Maritime Security

the national bureau of asian research
nbr special report #24 | november 2010

maritime security in
southeast asia
U.S., Japanese, Regional, and Industry Strategies
By John Bradford, James Manicom, Sheldon W. Simon,
and Neil A. Quartaro
++
cover 2
Te NBR Special Report provides access to current research on special topics
conducted by the worlds leading experts in Asian afairs. Te views expressed in
these reports are those of the authors and do not necessarily refect the views of
other NBR research associates or institutions that support NBR.
Te National Bureau of Asian Research is a nonproft, nonpartisan research
institution dedicated to informing and strengthening policy. NBR conducts
advanced independent research on strategic, political, economic, globalization,
health, and energy issues afecting U.S. relations with Asia. Drawing upon an
extensive network of the worlds leading specialists and leveraging the latest
technology, NBR bridges the academic, business, and policy arenas. Te
institution disseminates its research through briefngs, publications, conferences,
Congressional testimony, and email forums, and by collaborating with leading
institutions worldwide. NBR also provides exceptional internship opportunities
to graduate and undergraduate students for the purpose of attracting and training
the next generation of Asia specialists. NBR was started in 1989 with a major
grant from the Henry M. Jackson Foundation.
Funding for NBRs research and publications comes from foundations,
corporations, individuals, the U.S. government, and from NBR itself. NBR does
not conduct proprietary or classifed research. Te organization undertakes
contract work for government and private-sector organizations only when NBR
can maintain the right to publish fndings from such work.
To download issues of the NBR Special Report, please visit the NBR website
http://www.nbr.org.
Tis report may be reproduced for personal use. Otherwise, the NBR Special
Report may not be reproduced in full without the written permission of NBR.
When information from NBR publications is cited or quoted, please cite the
author and Te National Bureau of Asian Research.
Tis is the twenty-fourth NBR Special Report.
NBR is a tax-exempt, nonproft corporation under I.R.C. Sec. 501(c)(3), qualifed
to receive tax-exempt contributions.
2010 by Te National Bureau of Asian Research.
Printed in the United States of America.
For further information about NBR, contact:
Te National Bureau of Asian Research
1414 NE 42nd Street, Suite 300
Seattle, Washington 98105
206-632-7370 Phone
206-632-7487 Fax
nbr@nbr.org E-mail
http://www.nbr.org
++
maritime security in
southeast asia
U.S., Japanese, Regional, and Industry Strategies
TABLE OF CONTENTS
iii
Foreword
Tim Cook
1
Safety and Security in the Malacca Strait: Te Limits of Collaboration
Sheldon W. Simon
17
U.S. Strategic Interests and Cooperative Activities in Maritime Southeast Asia
John Bradford
31
Japans Role in Strengthening Maritime Security in Southeast Asia
James Manicom
43
Te Challenges of the Jolly Roger: Industry Perspectives on Piracy
Neil A. Quartaro
iii
P
irate activity in strategically important waterways around the globe, from the Strait of
Malacca to the waters of the Horn of Africa, has garnered signifcant attention recently
from states dependent on these waters for international trade and the free movement of
goods. State responses have ranged from independently dispatching naval forces to patrol
major sea lines of communication to multinational patrols and information-sharing mechanisms
to increase domain awareness. Less visible but of equalor perhaps even greaterimportance, are
the eforts of shipowners, operators, and maritime industry groups toward increasing ship security
and combating pirate attacks.
Te United States and Japan, in particular, are concerned with the threat of piracy to their
economic interests and the freedom of navigation at sea, given their status as two of the worlds
most trade-dependent economies. Tey are also two of the best-equipped countries to combat
the problem. As such, the National Bureau of Asian Research (NBR) partnered with the Japan
Forum on International Relations in May 2010 for a one-day workshop in Tokyo that addressed
the problem of piracy and considered areas in which the United States and Japan can cooperate to
ensure the safety and security of international waters.
Te essays in this report were presented at the workshop and address the issue in four
dimensions. First, recognizing the particular importance of Southeast Asias strategic waterways to
the United States and (especially) Japan, Sheldon Simons essay explores the complex web of patrol
regimes and multinational mechanisms such as information sharing centers that have emerged to
combat piracy in the Strait of Malacca and other waterways in the region. Next, John Bradfords
contribution outlines U.S. maritime strategy and the increased U.S. emphasis on promoting
cooperative partnerships to meet the worlds ever-expanding maritime security challenges.
