Category Archives: Current Operations

On-going Naval Ops or Maritime Current Events

The Situation in Borneo

 

The Malaysian Navy maintains its blockade on Borneo of a group of Filipinos loyal to the Sultanate of Sulu.
The Malaysian Navy maintains its blockade on Borneo of a group of Filipinos loyal to the Sultanate of Sulu.

 

It is, says foreign policy analyst Joseph Hammond, “one of the most bizarre relationships in international relations.” Mix in rival secular and religious insurgent groups, titular heads of state, and a tenuous peace process and you have the background for a dramatic stand-off on the island of Borneo.

CNN Reports:

Malaysian police and armed forces are negotiating with [approximately 100 Filipino men, and possibly several hundred other Filipinos], who arrived by boat in the remote, eastern district of Lahad Datu, in the Malaysian state of Sabah on Borneo. The men claim to be the “Royal Army of the Sultanate of Sulu” [A historic title encompassing southern Muslim areas of the Philippines and northern Borneo] and say they don’t want their people to be sent away from the area, Tan Sri Ismail Omar, the Inspector General of the Royal Malaysian Police, said [last] Thursday.

Malaysian police establish a checkpoint in Sabah.
           Malaysian police establish a checkpoint in Sabah.

 

Malaysian police and the Malaysian Navy have blockaded the area. The Philippines’ Inquirer Global Nation reported that the group appears to be headed by the claimant to the title of Crown Prince of the Sultanate, or “Rajah Mudah,” who feels excluded by the terms of a peace deal between the government of the Philippines and Moro Islamic Liberation Front (MILF):

“They are not interested, this government and the previous governments, so we decided to act on our own,” Rajah Mudah said.

 

Early on Feb. 11, Rajah Mudah and about 1,000 of his followers, including armed men from what he called “Royal Security Forces of the Sultanate of Sulu and North Borneo” left Simunul Island in Tawi-Tawi in speedboats and headed for Sabah. Rajah Mudah described his action as not an act of aggression but a journey back home.

 

“We came here in peace. We are not here to wage war. The armed men who are with me are the Royal Security Forces of the Sultanate of Sulu and North Borneo. We will never bring war to our own territory, much less to our own people,” Rajah Mudah said. His group landed in the village of Tunduao in Lahad Datu town in Sabah.

Security forces of the Sultanate of Sulu.
     Security forces of the Sultanate of Sulu.

 

According to the Gulf Times:

Sabah was a gift by Brunei to the sultanate of Sulu for helping crush a rebellion. But Sabah was leased [or ceded, depending on the translation and thus crux of the disagreement] by a British company to Malaysia that also pays the sultanate of Sulu some 6,300 ringgits [a ceremonial arrangement for continuing defacto control].

The Gulf Times also reported on developments in the Philippines, where its navy is increasing its patrols “near the port of Sulu province in southern Philippines…after tighter security was imposed in the area to prevent armed members from sending reinforcements.

A supposed heir to the throne of the sultanate of Sulu province and north Borneo has called on the President Benigno Aquino government to peacefully pursue claims to Sabah. He has also called on Malaysia not to harm the sultanate’s followers there.

 

Meanwhile, Aquino’s relative, former governor Margarita “Tingting” Cojuangco of Tarlac province, yesterday, denied reports that she and her husband, former rep. Jose “Peping” Cojuangco of Tarlac, provoked Sultan Jamalul Kiram of Sulu, to regain Sabah.

 

A Philippines Navy patrol off the port of Sulu.
                                                                       The Philippines Navy patrols off the port of Sulu.

Reports said that the Cojuangco couple, along with Moro National Liberation Front (MNLF) chairman Nur Misuari and former national security adviser Norberto Gonzales, instigated Kiram to regain Sabah to bungle the administration’s peace efforts in Mindanao.

 

The report, citing highly reliable sources, also said that Aquino viewed the couple’s move as a way to sabotage his administration’s peace initiatives with the Moro Islamic Liberation Front (MILF).
But Cojuangco, who is a senatorial candidate running under the United Nationalist Alliance (UNA), said that the report did not come from the president himself but from an anonymous source. She dared the source to come out in the open, otherwise, his allegations will remain “hearsay.”

Philstar.com later reported that “MNLF chieftain Nur Misuari admitted that members of his group were among those holed up in Sabah.”

It’s a bizarre and complicated situation indeed.

