VertRep

VertRep

Monday, February 02, 2009

Monday Reading

Fred Fry's Maritime Monday 147 at gCaptain.com - lots of great nautical stuff, including pictures of SS Maxim Gorkiy which may be headed for the dust bin of history.

CDR Salamander finds a kindred spirit concerning the LCS. Galrahn has other thoughts about the deeper questions behind the LCS:
The problem isn't the ship, at least in my opinion, the problem is the expectations the ship can do too many things it is not built to do, and the belief by too many that the criteria of being seen a certain way is the only way the platform sells. Here is something people need to accept, the ship is already sold, there will be many built. The question is, why and for what purpose? It isn't a tactical question, it is a strategic and political question.
Heck answer those questions and win $50 from the duck. Oh, and the article they link to is here:
The threat of piracy and the war on terror are given as justifications for the need of an LCS type ship. They are indeed weak reeds. If we changed the rules of engagement for the Task Force ships engaging the pirates and destroyed the shore-based infrastructure that supports their operations, piracy would become less attractive.

For a warship to stand by and do nothing as a hijacked ship is sailed to a pirate holding area should not be an option. Moreover, it is abundantly clear that a lightly armed defensive platform is marginally useful against terrorists operating ashore.
I've already made clear that I think you could lease and "engineer" a pretty good anti-pirate force force for a whole lot less than 1/5 of an LCS, see here and here at the Naval Institute blog. I gotta believe that a lot of full fleet lieutenants and some hard-charging crews chasing pirates would slow their illegal activities.

Steeljaw notes the retirement of a good and faithful servant of the people.

Kennebec Captain looks at the nautical slide rule and surprises me with info that some bridge watches don't use them, though he himself does - faithfully.

Pinch shows us "decorating" - "birdmen of the air" style.

Somali Pirates: Photos & Diary from Tanker Hostage

Photos taken by a canny engineer on the big tanker recently released by the khat chewing Somali pirates and some comments - here. May load slowly, by the way. Interesting quote:
The EU take over from NATO patrolling the Somali coast but they don't know what to do when they catch a pirate. We all know what to do with them.

Sunday, February 01, 2009

Sunday Ship History: Grog and "Bob Smith"

I don't know why, but Super Bowl Sunday reminded me of the former navy tradition of "grog."