Tird, James Manicom assesses Japans activities toward increasing maritime safety and security
in Southeast Asia, focusing his analysis on the root causes of piracy found on land. Finally, Neil
Quartaro ofers a detailed assessment of industry perspectives on piracy and the lessons that have
been learned from recent experience. Taken together, the essays demonstrate a series of pragmatic
steps that actors in the maritime domain can take to meet maritime security challenges across the
globe and especially in East and Southeast Asia.
I would like to recognize and express appreciation to the members of the research team whose
essays appear in this report. I would also like to extend sincere appreciation to the Japan Forum
on International Relations for its partnership in the May 2010 workshop in Tokyo, as well as to the
Japan Foundation Center for Global Partnership for its fnancial support for the workshop.
Tis report marks the frst of several that NBR will be releasing in the coming year that explore
various facets of maritime security in Asia, including the legal, historical, political, economic,
and strategic implications of disputed claims in the South and East China seas and the Gulf of
Tailand. Future studies will maintain a keen focus on the maritime domain with respect to its
strategic importance to U.S. interests, not just in Asia but around the globe.
FOREWORD
Tim Cook
Project Director
Te National Bureau of Asian Research
1
SHELDON W. SIMON is Professor in the School of Politics and Global Studies at
Arizona State University. He can be reached at <shells@asu.edu>.
NOTE Te author gratefully acknowledges the assistance of Professor See Seng Tan
and Oleg Korovin of the S. Rajaratnam School of International Studies in Singapore
and Olivia Mohammad of the Arizona State University (ASU) Political Science
Junior Fellows Program. Te author would also like to acknowledge research support
from the National Bureau of Asian Research, the ASU School of Politics and Global
Studies, the ASU Center for Asian Research, the Hiroshima Peace Institute, and the
Japan Forum of International Afairs.
Safety and Security in the Malacca
Strait: Te Limits of Collaboration
Sheldon W. Simon
EXECUTIVE SUMMARY
Tis study addresses prospects for enhanced cooperative security among user states,
littoral states, and the private sector shipping industry for improving safety and security in
the Malacca Straitone of the worlds busiest maritime highways.
MAIN ARGUMENT
Te Malacca Strait is arguably the worlds busiest and most important waterway. Increased
vulnerability of shipments through the areafrom such causes as piracy and armed robbery
to navigation and safety concernsprompted littoral and user states to mount a series of
initiatives that helped signifcantly bolster ship security in the region over the last several
years. User states are providing fnancial and technical assistance to the littoral states, but
this assistance has been largely bilateral, with some new collaboration among the participants
suggesting a multilateral approach to enhancing safety and security. Questions remain,
however, about the sustainability of these programs, additional needs and opportunities, and
the lessons they may ofer for enhancing safety and security in other regions.
POLICY IMPLICATIONS
Greater cooperation among user states, littoral states, and shippers for enhancing safety
and security in the Malacca Strait should be promoted through the 2007 Cooperative
Mechanism.
Te shipping industry should increase its contributions for safety and security, perhaps
through funding the installation of Automatic Identifcation System (AIS) transponders
on smaller ships to track their locations.
Malaysia and Indonesia should join the Singapore-based Information Fusion Center,
thus providing complete coverage on maritime crime to the Malacca Strait countries.
Te primary user statesthe U.S., Japan, Australia, China, South Korea, and perhaps
Indiashould consider forming a users consortium to allocate responsibilities for
improving safety features, such as wreck removal and radar installations, in the strait.
User states should provide technical assistance and fnancial support to the littoral states
air force and navy patrols, thus improving their capacities.
3
SAFETY AND SECURITY IN THE MALACCA STRAIT u SIMON
A
t 520 nautical miles long and extremely narrow at numerous places, the Straits of Malacca
and Singapore constitute one of the worlds busiest waterways, linking the Indian Ocean
and the South China Sea. Commercial trafc from Europe and the Arabian Gulf passes
through the straits on the way to Northeast Asia; and maritime trade from the western
Pacifc Rim reciprocates, destined for South and West Asia as well as for Europe. Tankers and bulk
carriers move vast quantities of coal, iron ore, and minerals to manufacturing centers in Southeast
and Northeast Asia, while container ships laden with consumer goods fow in the opposite direction.