 

LT Scott Cheney-Peters is a surface warfare officer in the U.S. Navy Reserve and the former editor of Surface Warfare magazine. He is the founding director of the Center for International Maritime Security and holds a master’s degree in National Security and Strategic Studies from the U.S. Naval War College.

The opinions and views expressed in this post are his alone and are presented in his personal capacity. They do not necessarily represent the views of U.S. Department of Defense or the U.S. Navy. 

Re-examining the Gulf of Guinea: Fewer Attacks, Better Pirates

The hijacked Luxembourg-flagged tanker MT Gascogne.
The hijacked Luxembourg-flagged tanker MT Gascogne.

Along with the release of the International Maritime Bureau (IMB)’s 2012 piracy report come the onslaught of analysts seeking to explain 1) why the crime is decreasing in certain theaters, 2) why it is expanding in others, and 3) where it will spread next.

The top story is that global pirate attacks have hit a five-year low, thanks to a sharp decline in the activities of Somalia’s notorious marauders.  When this trend is reported it is almost always followed by the caveat that a “new” piracy epicenter has “emerged in Nigeria and that the criminal enterprise is now increasing and expanding across the Gulf of Guinea.  These types of statements are an oversimplification, however, and mask the complexities of maritime crime in West Africa.

Playing with Numbers

A multitude of criminal actors have parasitically operated in the Nigerian littoral since the country’s oil boom in the 1970s—piracy, kidnapping, and oil theft are by no means “new” to the region.  To say that the country has “reemerged” as an epicenter of maritime crime is more accurate, as it was only in 2007 that Somali waters became more pirate prone than those of Nigeria.  The 27 pirate attacks reported for Nigeria in 2012 represents an increase over the past two years, but fall well short of the 42 attacks the IMB recorded in 2007.

One must also be careful (a mistake this author is willing to admit) about reporting an absolute “increase” in the total number of pirate attacks that have taken place in West Africa over the past year.  The IMB’s figures display a clear trend: attacks off Nigeria increased from 10 to 27, while those for the region as a whole rose from 44 to 51.  These numbers are incomplete, however, as they only include incidents that were directly reported to the IMB; whereas an estimated 50-80% of pirate attacks go unreported.

The larger data set of the Danish consultancy firm Risk Intelligence reveals a decrease in Nigerian and West African piracy.  The company recorded 48 attacks in Nigerian waters in 2012, a higher number than the IMB reported, but lower than Risk Intelligence’s 2011 and 2010 figures, recorded as 52 and 73 attacks respectively.  The expansion of pirate gangs into the waters of neighboring states explains why attacks may have decreased in Nigeria, but it is also noted that the total figure for West African waters has fallen from 116 in 2011 to 89 in 2012.

Table 1: Incidents of Piracy off Nigeria and West Africa: 2008-2012 (Risk Intelligence)

  2008 2009 2010 2011 2012
Nigeria 114 91 73 52 48
West Africa Total 138 120 110 116 89
Nigerian Incidents as  Percentage of Regional Total 82.6% 75.8% 66.3% 44.8% 53.9%

 

Not More, but Different

An overall decline in the total number of pirate attacks in the Gulf of Guinea does not mean that the problem is being a solved.  The January 16 hijacking of the Panamanian-flagged product tanker Itri and February 4th hijacking of the Luxembourg-flagged tanker MT Gascogne, both off Côte d’Ivoire, attest that the threat remains high, but has shifted in terms of its targets and scope.

The rampant maritime crime and insurgency that plagued Nigeria in the mid-to-late 2000s displayed a mixture of communal, political and economic motives and was frequently directed towards supply vessels and fixed assets operating in oil and gas fields off the Niger Delta.  A 2009 amnesty offered by the federal government essentially served to buy off thousands of Delta militants, rewarding some of them with huge security contracts to protect the waters they had previously hunted in. It is this change in the security environment that is credited with the sharp decline in pirate attacks in Nigerian waters seen in Table 1. 

Heightened security in the Nigerian littoral appears to have had a Darwinian effect on maritime criminals, as more sophisticated and politically connected syndicates have thrived at the relative expense of opportunistic “smash-and-grab” pirates.

One manner in which this is evident is target selection.  Attacks against support vessels operating close to shore have declined over the last five years (and with them, the total number of incidents), but this has coincided, since 2010, with a surge in tanker hijackings.  According to the records of one corporate security manager operating in Nigeria, there were 42 attacks against supply vessels in 2008 (one of the worst years of the Niger Delta insurgency), but only 15 in 2012.  Conversely, there were just 8 attacks against tankers and cargo ships in 2008, but 42 in 2012.  In total, Risk Intelligence has recorded 78 attempted attacks on product tankers and 27 short-duration hijackings since December 2010.