Perhaps you've heard this old tale
- ''The U.S.S. Constitution, as a combat vessel carried 48,600 gallons (184,000 L) of fresh water for her crew of 475 officers and men. This was sufficient to last six months of sustained operations at sea. She carried no evaporators (fresh water distillers). However, let it be noted that according to her log, "On July 27, 1798, the U.S.S. Constitution sailed from Boston with a full complement of 475 officers and men, 48,600 gallons (184,000 l) of fresh water, 7,400 cannon shot, 11,600 pounds (5,250 kg) of black powder and 79,400 gallons (300,500 L) of rum."''
-''Her mission: "To destroy and harass English shipping."''
-''Making Jamaica on 6 October, she took on 826 pounds of flour and 68,300 gallons of rum. Then she headed for the Azores, arriving there 12 November. She provisioned with 550 pounds (250 kg) of beef and 64,300 gallons (243,400 L) of Portuguese wine. On 18 November, she set sail for England. In the ensuing days she defeated five British men-of-war and captured and scuttled 12 English merchantmen, salvaging only the rum aboard each.''
-''By 26 January, her powder and shot were exhausted. Nevertheless, and though unarmed, she made a night raid up the Firth of Clyde in Scotland. Her landing party captured a whiskey distillery and transferred 40,000 gallons (151,400 L) of single malt Scotch aboard by dawn.''
-''The U.S.S. Constitution arrived in Boston on 20 February 1799, with no cannon shot, no food, no powder, NO rum, NO wine, NO whiskey and 38,600 gallons (146,100 L) of stagnant water.''
Now, as with most tall tales, there is little bit of truth in the logistics of feeding a ship's crew:
One begins to understand the enormity of the feeding problem faced by the Secretary of the Navy in 1798 when one takes the ration provided per man per week and works it out, for example, for a single frigate with a crew of four hundred officers and men. In one year there had to be provided some 310 barrels of salt beef, the same quantity of salt pork, 1220 gallons of molasses, 15,840 pounds of rice, 1930 pounds of butter, 1500 pounds of cheese, 1730 of vinegar, 240 bushels of dried beans, 53 barrels of flour, 49 barrels of Indian meal, over 56 tons of hard bread, 19,470 pounds of salt fish, 730 bushels of potatoes, and 8650 gallons of rum!
Background about why grog was necessary from here:
Humans discovered long ago that they could not drink sea water, and required significant quantities of fresh water on extended voyages. Since they were unable to desalinate sea water, fresh water was taken on board in casks but quickly developed algae and became slimy. Stagnant water was sweetened with beer or wine to make it palatable which involved more casks and was subject to spoilage. As longer voyages became more common, the task of stowage became more and more difficult and the sailors' then-daily ration of a gallon of beer began to add up.
Following Britain's conquest of Jamaica in 1655, a half pint or "2 gills" of rum gradually replaced beer and brandy as the drink of choice. Given to the sailor straight, this caused additional problems, as some sailors would save up the rum rations for several days, then drink them all at once. Due to the subsequent illness and disciplinary problems, the rum was mixed with water. This both diluted its effects, and delayed its spoilage. A half pint of rum mixed with one quart of water and issued in two servings before noon and after the end of the working day became part of the official regulations of the Royal Navy in 1756 and lasted for more than two centuries.
Citrus juice (usually lime or lemon juice) was added to the recipe to cut down on the water's foulness. Although they did not know the reason at the time, Admiral Edward Vernon's sailors were healthier than the rest of the navy, due to the daily doses of vitamin C that prevented disease (mainly scurvy).[1] This custom, in time, got the British the nickname ''limeys'' for the limes they consumed.
It is very widely believed that the name "grog" came from the nickname of Admiral Edward "Old Grog" Vernon (pictured at left), but since the word appears in a book written by Daniel Defoe in 1718, well before Admiral Vernon's West Indian career began, and 22 years before his famous order to dilute the rum ration, this cannot be so. Significantly, it is in the 1718 book (The Family Instructor, Part II) a little former slave boy, Toby, from Barbados, who is the character using the word, stating that "the black mans" in the West Indies "make the sugar, make the grog, much great work, much weary work all day long." Since Defoe had trading interests which gave him connections at the great seaports of the day, it is likely that he had heard the word used by similar visitors to Britain from the West Indies. At any rate, the word seems to definitely have entered English from the West Indies - it may have an African origin. It is likely, therefore, that "Old Grog"'s nickname came from the drink, rather than from his cloak and that his family put about the story about the grogram cloak to cover up this minor shame. However, while the word "grog" referring to rum antedates Vernon's rations, the use of the word to refer to diluted rum may post-date him.
***
Although the American Navy ended the rum ration on September 1, 1862, the ration continued in the Royal Navy. The temperance movements of the late 19th century began to change the attitude toward drink and the days of ''grog'' slowly came to an end. In 1850 the size of the tot was halved to a quarter of a pint per day. The issue of grog to Officers ended in 1881, and to Warrant Officers in 1918. On January 28, 1970 the "Great Rum Debate" took place in the House of Commons, and on July 31, 1970 the last pipe of "Up Spirits" in the Royal Navy was heard and is referred today as ''"Black Tot Day"''. (Although all ratings received an allowance of an extra can of beer each day as compensation.)
Until the grog ration was discontinued in 1970, Navy rum was 95.5 proof, or 47.75% alcohol; the usual ration was an eighth of a pint, diluted 2:1 with water (3:1 until World War II). Extra rum rations were provided for special celebrations, like Trafalgar Day, and sailors might share their ration with the cook or with a messmate celebrating a birthday.
Over time the distribution of the rum ration became encrusted with elaborate ritual. At 11am the boatswain’s mate piped 'Up spirits,' the signal for the petty officer of the day to climb to the quarterdeck and collect (1) the keys to the spirit room from an officer, (2) the ship's cooper, and (3) a detachment of Royal Marines. In procession, they unlocked the door of the spirit room, and witnessed the pumping into a keg of one eighth pint of rum for every rating and petty officer on the ship aged 20 or more and not under punishment. Two marines lifted the keg to the deck, standing guard while a file of cooks from the petty officers' messes held out their jugs. The sergeant of marines poured the ration under direction of the chief steward, who announced the number of drinking men present in each petty officer's mess. The rest of the rum was mixed in a tub with two parts water, becoming the grog provided to the ratings.
At noon the boatswain's mate piped "Muster for rum", and the cooks from each mess presented with tin buckets. The sergeant of marines ladled out the authorized number of “tots” (half-pints) supervised by the petty officer of the day. The few tots of grog remaining in the tub ('plushers') were poured into the drains (“scuppers”) visibly running into the sea.
The petty officers were served first, and entitled to take their rum undiluted. The ratings drank their grog in one long gulp when they finished their work around noon.
In the early stages of British settlement in Australia, the word grog entered common usage, to describe diluted, adulterated and sub-standard rum, obtainable from sly-grog shops. In the early decades of the Australian colonies such beverages were often the only alcohol available to the working class. Eventually in Australia, and New Zealand, the word grog came to be used as a slang term for any alcoholic beverage.
In the modern civilian world, a drink that is somewhat similar to grog is the fashionable mojito. Starting with the basic recipe for "navy grog" and adding mint plus substituting carbonated water in lieu of plain water creates a basic mojito.
A little history from here:
Grog. A mixture of rum and water, introduced into the Royal Navy on 21 August 1740 by Vice Admiral Edward Vernon. The word is a corruption of his nickname, "Old Grog," given him by the sailors in recognition of his well-known boat cloak made of grogram,a coarse material of silk and mohair. In his original order, a man's daily ration of a half pint of rum was mixed with one quart of water, and was issued in two servings before noon and after the end of the working day. The practice of serving grog twice a day was carried over into the Continental Navy and later the renascent U. S. Navy. Thomas Jefferson's Secretary of the Navy, Robert Smith, experimented with substituting native rye whiskey for the imported rum concoction, and finding the American sailors preferred it, made the change permanent. It is said his sailors followed the practice of their British antecedents and took to calling it "Bob Smith" instead of "grog." (Constance Lathrop, "Grog," U. S. Naval Institute Proceedings, Mar 1935, pp. 377-380; letter, Robert Smith to Keith Spence, 11 Nov 1808, RG 45 (M209, Vol. 9), DNA; Tyrone G. Martin, "Bob Smith," Encycopedia of the War of 1812, New York: Garland Publishing Co., 1998)
An interesting connection to American history here:
There are few beverages in the world so uniquely maritime as grog. Little more than watered-down rum, grog seems an inseparable part of life at sea in the Age of Sail. In 1739, Vice Admiral Edward Vernon (1684-1757) of the Royal Navy issued a decree that the crew’s normal ration of rum (plentiful in the Caribbean, where Vernon and his fleet were stationed) would be diluted with water. The new drink would consist of a half-pint of rum and a quart of water. Though they were drinking something less potent than straight rum (which, in the Caribbean, tended to be very strong), the seamen of the Royal Navy did not put up too much of a fuss. Vernon was a capable and much respected leader, and his men dubbed the concoction “grog” in his honor. While pacing the deck of his ship, Vice Admiral Vernon was rarely seen without his old grogram coat, leading to the nickname of “Old Grog.”

One of Edward Vernon’s subordinates was a Virginian named Lawrence Washington (1718-1753). The two became such good friends during a naval campaign in the Caribbean, that Lawrence Washington would later name his Virginia estate after his old comrade. After Lawrence Washington died, ownership of the Mount Vernon plantation eventually passed to his brother George.

Source: Lathrop, Constance. 1935. Grog: Its Origin and Use in the United States Navy. United States Naval Institute Proceedings. Vol.61, No.385: 377-80.
According to Tyronne Martin in the Encyclopedia of the War of 1812
The new U.S. Navy adopted many Royal Navy customs, one of which was the issuance of grog, a mix of rum and water twice daily. ... When Robert Smith became secretary of the navy in the Jefferson administration he noted that not only was U.S. rye whiskey cheaper than rum but also the sailors preferred it. In 1806, he ordered that rye replace grog. U.S. tars followed British practice and began calling their drink Bob Smith.
A little background on Secretary of the Navy Smith, who was in charge of a pirate fighting navy: here:
Robert Smith was born in Lancaster, Pennsylvania, on 3 November 1757. He served in the Continental Army during the American War of Independence. Following graduation from Princeton in 1781, he practiced law and was active in Maryland politics during the next two decades.

On 27 July 1801, Robert Smith became Secretary of the Navy in the Jefferson Administration. He held that position throughout the 1801-05 war with Tripoli. In 1809, Smith left his Navy post to become Secretary of State, remaining in that office until April 1811.
Rum drinks, however, remained popular with some army officers, such as George Washington:
George Washington was partial to the legendary Fish House Punch, introduced in 1732 at the Schuylkill Fishing Club in Philadelphia.
The original recipe for Fish House Punch comes from the State in Schuylkill club in Philadelphia. It dates to 1732.
2 qts. Jamaica rum
1 qt Cognac
3/4 lb. sugar
2 qts. water
1qt. lemon juice
peach brandy, 1 wine glass

Put sugar and water in a punch bowl and stir to dissolve .
Add rest of liquids.
Put large chunk of ice in punch bowl.
Let stand for a couple of hours to meld.

