with Mauritius, we have tried to set out bilateral relations on a positive, future path, rather than focus on the past. But we should be clear about the past. The simple fact is that we negotiated the detachment of the Chagos Archipelago with the elected representatives of Mauritius – the same people with whom we were, separately, negotiating the independence of Mauritius. The representatives of the Mauritian people had authority to negotiate with us in both negotiations, and in both cases they reached agreements with us.
On the detachment of the Chagos Archipelago, they negotiated first, compensation, which we paid; second, various rights for Mauritius; and third, this long-term commitment to cede the islands to Mauritius, when no longer needed for our defence purposes.
Our promise to cede sovereignty of the islands to Mauritius, when they are no longer needed for defence purposes, is not a sign that we lack confidence in our sovereignty. On the contrary, we were and we remain confident about our sovereignty. In its recent Arbitral Award, the UNCLOS Tribunal found that it had no jurisdiction to rule on Mauritius’s sovereignty claim – contrary to what Mauritius has sought to imply in its notes to members of this Assembly.
In 1965, we undertook to cede the territory in due course because we were setting it up for a specific purpose but could envisage a future situation in which the territory might no longer make a useful contribution to defence purposes. That moment has not yet come. The base is playing a vital role.
Until the moment does come and subsequently, we want to enjoy positive, and friendly, and constructive relations with the people and with the Government of Mauritius. We have much in common and many reasons to work together. For our part, we are always willing to sit down and talk to our partners about contentious, bilateral matters that divide us. Although our efforts so far have not been successful, I repeat that offer now to the Government of Mauritius. This is a bilateral matter for bilateral talks. It is not a matter for an advisory opinion to be given to the General Assembly.
The United Kingdom has always been and continues to be a strong upholder of international law. We are not opposing this Resolution because we have changed our principles, nor because we believe the rule of law does not apply in this case, rather we oppose this Resolution because referring a bilateral dispute to the ICJ is not the appropriate course of action.
So in conclusion, Mr President, for all of these reasons, we strongly oppose the draft Resolution. A request for an advisory opinion would be a distraction and, I fear, an obstacle to the path of bilateral talks, which is our preferred course of action. And it would set a terrible precedent, both for this Assembly and for the Court. If Mauritius will not withdraw it, I urge members to vote against the resolution.
Thank you Mr President.
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