Tis trade constitutes more than half the worlds merchant feet tonnage. Because of shallow reefs
and many small islands, and with over 70,000 ships passing through every year, maritime trafc
in the straits must transit at greatly reduced speeds, making it vulnerable to maritime crime and
piracya hazard that has plagued the Malacca Strait for centuries. Between 1999 and 2008, trafc
in the strait increased by 74%. Japans Ministry of Land, Infrastructure, Transport and Tourism
estimates that 114,000 ships will use the strait by 2020.
1

Te geopolitical and legal complexities of the Malacca Strait may be found in the disputes
that encompass the straits internal waters, territorial seas, contiguous zones, and exclusive
economic zones (EEZ)all under the 1982 UN Law of the Sea. Overlapping jurisdictions have led
to complaints by countries in the strait against one anotherfor example, Jakarta has protested
Malaysias use of straight baselines to measure its territorial seas because of alleged encroachment
on Indonesian waters.
2
Tese disputes, alongside the varying capabilities of the littoral states to
maintain good order in the strait, have led user states to regard the Malacca Strait as an area of
instability, lurking threats, and inefective law enforcement. Littoral states have seen the situation
diferently: as demonstrated in their 2004 reaction to the U.S.-proposed Regional Maritime
Security Initiative (RMSI), Malaysia and Indonesiathough not Singaporehave opposed any
efort to internationalize management of the strait that could compromise their sovereign rights.
Whereas piracy and terrorism are priority challenges for Singapore, Malaysia and Indonesia are
much more concerned with fshing interests in the area, environmental threats from ship-sourced
pollution, and human, arms, and drug trafcking across the Malacca Strait.
3
In 2007 the Cooperative Mechanism for the Straits of Malacca and Singapore was formally
launched to encourage user states and shippers voluntarily to assist the littoral states in their
responsibility to enhance safety, security, and environmental protection in the straits. Possessing
sovereign rights in the straits, the littoralsSingapore, Malaysia, and Indonesiaare primarily
responsible for maintaining order. Te Cooperative Mechanism is a device by which users can
assist in fulflling these responsibilities in the areas of safety and environmental protection but not
in maritime security. Indonesia and Malaysia have refused to include security cooperation in the
Cooperative Mechanism, which is discussed below.
1
For some general background on the role of the Malacca Strait in international commerce, see Joshua Ho, ed., Realising Safe and Secure Seas
for All: International Maritime Security Conference 2009 (Singapore: S. Rajaratnam School of International Studies [RSIS], 2009); and Joshua
Ho, Enhancing Safety, Security, and Environmental Protection of the Straits of Malacca and Singapore: Te Cooperative Mechanism,
Ocean Development and International Law 40 (April 2009): 23334. See also Sam Bateman, Joshua Ho, and Jane Chin, Good Order at Sea
in Southeast Asia, RSIS, Policy Paper, April 2009, 1112.
2
Sam Bateman, Catherine Zara Raymond, and Joshua Ho, Safety and Security in the Malacca and Singapore Straits: An Agenda for Action,
Institute of Defence and Strategic Studies, Policy Paper, May 2006, 2, 9.
3
Ibid., 3132.
4
NBR SPECIAL REPORT u NOVEMBER 2010
Major Actors in the Malacca Strait
Te three most important players determining how safety and security in the Malacca Strait
are to be achieved are the littoral states, user states, and shippers. Te littoral states have the right
to prescribe rules for navigation safety and security, prevent accidents, and provide regulations for
marine pollution. Tese rights are set out in the International Convention for the Safety of Life at
Sea (SOLAS), International Regulations for Preventing Collisions at Sea (COLREG), and the 1982
UN Law of the Sea. Tese provisions are limited, however, by the rights of transit passage that
the UN Law of the Sea extends to the vessels of user states passing through the strait. Te littoral
states have taken a number of measures to promote the safety and security of navigation through
the strait, though such measures are not sufcient to eliminate the straits vulnerability to piracy,
terrorism, environmental spills, and accidents. Shippers are major benefciaries of littoral states
safety and security procedures. Commercial shippers, whether bulk cargo or energy carriers,
desire to reach their destinations as cheaply and expeditiously as possible. Article 26 of the UN
Law of the Sea provides that fees may be levied on a foreign ship passing through a territorial sea
for services rendered to the ship, but this provision cannot be made compulsory through unilateral
action by the littoral states. When shippers use port facilities, fees are standard, and some of these
fees have been used to help maintain the straits navigational aids. However, no mandatory charges
have yet been established for transit because that would violate freedom of passage.