Drink with caution. It goes down far too readily after the first drink.
I once served Fish House Punch at a New Years Eve party and can attest to the accuracy of the last quoted statement. If you ever serve it, make sure there are plenty of designated drivers.

Hmmm. I'm thirsty. Time to "splice the main brace" with a little "Bob Smith" - or a reasonable substitute . . .

More on that "Iranian" Arms Ship

For background, see here. Latest report from here:
Foreign Minister Markos Kyprianou has said that the government is still investigating whether weaponry carried by a Russian owned ship comes under UN resolutions banning arms exports by Iran.

The ship is now anchored about two nautical miles off the coast of Limassol pending further decisions by the Cyprus government.

Press reports said the ship may be brought into Limassol port so that a complete inspection on its cargo can by carried out.

Mr Kyprianou said he could not comment on this information and added that many of the details carried by news media were not correct.

He called for patience for a few days until the matter is resolved.

The "Monchegorsk", a Russian-owned ship which is registered in Cyprus, had been escorted to Cyprus by an American warship, on suspicion that it is carrying military equipment from Iran, in contravention of a UN security council resolution.

Russian authorities are dismissing american charges about arms trafficking.

U.S. military officials said personnel from the U.S. Navy last week boarded the vessel, travelling from Iran to Syria, and found a weapons shipment, but for legal reasons did not confiscate the cargo.

Well informed sources say the cargo of the ship includes specialised materials which could be used in the manufacture of rockets.
Just for fun, here's how the ship might look through a periscope:

Saturday, January 31, 2009

North Korea is a problem

Some words from former UN ambassador John Bolton - Now Is No Time to Downplay North Korea:
Yesterday, North Korea declared all its political and military agreements with the South "dead" -- the latest in a string of confrontational moves taken by Pyongyang against Seoul and the U.S. In the past few weeks, the North confirmed it possessed enough plutonium for four to five nuclear warheads; threatened to retain its nuclear weapons until America withdraws its nuclear protection from the South; denounced the appointment of Seoul's new unification minister as "an open provocation"; and proclaimed that a routine South Korean military exercise had so inflamed tensions that "a war may break out any time."

The Associated Press concluded from all this that North Korea "sounded open to new ideas to defuse nuclear-tinged tensions." Some State Department quarters will warmly receive that analysis; a senior careerist at State once called earlier North Korean provocations "a desperate cry for help." Others will say Kim Jong Il just wants attention, that these moves are simply a "coming out" exercise after his recent illness.

Unfortunately, early signs are that Secretary of State Hillary Clinton is falling prey to such logic and downplaying the significance of Pyongyang's nuclear program. It may well be that the Obama administration wants to emphasize domestic economic issues and limit foreign affairs priorities to the Arab-Israeli conflict. But neglecting North Korea is a dangerous gamble with very high stakes.
What? You didn't hear about the NK action? Read about it here:
North Korea’s state media, the Korean Central News Agency (KCNA), on 30 January 2009, released statement declaring the DPRK’s unilateral withdrawal from all political and military agreements with South Korea.

Specifically cited was a 1991 agreement that included a sea border in the Yellow Sea. This signals North Korea’s dissatisfaction with ROK President Lee Myung-bak’s policy of linking aid to progress in denuclearization, unlike the previous two ROK presidents that appeased Pyongyang. What to watch for? Another naval skirmish along the Northern Limit Line (NLL).
***
Article 11 of the 1991 agreement cited by North Korea states:

The South-North demarcation line and areas for non-aggression shall be identical with the Military Demarcation Line specified in the Military Armistice Agreement of July 27, 1953 and the areas that have been under the jurisdiction of each side until the present time.

The west coast border between the two Koreas has been extremely contentious and volatile, with naval skirmishes in 1999 and 2002. By disavowing the previously agreed upon border, North Korea opens up the possibility of more naval confrontations on the West Coast.
And here:
The real reason for North Korea’s new hostile policy probably has more to do with the interruption of billions of dollars in regime-sustaining extortion payments the North bullied out of previous left-leaning South Korean governments. Since his inauguration a year ago, President Lee has insisted that South Korea should actually get something back for its money — the return of Korean War prisoners of war or abductees, maybe the removal of some of those guns aimed at Seoul, or a little meaningful performance on one of many North Korean commitments to give up its nuclear arsenal. It’s pretty clear in retrospect that financing those programs was not an effective way to curtail them. And as for the theory that more “engagement” with the South would slowly transform the North into something less miserable and oppressive, there’s a lot more evidence for exactly the opposite.

South Koreans have seen all of this before. Most are reacting to the new announcement with yawns, although “analysts” think some sort of provocation near the Northern Limit Line could be in the works. The South Korean government warned the North that any intrusions across the Northern Limit Line will be met with a “resolute response.” According to the Daily NK, the North Korean military has canceled leaves and appears to be in a heightened state of alert.
***
Most of the press reports also suggest that the North Koreans are trying to get the attention of Barack Obama, which is a half-truth, because what the North Koreans really want is their very own bailout. What we’re seeing is the beginning of the same old extortion racket the North Koreans have used against every new American president since at least Richard Nixon. There’s always a “crisis” with the North Koreans around the time of a presidential transition. And if my guess is right, the new administration is occupied with the selection of political appointees to fill key civil service posts and much less “ready from day one” than advertised to deal with the threat, however empty it may be, of a third theater war. Which means it’s quite likely that we’ll soon send some special envoy off to Pyongyang to find out the asking price of a few more months of quiet time for appointments, confirmations, and policy reviews.

Of course, North Korea can’t survive for long without the generous underwriting of nations with functioning economies. With its calculated alienation of the South and no immediate prospect of large-scale U.S. or Japanese aid, the North is turning to its main backer, China, to provide the support it will need to sustain its belligerence and terrorism in the meantime.
Your level of concern may vary.

Anti-Piracy Regional Agreement for Gulf of Aden and East Africa

Reported at Maritime Global Net:
A HIGH-level meeting of 17 States from the Western Indian Ocean, Gulf of Aden and Red Sea areas, convened by IMO in Djibouti to help address the problem of piracy and armed robbery against ships off the coast of Somalia and in the Gulf of Aden, has adopted a Code of Conduct concerning the Repression of Piracy and Armed Robbery against Ships in the Western Indian Ocean and the Gulf of Aden.

The Code of Conduct recognizes the extent of the problem of piracy and armed robbery against ships in the region. The counties involved have declared their intention to “co operate to the fullest possible extent, and in a manner consistent with international law, in the repression of piracy and armed robbery against ships, with a view towards sharing and reporting relevant information through a system of national focal points and information centres; interdicting ships suspected of engaging in acts of piracy or armed robbery against ships; ensuring that persons committing or attempting to commit acts of piracy or armed robbery against ships are apprehended and prosecuted; and facilitating proper care, treatment, and repatriation for seafarers, fishermen, other shipboard personnel and passengers subject to acts of piracy or armed robbery against ships, particularly those who have been subjected to violence”.

