Piracy and armed robbery at sea

Piracy and armed robbery at sea are increasing threats to shipping and crew safety. The recent incidents, particularly off the coast of West Africa, reminded participants of global shipping and public opinion of the scale of violence and cruelty accompanying such acts, and highlighted the need for international law standards and safeguard procedures.

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Maritime piracy and armed robbery outside high-risk areas

Most attacks occur in Gulf of Guinea, the waters of South-East Asia and the Western Indian Ocean, but acts of piracy and maritime robbery are not limited to regions classified as ‘high risk’ areas. Statistics confirm that incidents occur also in ports of South and Central America and in Caribbean waters, as well as in support units operating in the southern Gulf of Mexico. Therefore, it is necessary to review the ship's conservation plan, to update the procedures, to assess travel risk, to train the crew and to prepare emergency communications plans and test them before entering the waters at risk of piracy.

In recent decades, many international organisations and insurance companies have developed comprehensive guidelines and information resources that support shipowners, captains and crews in preparation for action under increased threat conditions. The IMO, which has been involved in maritime piracy since the 1980s, is particularly important in publishing reports under the Piracy and Armed Robbery Module in the Global Integrated Shipping Information System (GISIS). Guidelines, such as MSC.1/Circ.1334 and MSC.1/Circ.1405/Rev.2, concerning, inter alia, the use of armed security personnel on board have become the basis of preventive action.

One of the better guides can be found on the website Maritime Global Security, which is supported by numerous shipping industry associations, including the International P&I Club Group (IG). This site serves as a one-stop point for maritime safety. It refers to a wide range of recommendations drawn up by industry as well as to resources of an operational and military nature. The definition of "piracy" can be found in Article 101 of the United Nations Convention on the Law of the Sea (UNCLOS), and the definition of "gun robbery" is set out in IMO Resolution A.1025 (26).

Prevention in waters at risk of piracy

The main actions recommended before entering the endangered waters focus on four key areas: hazard identification, risk assessment, crew preparation and appropriate incident reporting. First, the fullest possible information on the current situation in the region should be collected using data published by IMO, IMB PRC and local operational sources. Hazard monitoring and consultation with maritime intelligence agencies can significantly improve the effectiveness of preventive action. It is then necessary to update the ship security plan, adopt appropriate safety measures in line with industry guidelines and ensure continuous observation, which remains the most effective early warning tool.

Crew preparation for emergency operations includes not only informing about the procedures adopted, but above all organising realistic exercises and response scenarios. Finally, in the event of a suspicious situation or attack, it is necessary to immediately report the event to the relevant reporting centres – both in the flag countryand in the region where the unit operates. In the case of transit through areas covered by the VRA (Voluntary Reporting Area), prior notification and daily reporting of the position of the vessel are required.

Insurance and private protection in the face of the threat of piracy

Międzynarodowa grupa klubów P&I opracowała dokument „Piracy – FAQs”, który zawiera ogólne wyjaśnienia i wskazówki dotyczące szeregu kwestii dotyczących zagadnień ochrony ubezpieczeniowej wynikających z incydentów związanych z piractwem. Zawiera przegląd zakresu ochrony zapewnianej przez P&I, H&M i ubezpieczenie od ryzyka wojennego, omawia pytania związane z zaangażowaniem prywatnych ochroniarzy morskich i wiele innych istotnych kwestii związanych z czarterem.

Nawiązując do prywatnej ochrony na statku, należy wskazać, że decyzja o zaangażowaniu na pokładzie statków uzbrojonego personelu ochrony (PCASP) jest decyzją operacyjną armatorów. W większości oferowanych polis ubezpieczeniowych na rynku nie ma ograniczeń ani zakazu ubezpieczenia w związku z zaangażowaniem lub użyciem PCASP.

Trzeba mieć jednak na uwadze, że umieszczenie PCASP na statku powinno być rozważone dopiero po dokładnej ocenie ryzyka i nie powinno zastępować, a jedynie uzupełniać prowadzoną ochronę statku. BIMCO opracowało umowę GUARDCON dotyczącą usług prywatnych ochroniarzy na pokładzie statków, która od samego początku zapewniała pewność umowną armatorom i prywatnym firmom ochrony morskiej. Nadal służy jako umowa wzorcowa dla armatorów i klubów IG dlatego zalecanym jest korzystanie z BIMCO GUARDCON, a w razie potrzeby także uprzedni kontakt z właściwym doradcą.

Written by Marek Czernis