4
The Littoral States
At a 2005 meeting in Batam, Indonesia, the three littoral states met to lay out their views of the
respective roles of littoral states, user states, and shippers in ensuring sea lane safety and security.
Te 2005 Batam Joint Statement reafrmed the sovereign rights of the littoral states and their
primary responsibility for ensuring safety and security in the straits. Te statement goes on to
acknowledge the interests of user states and notes that the littoral states welcome the assistance
of user states, international organizations, and the shipping community in the areas of capacity-
building, training, and technology transfer. A follow-up meeting of the International Maritime
Organization (IMO) in September in Jakarta authorized the Tripartite Technical Experts Group
(TTEG) to establish a mechanism for regular meetings between user states and the shipping
industry to facilitate cooperation in matters of safety and security in the strait. In efect, the TTEG
could become the venue to negotiate aid from user states and shippers.
5
Tere is, however, an underlying difculty among the littoral states. Teir views of best practices
for the strait do not always coincide but vary according to national threat perceptions, sovereignty
concerns, national capabilities, and nonaligned orientation. Singapore, with the smallest sea space
and busiest port, possesses a state-of-the-art ship tracking system that employs coastal radars to
track 70,000 vessels simultaneously. Malaysias Maritime Enforcement Agency, with 70 patrol craf
and 6 helicopters, maintains a considerable presence but is less concerned with piracy than with
illegal fshing and the development of tourism. Indonesias waterborne trade, on the other hand,
travels more through the Straits of Lombok and Makassar than through the Strait of Malacca.
Moreover, maritime border disputes with Malaysia, smuggling, illegal fshing, and environmental
4
Nihan Unlu, International Maritime Organisation: Protecting the Straits of Malacca and Singapore against Piracy and Terrorism,
International Journal of Marine and Coastal Law 21, no. 4 (2006): 543, 547.
5
Robert Beckman, Maritime Security and the Cooperative Mechanism for the Straits of Malacca and Singapore (paper presented to RSIS at
the National Maritime Foundation Conference, Singapore, November 1819, 2008), 23.
5
degradation are of greater concern to Indonesia than piracy and maritime crime. Jakartas anemic
maritime budget means that Indonesia lacks sufcient ships to patrol the waters around its
17,000 islands. Exacerbating these diferences is the wide range of maritime coastal organizations
among the littorals that interact only with difculty. Indonesia has a complicated maritime
command network encompassing nine agencies that share neither intelligence nor resources ofen.
Local jurisdictions in Indonesian provinces rather than the central government have primary
responsibility for coastal waters. Nevertheless, by 2008 Indonesia, with Japanese assistance, was
planning to create a separate coast guard. Finally, neither Malaysia nor Indonesia belongs to the
Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation,
which gives coastal states jurisdiction over the prosecution of crimes even if the perpetrators fee
to other countries. Tis convention is particularly germane to the Malacca Strait, where maritime
criminals can move rapidly among the littoral states waters.
6
Looking more closely at the capacities and policies of each littoral state helps in understanding
the obstacles to better collaboration. Singapore has the most integrated arrangement of the three
countries. Its interagency Maritime and Port Security Working Group brings together the navy,
coast guard, and port authority to control ship movements within the port. Employing electronic
navigation displays and synchronized voice, track, and data recording, the working group can
simultaneously monitor up to fve thousand ships. Given the complexity of these activities,
Singapore is a vocal advocate of international cooperation and has also provided armed sea
marshals who board and accompany high-value vessels that use its port.
7
Neither Malaysia nor Indonesia has anything comparable to these capabilities. Tough Kuala
Lumpur is acquiring new patrol vessels, they will be deployed in the South China Sea of the east
coast of the peninsula to patrol Malaysias EEZ and not in the Malacca Strait. Malaysia, however,
has built a string of radar tracking stations along the strait and has placed armed police ofcers
on some tugboats and barges in these waters. Afer 2005, Kuala Lumpur established a centralized
coast guard, the Malaysian Maritime Enforcement Agency. Te creation of this agency was in part
a reaction to the addition by Lloyds of London of the Malacca Strait to its war list for maritime
insurance.
8
Lloyds decision raised shippers insurance rates through the strait and motivated
Singapore, Indonesia, and Malaysia to create a joint patrol arrangement (discussed below), which
then prompted the British insurance company to remove Malacca from the war list a year later.
Of the littoral states, Indonesia gives the least attention to the Malacca Strait. With land-based
security concerns involving separatist movements and communal strife, piracy is low on its list
of priorities. Trough 2006, Indonesia was home to the most pirate-infested waters in the world.