An IMO statement says that the participating countries intend to fully co-operate in the arrest, investigation and prosecution of persons who have committed piracy or are reasonably suspected of having committed piracy; seize suspect ships and the property on board such ships; and rescue ships, persons, and property subject to acts of piracy. These acts would be consistent with international law.

The Code also covers the possibilities of shared operations, such as nominating law enforcement or other authorized officials to embark in the patrol ships or aircraft of another signatory.
More info here:
“The adoption of this instrument shows that countries in the region are willing to act concertedly and together, contributing to the ongoing efforts of the broader international community to fight the scourge of piracy and armed robbery against ships in the area,” UN International Maritime Organization (IMO) Secretary-General Efthimios E. Mitropoulos said of the Code of Conduct adopted yesterday at a high-level meeting in Djibouti convened by his agency.

Nine countries – Djibouti, Ethiopia, Kenya, Madagascar, Maldives, Seychelles, Somalia, Tanzania and Yemen – have already signed the Code, which calls for shared operations, such as nominating law enforcement or other authorized officials to embark in the patrol ships or aircraft of another signatory.

The meeting was attended by ministers and senior officials from Comoros, Djibouti, Egypt, Ethiopia, France, Jordan, Kenya, Madagascar, Maldives, Oman, Saudi Arabia, Seychelles, Somalia, South Africa, Sudan, Tanzania and Yemen, as well as observers from other IMO members, UN specialized agencies and international and regional inter-governmental and non-governmental organizations. The Code is open for signature by the 21 countries in the region.

“Like the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against ships in Asia (RECAAP), which was concluded in November 2004 by 16 countries in Asia, I have every faith that the Code of Conduct will prove to be the starting point for successful cooperation and coordination in the region, which will bear fruit in the suppression of piracy and armed robbery against ships,” Mr. Mitropoulos said.

Representatives of States that have sent naval forces to protect shipping off Somalia, including China, France, Italy, Japan, Russia and United Kingdom, also attended the four-day meeting, as did the UN World Food Programme (WFP), whose chartered food aid ships have been hijacked on several occasions.

Iranian Ship With Weapons Cargo Under Inspection In Cyprus



Iranian Ship With Weapons Cargo Under Inspection In Cyprus:
Authorities in Cyprus on Friday began searching an Iranian cargo ship earlier intercepted by a U.S. Navy anti-piracy ship and found to be carrying weapons.

The Cypriot inspectors remain mum about the cargo inside the Monchegorsk docked in the port of Limassol after arriving Thursday in Cyprus from Port Said, Egypt.

Last week, the Monchegorsk was sailing the Red Sea when it was intercepted by a U.S. Navy ship guarding the area against pirates. Artillery and mortar shells were found onboard in violation of a United Nations Security Council resolution banning Iran from selling arms.

However, the U.S. Navy let the vessel go without confiscating the weapons because there was no legal basis to seize the contraband. The U.S., instead, asked Egyptian authorities to inspect the vessel.
Lawfare . . .

More here:
Quoting a European Union diplomatic source, it said Cyprus had acted after Israel and the United States requested that the Cypriot-flagged vessel be stopped.

Authorities contacted the ship and demanded that it dock in Limassol for inspection. Customs officials had unloaded part of the cargo and a large amount of weaponry, including artillery rounds and rockets, the paper said.

Cypriot authorities declined comment.

Israel believes the weapons were destined for the Lebanese Islamist guerrilla group Hezbollah or for Islamist Hamas militants in the Gaza Strip, Haaretz quoted Israeli sources as saying.

On Wednesday, U.S. military officials said personnel from the U.S. Navy vessel San Antonio last week boarded the Cypriot-flagged "Monchegorsk", a cargo vessel travelling from Iran to Syria, and found a weapons shipment but for legal reasons did not confiscate the cargo.

The officials declined to say what kind of weapons were found or how many. They also would not be specific about where or when the incident occurred.
***
Officials in Washington said the search was conducted as part of the U.S. Navy's normal maritime security role in regional waters that stretch from the Arabian Sea to the Mediterranean.

The U.S. officials said the arms could not be shown to violate U.N. weapons sanctions against Iran and the vessel was allowed to continue on to Syria.

The incident came to light amid media reports that the U.S. navy has been ordered to intercept suspected Iranian shipments to rearm Hamas following Israel's 22-day Gaza offensive against the Palestinian Islamist group Hamas.
The controversy seems to revolve around Un Resolution 1747, which reads, in part:

5. Decides that Iran shall not supply, sell or transfer directly or indirectly
from its territory or by its nationals or using its flag vessels or aircraft any arms or
related materiel, and that all States shall prohibit the procurement of such items
from Iran by their nationals, or using their flag vessels or aircraft, and whether or
not originating in the territory of Iran;

6. Calls upon all States to exercise vigilance and restraint in the supply, sale
or transfer directly or indirectly from their territories or by their nationals or using
their flag vessels or aircraft of any battle tanks, armoured combat vehicles, large
calibre artillery systems, combat aircraft, attack helicopters, warships, missiles or
missile systems as defined for the purpose of the United Nations Register on
Conventional Arms to Iran, and in the provision to Iran of any technical assistance
or training, financial assistance, investment, brokering or other services, and the
transfer of financial resources or services, related to the supply, sale, transfer,
manufacture or use of such items in order to prevent a destabilising accumulation of
arms . . .

Thursday, January 29, 2009

Somali Pirates: Learning Curve -"Pirates use 'decoy' tactics to capture LPG tanker"

Evidence that the Somali pirates have good tactical sense and are on the learning curve: Pirates use 'decoy' tactics to capture LPG tanker:
SOMALIAN pirates today captured a German-owned LPG tanker participating in a convoy through the Gulf of Aden Maritime Security Patrol Area, diverting Chinese and Indian warships with a decoy raid to enable colleagues to seize a small ship with low freeboard.

The pirates’ latest victim is the1990-built, 4,316 dwt Longchamp, operated by Hamburg-based Bernhard Schulte Shipmanagement, with 12 Filipinos and one Indonesian national onboard.

The attack took place in the early hours of this morning while the ship was within the MPSA under military protection, said Schulte quality and safety manager Frank Lesse.

“There were apparently three ships attacked, which diverted the attention of the warships, and unfortunately the ship that was taken hostage by the pirates was the Longchamp.”

“The Indian warship tried to repel the attack but was too late. [Longchamp] is a small LPG with a low freeboard, so she is easy to board. The pirates picked her, went on board, and the other pirates vacated the scene.