This shift in targets might explain why commenters incorrectly refer to rising levels of piracy in the region, as the hijacking and short-term disappearance of tankers owned by international companies garners far greater media attention than the robbing of supply ships, despite the fact that these types of attacks were more frequent.

Latest piracy incidents in the Gulf of Guinea (courtesy OCEANUSlive.org)
Latest piracy incidents in the Gulf of Guinea                    (Courtesy OCEANUSlive.org)

Bigger and Better

While boarding a supply vessel and robbing it of valuables is a relatively low-tech affair, hijacking a product tanker and pilfering vast quantities of fuel over several days requires a high degree of organization and sophistication.  The confessions of four captured pirates, believed to be behind the hijacking of the Energy Centurion off the coast of Togo on August 28, 2012, reveals the intricacies of such an operation.

According to one testimony, criminal syndicates are “sponsored by powerful people,” including Nigerian government officials and oil industry executives, who provide advanced payment and information about the cargo, route, and security details of ships that have been targeted.  These intelligence-led operations have become increasingly multinational with gangs based in Nigeria planning attacks off the coasts of Benin, Togo, and Côte d’Ivoire, often with the assistance of nationals from these countries.

Once a vessel has been hijacked, pirates have been known to go to great lengths to make sure that the ship ‘disappears’ while preparations are made to offload the cargo.  For example, the gang that hijacked the product tanker MT Anuket Emerald made sure to damage all the ship’s communication equipment and loading computer, repaint its funnel, change the tanker’s name, and remove its IMO number.  The offloading and black market sale of stolen product is equally complex, requiring a network of “oil mafia” insiders who facilitate fuel storage at numerous depots across Nigeria and then organize for onward distribution.

Money over Everything

Though fewer ships are being attacked, the current crop of West African pirates (and their financial backers) are seeing greater returns.  The group that recently hijacked the Itri was able to siphon off the ship’s entire cargo of fuel, valued at $5 million.  Captured pirates involved in tanker hijackings (dubiously) claim that payoffs range from $17,000 for new recruits to over $60,000 for ‘commanders.’  The value of large-scale oil theft exceeds many of the ransom sums made by Somali pirates and is acquired without months of hostage negotiations.  Piracy in the Gulf of Guinea, notes piracy expert Martin Murphy, is now the most lucrative in the world.” 

The West African modus operandi is also more secure, as Nigerian pirates are not subjected to the same risks as their Somali counterparts—namely extended voyages in treacherous open ocean, the combined pressure of the world’s greatest navies, and the widespread use of professional armed guards aboard merchant vessels.  Endemic corruption in Nigeria assures that even if pirates are caught, they are unlikely to face serious consequences.  The Nigerian Maritime Administration and Safety Agency and Joint Task Force have made dozens of arrests in recent months, but lack the authority to detain or prosecute suspects as this is the responsibility of other security agencies.  Bribes to these agencies, captured pirates note, are set aside as an operational expense, meaning most suspects are released without charge.

In terms of numbers, overall pirate attacks may be declining in the Gulf of Guinea, but the gangs responsible appear to have increased both their operational sophistication and target selectivity.  Given the increased value of each operation and the small risk of punishment their crimes show no signs of disappearing.  

James M. Bridger is a Maritime Security Consultant and piracy specialist with Delex Systems Inc. He can be reached at jbridger@delex.com

 

Human Smuggling Across the Gulf of Aden

Bodies of Asyluam Seekers Washed Ashore in Yemen
                                                     Bodies of Asylum Seekers Washed Ashore in Yemen

While Somali piracy may have been significantly down in 2012, another type of illicit activity in the Gulf of Aden has continued to increase.  According  to the Office of the United Nations High Commissioner for Refugees (UNHCR), 107,500 people fled Africa for Yemen via the sea in 2012.  This was an increase from 103,000 in 2011 and the most since these statistics were first collected in 2006.  The majority of the refugees in 2012 were Ethiopian, and they braved dangerous conditions which are estimated to have left at least 100 dead or lost at sea.

The growth in human smuggling over the last year was actually less than between 2010 and 2011, when the number of refugees crossing the Gulf increased from 53,000 to 103,000.  That growth has generally been attributed to the increasing number of Ethiopian migrants, which greatly outnumber all other nationalities.  Until 2009, most people smuggled across the Gulf were Somalis.