Frequently, fshermen with bleak economic prospects due to overfshed waters and possessing
the boats and nautical skills to engage in sea robbery operated from small islets within the strait,
sometimes with the assistance of local police and port ofcials. However, Indonesias navy is
more concerned with illegal fshing on the eastern end of the archipelago than with piracy in
the Malacca Strait. Few ships moving through the strait call at Indonesian ports. In 2004 the
Indonesian Navy estimated it would need 302 warships and 170 aircraf to efectively monitor the
seas around the countrys 17,000 islands. Although the navy is acquiring new ships, their number
6
Te foregoing analysis is based on the authors interview with Lt. Colonel Joshua Ho of the Singapore Navy, who is also a senior fellow and
coordinator of the Maritime Security Program at RSIS, October 27, 2009.
7
Victor Huang, Building Maritime Security in Southeast Asia: Outsiders Not Welcome? Naval War College Review 61, no.1 (Winter 2008):
8990; and Jeremy Chow, Navy Revamps Coastal Command, Straits Times, February 13, 2009.
8
Yun Yun Teo, Target Malacca Straits: Maritime Terrorism in Southeast Asia, Studies in Confict and Terrorism 30 (2007): 54748.
6
remains well below that needed for efective surveillance. In 2008, Indonesian defense minister
Juwono Sudarsono estimated that only 60% of the feets 124 ships is operational. Additionally, as
a result of the global recession, Indonesias defense budget in 2009 was only $3.2 billion, far short
of the $10.5 billion requested, leaving the navy with insufcient fuel for Malacca Strait patrols. To
compensate, the authorities are asking local fshermen to report illegal fshing and other crimes.
9
The User States
Of the user states, the United States and Japan have been the primary contributors to the
promotion of safety and security in the strait, with South Korea, China, and India more recently
becoming involved. Extraregional countries assist in capacity-building, training, and technical
assistance on a bilateral basis. Te United States has provided surveillance radars along the coast
of Sumatra; Japan has contributed patrol craf and trained regional maritime police; China has
ofered capacity-building assistance to both Indonesia and Malaysia; and India has conducted
joint patrols with Indonesia along the Andaman Sea entrance to the strait.
10
Washington has emphasized that the United States has a major interest in safe and secure
passage through the strait. At the IMO meeting in Kuala Lumpur in 2006, the United States called
for enhanced cooperation between user and littoral states and urged the latter to increase their
operational presence to enhance deterrence against piracy and terrorism and to more efectively
share information. However, Washington also warned that any new security measures should not
impair the right of transit through the strait.
11
In 2006 the U.S. National Defense Authorization
Act provided assistance for the improvement of maritime security and counterterrorism under the
Global Train and Equip Program. Trough 2008, Washington dispersed $47.1 million to Indonesia
and $16.3 million to Malaysia. Indonesia received fve coastal radars along the Malacca Strait (and
an additional seven in the Makassar Strait and Celebes Sea, which now experiences more piracy
than the Malacca waterway). Sensitive to nationalist sentiments in Jakarta and Kuala Lumpur,
Washington has provided this aid in a low-key manner.
12
Te U.S. Pacifc Fleet also exercises
annually with the littoral states navies through the Cooperation Afoat and Readiness Training
(CARAT) and Southeast Asian Cooperation for Anti-Terrorism (SEACAT) activities. Finally,
in pursuit of its anti-terrorism goals, U.S. naval ofcials would like to equip ships electronically
in order to precisely track their positions, speed, registrations, destinations, and manifests,
comparable to the global air trafc control system.
13
Japan has been the most active user state in assisting littoral countries with safety, security, and
environmental protection measures in the strait. For many years it was the only user state to do so.
As early as 1997, the Japan Coast Guard (JCG) participated in creating a trafc separation scheme for
the Malacca Strait. In the 1990s the JCG also began inviting Southeast Asian maritime police to train
9
Ian Storey, Securing Southeast Asias Sea Lanes: A Work in Progress, Asia Policy, no. 6 (July 2008): 11011; Yun Yun Teo, Target Malacca
Straits, 55051; Huang, Building Maritime Security in Southeast Asia, 91; and Naval Base Lacks Fuel, Uses New Strategies to Guard
Waters, Jakarta Post, November 7, 2009.