“The Indian warship kept a safe distance, so as not to aggravate the pirates. Then the ship turned hard to starboard and went straight for the Somali coast.”
Someone has been using their weather down time wisely!

First report >here.

Pirate Fighting: Roundtable with RADM McKnight, CTF-151

I was involved in a DOD sponsored Bloggers' Roundtable with RADM McKnight, who leads CTF-151, the newly created coalition anti-piracy task force. A transcript and a recording will be available this afternoon. In the meantime, and subject to extension and revision, here are some rough notes:

  1. CTF-151 is not a "fix Somalia" task force. Its function is to thwart pirates in the Gulf of Aden in cooperation with the forces of other nations, the EU and whoever else shows up.
  2. There are currently 14 nations and some 20 ships operating in the Gulf of Aden. One concern for CTF-151 is deconfliction and coordination among these units. To that end CTF-151 has contact with the EU force and the Chinese force. This is important as there are also numbers of helicopters, maritime patrol aircraft and various small boats and LCACs operating as part of the anti-pirate effort.
  3. The primary focus is preventing attacks and halting those in progress before a ship is hijacked. This requires the merchant ships to be awake to the threat and quick response by the forces (the admiral referred to the "Magic 30 Minutes" -UPDATE "Golden 30 Minutes" is what he actually said). The goal is to "make it unpleasant to be a pirate."
  4. The effort is somewhat akin to a wild west cattle drive - cowboys (escorts) patrol on the outskirts of the herd movement hoping to be in position to head off trouble. There will be some leakers, but the goal is protection of the sea lanes, not necessarily any individual ship. The function of the Maritime Security Patrol Areas (see here) is to provide some organization to the process. It's not a pure convoy system, but an "area protection system" by narrowing the area better coverage can be provided.
  5. The level of cooperation has been good. This is not a competition among nations to gain exclusive control of sea lanes, but a mutually beneficial exercise in securing sea lanes for the benefit of all mankind except the Somali pirates.
  6. A recent agreement with Kenya (see here) will allow captured pirates to be transported there for trials. While the exaxct terms are still being work on, the counter-piracy effort is being treated as a law-enforcement matter, not as "warfare." Captured pirates are being afforded normal legal protections and evidence is being gathered for prospective trials. No drumhead trials and hanging from yardarms. On the other hand, if the pirates appear to or actually threaten coalition forces, counter fire is allowed.
  7. It currently appears that at least some forces are in the fight for the long haul. My initial question was about the willpower of the forces in the Gulf of Aden and whether the pirates can outlast their staying power. The admiral did not believe this to be a problem.
  8. Finding the pirates is hard. Their small boats, which are fishing boats, look just like small fishing boats and are hard to spot on radar or in the clutter of other, non-pirate fishing fleets. One of the reasons for new Maritime Security Patrol Areas (see #4 above) is to move the transit lanes further away from Yemeni fishing grounds to ease the sorting out process.
  9. The pirates are about "99.9%" Somali.
UPDATE: Transcript available here. MP3 here. Highlights:
Some things that have changed that have helped us in this case to combat the piracy: First of all, the United Nations has come out with several resolutions -- the most current ones are 1846 and 1851 -- that gives us more authority to combat piracy. The other thing that has changed dramatically in the area is the maritime community. We have tried very hard to say to the maritime community, you know, there's just not enough Navy ships out here to cover 1.1 million square miles, so we're trying to put you in like a, what we call the -- what we call it is the UKMTO Corridor. Basically, visualize it as an interstate system where you transit east and west. So we say, "If you can transit in this corridor, we will offer you as much protection as we possibly can." So that seems to be working.

Right now, we have about 14 nations out here with about 20 ships, so there's a lot of activity out here with military aircraft and ships. And my biggest concern, of course, is deconfliction and coordination. And we've had an excellent response from the ships that have been out here working on that.

I have talked directly to the commodore of the EU task force; I have exchanged e-mails with the Chinese, and have talked to -- (audio break) -- the ships that are out here. So it appears that it's been working pretty fairly in the last couple of months.

The other thing that has been a success for us, and always good, is the weather. When the -- these skiffs that the pirates have are not much bigger than a Boston whaler, so when the weather picks up, they tend to stay at home, and not out here.

***

Q Okay. Two more very quick questions. Are any of the pirates coming out of Yemen? And also, we keep hearing about mother ships for these small vessels. Are there, in fact, mother ships, or is that a media invention?

ADM. MCKNIGHT: No, there are mother ships. In fact, that's what -- what we tend to see happens is a mother ship will either drag along couple skiffs with it and have probably 10 or 15, 20 pirates on board, and then they'll send the skiffs out to, you know, go after a merchant vessel. So, yes, there are mother ships. And that allows them to stay out for an extended period of time so they don't have to go back to Somalia.

The pirates that we have seen are -- and I think I've got it right -- 99.99 percent are from Somalia. They have -- and we've seen times that they hang out -- (audio break) -- territorial waters. And it's unfortunate the coast guard for Yemen just does not have the capability to patrol their waters. But we have them that they'll come up there and hide out in the waters and then come south.
***
Q Good morning, Admiral. My -- I -- first, can I sneak in a question from Steeljaw Scribe? He e-mailed it to me. He says, regarding CTF-151, what do you see as the greatest challenge to the successful execution of your mission?

ADM. MCKNIGHT: Well, I think the couple challenges -- like I mentioned earlier, when -- people who are under my task force, I can direct them, you know, how to put helicopters in the air, how to manage the ships. The problems that I foresee -- if you're in a -- you know, it's just like running, you know, a highway system. If there's 14 nations and 20-plus ships, and most of them have helicopters and maritime patrol aircraft, the biggest concern is coordination and deconfliction, because what we don't want to happen is have a accident where two friendly helicopters run into each other.
***
Q Yeah, just -- it was just a comment. And I have a question about the Kenyan matter. I don't know how much detail you can go into or if this is purely a lawyer question. There's a lot of -- I've been getting a lot of e-mails containing law-review articles and cites about the rights that should be afforded to the pirates. Have -- what kind of rules are -- of -- for captured pirates, what kind of rules are our sailors operating under, if you can let me know?

ADM. MCKNIGHT: It's strictly the -- I'll probably get the wrong terms, but it's the -- strictly what human -- you know, they -- we retrieved these -- (audio break) -- (accordance ?) with all rules and regulations. We would -- you know, we'd -- of course we'd, you know, ask them questions. We'd treat them well. Law enforcement -- it's a law-enforcement mission, so we would treat them just like any other law-enforcement thing.

And let me just clarify one thing here. I don't think we'll ever stop pirates. We will do our best to bring the numbers down. When you think of the number of ships that pass through here a year, between 23(,000) and 25,000 vessels -- and the chances of getting pirated here are pretty slim.

But we think that we've had a pretty good success rate in the last couple months.

Somali Pirates: Pirates Grab German LPG Ship in Gulf of Aden

Reported here:
PIRATES have today hijacked a German LPG ship with 13 crew in the Gulf of Aden.

The 4,316dwt Longchamp was en route to Asia from Europe escorted by a naval convoy when it was boarded by 7 armed pirates this morning, owners MPC Group told Fairplay.

The crew are 12 Philippinos and 1 Indonesian.
UPDATE: More info from the ICC CCS Live Piracy site:
Incident Details:

29.01.2009: 0340 UTC: Posn: 14:10N – 049:58E: Gulf of Aden.

Heavily armed pirates in a speed boat chased and fired upon a LPG tanker underway. Pirates boarded and hijacked the tanker and are sailing it to an undisclosed location in Somalia. Further reports awaited

New anti-pirate transit lanes for Gulf of Aden


From Lloydslist.com - New transit lane for Gulf of Aden:
As of February 1, the existing Maritime Security Patrol Area — introduced by coalition navies last year as a safe passage corridor — will be replaced by two separate five-mile wide eastbound and westbound, separated by a two-mile buffer.

The shake-up comes on account of the increase in number and repositioning of warships in the region, and is also designed to reduce risks of collisions.

As a result, the eastern and western boundaries of the so-called high-risk area, agreed by the joint owner-union International Bargaining Forum last October, will be adjusted accordingly.
***
The new eastbound lane will begin at 045°E between 11°48’N and 11°53’N, be oriented along a straight line course of 072°, and will terminate at 053°E between 14°18’N and 14°23’N.

The westbound lane will begin at 053°E between 14°25’N and 14°30’N, be oriented along a course of 252°and terminate at 045°E between 11°55’N and 12°00’N.

The hisk risk area will be adjusted to meet the mouth of the new corridors, with the western border running from the coastline at the border of Djibouti and Somalia to position 11°48’N, 045°E; from 12°00’N, 45°E to Mayyun Island in the Bab El Mandeb Straits.

The eastern border will run from Rhiy di Irisal on Suqutra Island to position 14°18’N, 053°E’, and from 14°30’N, 053°E to the coastline at the border between Yemen and Oman.
UPDATE: Added map with rough approximation of new transit lane area (feel free to send me an improved version).

UPDATE: Ask and ye shall receive from Ken Adams:

Somali Pirates: NYTimes Backgounder

A summary of where the world is with the pirates of Somalia from the NYTimes at Backgrounder - Combating Maritime Piracy:
In 2008, maritime piracy reached its highest level since the International Maritime Bureau's Piracy Reporting Center began tracking piracy incidents in 1992. Global piracy increased 11 percent, with piracy in East Africa up a stunning 200 percent. Of the forty-nine successful hijackings, forty-two occurred off the coast of Somalia, including the capture of an oil supertanker, the Sirius Star. Five hijackings were off the Nigerian coast, though the IMB suggests attacks in that area are underreported. In other areas of the world, including Indonesia, piracy dropped.

Wednesday, January 28, 2009

Reading about pirates


Articles on piracy available in the following magazines which can be downloaded for reading:

Maritime Reporter Jan 09 issue.

Sea Power from the Navy League of the U.S., Jan 09 issue.

In both magazines there is much good information involving ships, maritime security and more.

Somali Pirates: Kenya, US Agree to Deal on Piracy

VOA reports Kenya, US Agree to Deal on Piracy:
Kenya and the United States have signed a memorandum of understanding that will allow pirates captured off Kenya's coast to be tried in Kenyan courts. The international community has been searching for ways to prosecute pirates since the rate of attacks in the region spiked, last year.
***
Britain has already reached a similar agreement to hand over pirates to Kenyan authorities. Eight pirates detained last year are facing charges in the Kenyan port city, Mombasa.

Gulf of Aden Winds 28 Jan 09


From here. Winds continue 10-15 knots in Gulf.

Explanation of why it might matter here.

Somali Pirates: French Aid ship under pirate attack, grab 9 pirates

Reported here:
The French navy has arrested nine suspected Somali pirates, foiling their attempt to hijack a cargo ship.

According to French military sources, the French Frigate Le Floreal, which was patrolling the waters off the coast of Somalia, dispatched a navy military helicopter on Tuesday after receiving a distress call from the cargo vessel African Ruby, which came under attack from armed men on board two speeding boats, AFP reported.

The navy helicopter pursued the pirate boats in international waters off the coast of the northern Somali region of Puntland.


Photo of "African Ruby" by Vitre Olivier, from www.shipspotting.com.

UPDATE: Fred Fry has more, including more photos.

Tuesday, January 27, 2009

The Drumbeat of "Humanitarian Intervention?"

With the arrival of a new U.S. president, the drumbeat of wars of self-protection seems to be dying out while a familiar old tune arises - suggesting the probable return to "humanitarian interventions." See here:
Regarding the "ongoing genocide" in Darfur, Sudan, Rice said the U.S. priority for the moment is reinforcing a U.N.-backed peacekeeping mission to protect civilians. She expressed concern that Sudan's government may retaliate against international peacekeepers and aid workers if the International Criminal Court issues an arrest warrant on genocide charges for Sudanese President Omar Hassan al-Bashir.
These should not be confused with "humanitarian operations." Humanitarian operations are approved by countries affected by some disaster or another, such as the aid rendered to the victims of the tsunami of December 2004 or other efforts to assist areas impacted by storms or earthquakes. In such cases, military forces may end up working with non-governmental organizations like the Red Cross or transnational entities like the UN and its disaster contractors. In such cases, the role of the military is usually logistical support.

By contrast, in a "humanitarian intervention" armed force is used directly to intervene in a sovereign nation's affairs even against the will of the sovereign of the invaded or attacked nation.

In the last decade of the 20th Century such "invasions to save lives" include Somalia, Haiti, Bosnia, Kosovo, East Timor, and Sierra Leone. In the world of the people who support such interventions, the U.S. led invasion of Iraq was not a humanitarian intervention because. . . well, because. In fact, Human Rights Watch asserted that the saving of thousands of Iraqis from Saddam's terror "gives humanitarian intervention a bad name."

Humanitarian intervention seems to be deemed appropriate when enforcing a "responsibility to protect." This new found responsibility is a code phrase for allowing older concepts like sovereignty to be discarded for some theoretical higher "right." This "responsibility to protect" is spelled out in a document authored by the somewhat Orwellian-named entity - the International Commission on Intervention and State Sovereignty (ICISS). You can find the document here:
This report is about the so-called “right of humanitarian intervention”: the question of when, if ever, it is appropriate for states to take coercive – and in particular military – action, against another state for the purpose of protecting people at risk in that other state.
Of course, having posed the difficult question, the report goes on to justify such interventions:
(1) Basic Principles
A. State sovereignty implies responsibility, and the primary responsibility for the
protection of its people lies with the state itself.
B. Where a population is suffering serious harm, as a result of internal war, insurgency, repression or state failure, and the state in question is unwilling or unable to halt or avert it, the principle of non-intervention yields to the international responsibility to protect.
As you might gather, these principles don't seem to be evenly applied, While the Balkans intervention was okay, no one seems to argue that it would have been okay to invade - on humanitarian grounds- China during the "Great Proletarian Cultural Revolution". For those of you unfamiliar with that time period:
Millions of people in China reportedly had their human rights annulled during the Cultural Revolution. Millions more were also forcibly displaced. During the Cultural Revolution, young people from the cities were forcibly moved to the countryside, where they were forced to abandon all forms of standard education in place of the propaganda teachings of the Communist Party of China.
***
Estimates of the death toll, civilians and Red Guards, from various Western and Eastern sources are about 500,000 in the true years of chaos of 1966—1969. Some people were not able to stand the cruel tortures, they lost hope for the future, and simply committed suicide.
Whatever.

Kofi Anin, former Secretary General of the UN discussed the changing view of sovereign rights here:
State sovereignty, in its most basic sense, is being redefined—not least by the forces of globalisation and international co-operation. States are now widely understood to be instruments at the service of their peoples, and not vice versa. At the same time individual sovereignty—by which I mean the fundamental freedom of each individual, enshrined in the charter of the UN and subsequent international treaties—has been enhanced by a renewed and spreading consciousness of individual rights. When we read the charter today, we are more than ever conscious that its aim is to protect individual human beings, not to protect those who abuse them.
In recent years, the many people of a liberal persuasion suggested that it would have been perfectly appropriate to engage in an armed invasion of Myanmar/Burma on humanitarian grounds following the devastating typhoon of May 2008. Time offered up Is it time to invade Burma? by Romesh Ratnesar:
. . .The trouble is that the Burmese haven't shown the ability or willingness to deploy the kind of assets needed to deal with a calamity of this scale — and the longer Burma resists offers of help, the more likely it is that the disaster will devolve beyond anyone's control. "We're in 2008, not 1908," says Jan Egeland, the former U.N. emergency relief coordinator. "A lot is at stake here. If we let them get away with murder we may set a very dangerous precedent."

That's why it's time to consider a more serious option: invading Burma. Some observers, including former USAID director Andrew Natsios, have called on the U.S. to unilaterally begin air drops to the Burmese people regardless of what the junta says. The Bush Administration has so far rejected the idea — "I can't imagine us going in without the permission of the Myanmar government," Defense Secretary Robert Gates said Thursday — but it's not without precedent: as Natsios pointed out to the Wall Street Journal, the U.S. has facilitated the delivery of humanitarian aid without the host government's consent in places like Bosnia and Sudan.

A coercive humanitarian intervention would be complicated and costly. During the 2004 tsunami, some 24 U.S. ships and 16,000 troops were deployed in countries across the region; the mission cost the U.S. $5 million a day. Ultimately, the U.S. pledged nearly $900 million to tsunami relief. (By contrast, it has offered just $3.25 million to Burma.) But the risks would be greater this time: the Burmese government's xenophobia and insecurity make them prone to view U.S. troops — or worse, foreign relief workers — as hostile forces. (Remember Black Hawk Down?) Even if the U.S. and its allies made clear that their actions were strictly for humanitarian purposes, it's unlikely the junta would believe them. "You have to think it through — do you want to secure an area of the country by military force? What kinds of potential security risks would that create?" says Egelend. "I can't imagine any humanitarian organization wanting to shoot their way in with food."
Mr. Egeland seems to lack the imagination that others possess.

Once deemed a virtually dead concept- "so 1990s" - the "selfless" use of power seems to be making a comeback. Kenneth Roth wrote in a 2004 article in Harvard International Review:
The use of military force across borders to stop mass killing was seen as a luxury of an era in which national security concerns among the major powers were less pressing and problems of human security could come to the fore. Somalia, Haiti, Bosnia, Kosovo, East Timor, and Sierra Leone: these interventions, justified to varying degrees in humanitarian terms, were dismissed as products of an unusual interlude between the tensions of the Cold War and the new threat of terrorism. The events of September 11, 2001, supposedly changed all that by inducing a return to more immediate security challenges. Yet surprisingly, even with the campaign against terrorism in full swing, the past year has seen four military interventions that their instigators describe, in whole or in part, as humanitarian.
The tsunami aid rendered counts as a humanitarian intervention, according to Mr. Roth, but the invasion of Iraq does not, "Since the Iraq war was not mainly about saving the Iraqi people from mass slaughter..."

Selecting places in which humanitarian intervention are acceptable is tough work. However, if one begins with the premise that the intervening nations have nothing to gain by such intervention then justification seems to come easier to some minds. Intervening in Iraq = "bad" because it has oil. Intervening in Myanmar ="good" because it has nothing of use to the world. Go figure.

That a forced entry for "humanitarian" reasons might result in armed resistance by the ruling forces of the invaded land or by bands of clan-based groups(as in Somalia in the 1990s) and the deaths of soldiers of the invading forces seems not to bother the pro-humanitarian interventionists much, if at all.

Will they be keeping "body count" lists of those who fall? I wonder.

Back in July 2008, there was a debate of sorts on humanitarian intervention (HI) in the pages of the Los Angeles Times. Excerpts from here, the debate bearing the title "Why not invade Darfur?" From the "anti" HI side:
By the traditional standards of international law, which require state consent and conforming state practice for a customary law norm to emerge, the duty to protect remains much more of an aspiration than a law. It is difficult to understand why the protection of a foreign population should merit greater presumed legitimacy than the protection of one's own population, which underlies all national-interest-driven uses of force, including preemptive ones. After all, fair-minded critics of the Iraq or Afghanistan wars would agree that the Bush administration undertook these interventions to protect the security of the American people.

Notwithstanding the legal and moral hypocrisy associated with humanitarian interventions, there are, of course, instances in which humanitarian intervention is appropriate. There is no shortage of misery in today's world, including genocide, ethnic cleansing and rampant war crimes, poverty and starvation. Alleviating at least the worst cases is a worthy project.

Yet, international humanitarian interventions, whatever their moral appeal, have to be judged by the same hardheaded standards as traditional national-interest-driven interventions. How compelling is the humanitarian problem in a particular place compared with other places? Are the equities clear-cut or are all the sides of a conflict equally unsavory? How does one define success? Is regime change the objective? What are the likely costs of a successful intervention? How many casualties and how much collateral damage should be anticipated? Are sufficient military resources available? The important thing is not to become entangled in a halfhearted, indecisive mission with unclear or excessively soft rules of engagement, as was the case with the Clinton administration's deployment of U.S. forces to Somalia. Such interventions produce no good results. War is too serious of a business to be play-acting, and there is no substitute for victory, something those -- in Europe and elsewhere -- who call the loudest for humanitarian interventions should keep in mind.
From the "pro" HI side:
I would argue that we have as much of a strategic interest and moral duty to stop the genocide in Darfur as we did to stop the rule of Saddam Hussein. Morally, it is clear: Hundreds of thousands of people have been slaughtered in Darfur. We should stop this massacre if we can. Strategically, it is not as direct. That region of Africa does not impact our immediate national security interests -- which is why intervention there is not popular. Indeed, intervention in Africa is rarely considered in even the worst of situations.

Would the interests of developed nations not be served by a stable, democratic Africa as much as they would be by a stable and democratic Middle East? Are dictators such as Sudanese President Omar Hassan Ahmed Bashir and Robert Mugabe, the president of Zimbabwe, less dangerous than Hussein? David, you and many conservatives spent so much time demonizing Hussein that other threats started to pale in comparison. You seem to have said he was worse than Hitler or Stalin, for example, telling one interviewer in April 2003 in an effort to justify the invasion: "Despite the quite deplorable record amassed by people like Hitler or Stalin, I am not aware of instances where they have targeted their own civilians."

But do we have the resources to intervene? This is where we differ again, David. Your choices (Iraq, perhaps Iran) mean that almost all our military would be engaged in these battles, or what you call "the provider of security services" to the world.
Another question that almost always remains unanswered in suggesting the need for humanitarian interventions is which nations have the airlift and sealift capacity to conduct such operations and sustain forces in the field. Once again, good-hearted amateurs discuss tactics without bothering about logistics. In posts following the Christmas tsunami, I hit on the former UNer Mr. Egeland (see here and here)for his "magic happens" wish lists in humanitarian operations. And I've been to planning meeting at which, when the issue of logistics is raised, every eyeball turns to the U.S. representatives.

As usual in military matters, the self-interest of the country which is contemplating involvement ought to serve as a guide to any combat operation whether it is couched in terms of "humanitarian" or not. Asking American soldiers and sailors to risk death and spending the national treasure and limited military equipment on operations that do not serve the interests of the nation must be carefully considered before falling victim to some internationalist standard of a "responsibility to protect."

Initial thoughts. more to follow.

Photo Credit:
Displaced children in South Darfur near the town of Nyala. [Photo archive UN/Evan Schneider]

Somalia: Ethiopian Troops Leave, Hardline Islamists Move In

Will sharia law return to Somalia? Maybe. Al-Shabab is alleged to have taken power, as reported in Insurgents seize seat of Somalia's parliament:
Al-Shabab, which is on Washington's list of terror groups, took over Baidoa late Monday, a day after Ethiopian troops who had been propping up the government ended their unpopular, two-year presence. Al-Shabab, which means "The Youth," has been gaining ground as Somalia's Western-backed government crumbles.

"We will establish an Islamic administration for the town, and appeal to residents to remain calm," al-Shabab spokesman Sheik Muktar Robow said.

Somalia is a Muslim country, but al-Shabab's strict interpretation of Islam has drawn fear and trepidation. In one case, the group stoned to death a 13-year-old girl for adultery even though her parents said she was a rape victim.

The takeover came as Somalia's parliament meets this week in neighboring Djibouti to elect a new president. It appears unlikely the lawmakers will be able to return to Baidoa, 155 miles (250 kilometers) southwest of the capital.

There was a brief firefight between the Islamists and government-allied militias, who soon fled, witnesses said.
Looks the wheel may still spin some more, but as in law, possession is 9/10 of something.

Monday, January 26, 2009

Pirates of the highways

More common than you probably knew, from Canada: Cargo thefts shift into high gear:
Cargo thieves will take anything -- a load of bubblegum, chicken beaks and feet, wedding dresses. Last weekend, someone stole a tractor trailer full of eggs from a Mississauga yard. The empty truck was recovered in Scarborough yesterday.

In 2008, thieves stole $22-million worth of goods in Peel Region. With its vast industrial yards, its circuit of highways and its proximity to Pearson International Airport, Peel is considered by some in the industry to be the cargo theft capital of North America.

Across the GTA, thieves are becoming more organized, and striking more often.

"It's no longer isolated incidents. It's become rampant," said Uwe Petroschke, the president of Brampton-based Totalline Transport Inc.

"The police don't have enough manpower to deal with the situation any longer. They need help. We're dealing with organized crime.
***
"After stealing a tractor trailer full of merchandise, if they get caught, if they are found guilty, the charge is theft over $5,000. That's it. They can steal at will and the reward is greater than the punishment.''
In 2006, the FBI estimated the cost of U.S. highway cargo theft to be in the rather large range of $15 - 30 billion dollars:
Cargo theft is estimated to cost the U.S. $15-30 billion a year, though the true measure may be even higher, since some businesses are reluctant to report thefts out of concern for their reputations or their insurance premiums. Thieves' methods vary, but the outcome is generally the same—a load of merchandise leaves Point-A and never arrives at Point-B.

"Cargo theft is our number-one priority in Major Theft," says Unit Chief Eric B. Ives, who heads the Major Theft Unit in the FBI's Criminal Investigative Division. "There's never been a time when there's not enough work."

The issue is much broader than a criminal stealing a TV off a truck. In the past few years, investigations have revealed more and more sophisticated operations with well-organized hierarchies. The typical "criminal enterprise," as Ives describes it, has a leader who runs a regional or national operation. Beneath him are cells of thieves and brokers, or fences, who unload the stolen goods on the black market. "Lumpers" physically move the goods, along with drivers. And there's usually a specialist who is expert at foiling the anti-theft locks on truck trailers.

Cargo thieves heist whole truck loads of merchandise—the average freight on a trailer is valued between $12,000 and $3 million. The hotspots are where you might expect—truck yards, hubs for commercial freight carriers, and port cities.
The U.S. penalties are a little steeper thanks to the Patriot Act:
In fact, private industry played a pivotal role in placing a long-sought provision in the USA Patriot Improvement and Reauthorization Act, signed into law in March. The provision requires the Department of Justice to add cargo theft to the FBI's Uniform Crime Reporting (UCR) System by year's end. Cargo-related crimes that were once filed in the UCR as burglary, larceny, and robbery will have their own category. Once established, the data will paint a clearer picture of the extent of cargo theft—and help law enforcement agencies allocate their resources. The measure also increased prison terms for cargo theft convictions: three years for cargo valued under $1,000 and 15 years for cargo valued over $1,000.