10
Joshua Ho, Cooperative Mechanisms in the Malacca Straits, in Realising Safe and Secure Seas for All: International Maritime Security
Conference 2009, ed. Joshua Ho (Singapore: Select Publishing, 2009), 174.
11
Beckman, Maritime Security and the Cooperative Mechanism, 9.
12
Ian Storey, Calming the Waters in Maritime Southeast Asia, East-West Center, Asia-Pacifc Bulletin, no. 29, February 18, 2009, 2.
13
David Rosenberg, Te Political Economy of Piracy in the South China Sea, Naval War College Review 62, no. 3 (Summer 2009): 54; and
John B. Haseman and Eduardo Lachica, Getting Indonesia Right: Managing a Security Partnership in a Nonaligned Country, Joint Forces
Quarterly 54 (2009): 89.
7
in Japan, and in 2005 the new Malaysian Maritime Enforcement Agency (MMEA) asked the JCG to
help train its personnel. Likewise, the JCG is also helping Indonesia create a coast guard.
14
Tokyos concerns about the Malacca Strait signifcantly increased in 2005 afer a Japanese
tugboat crew was abducted in the strait. In addition to ofering Indonesia high speed patrol boats
for anti-piracy missions, Japan proposed multinational patrols for the waterway, an idea rejected
by Indonesia and Malaysia as violating their sovereignty, though Singapore was receptive.
15
Commercial Shippers
Tough commercial shippers, being the main benefciaries of a smooth voyage through the
waterway, are clearly concerned about safety in the Malacca Strait, they oppose any mandatory fee
that would contribute to its safety as contrary to the transit passage provision in the 1982 UN Law
of the Sea. Teir objection would be supported by the United States, Singapore, and other states
that rely heavily on ocean commerce.
16
Article 26 of the UN Law of the Sea Treaty stipulates that
coastal states can only charge for services rendered in territorial waters (for example, pilotage).
Malaysia has pointed out, however, that Article 43 of the treaty calls for user and littoral states to
cooperate to enhance safety; this article could provide a basis for imposing fees that are designated
for improving the security of the strait.
17
Because more than half the commercial ships transiting
the strait do not make port calls, they are in efect free riders on fee-based improvements made by
the littoral states with funds from the ships that use services in the strait.
In some cases, international maritime law has required shippers to improve safety practices.
Te IMO, through the ISPS Code of 2004, requires all commercial vessels over 300 gross tons to be
equipped with Automatic Identifcation System (AIS) transponders. Singapore goes even further
by insisting that all ships within its port limits carry low-cost transponders. Tese devices permit
real-time tracking but have only a limited range, though one sufcient for ships to be followed in
the Malacca Strait.
18
Challenges in the Malacca Strait
Piracy and Maritime Crime
Although piracy and maritime crime in the Malacca Strait signifcantly declined afer 2005,
there has been an uptick in two areas since 2008, attributed in part to problematic maritime
enforcement due to disputed maritime boundaries. One area is the Riau Archipelago south of
Singapore along the eastbound lane of the trafc separation scheme. Te other is in the northern
Malacca Strait between Sumatra and the west coast of Malaysia, where there is no agreed on EEZ
boundary between Indonesia and Malaysia. Most maritime crime is small-scale robbery, involving
14
Masahiro Akiyama, Regional Maritime Security Engagements: A Japanese Perspective, in Ho, Realising Safe and Secure Seas for All,
9093; and authors interview with Colonel Jackson Chia, commander of the Maritime Security Task Force, Singapore Armed Forces,
October 26, 2009.
15
Andrew T.H. Tan, Singapores Cooperation with the Trilateral Security Dialogue Partners in the War Against Global Terrorism, Defense
Studies 7, no. 2 (June 2007): 200.
16
Authors communication with Australian maritime expert Sam Bateman, September 2009.
17
Mohammad Nizam Basiron, Between Rising Naval Powers: Implications for Southeast Asia of the Rise of Chinese and Indian Naval Power
(statement at the Maritime Institute of Malaysia Conference, Singapore, November 1819, 2008), 14. See also Sam Bateman, UNCLOS and
Its Limitations as the Foundation for a Regional Maritime Security Regime, Institute of Defense and Strategic Studies, Working Paper, no.
111, April 2006, 1314.
18
Chew Men Leong, Realising Safe and Secure Seas for All, in Ho, Realising Safe and Secure Seas for All, 1415.
8
ships at anchor and entering or leaving a harbor, and could be countered by more efective policing
by port authorities.
19
Analysts note that there are economic factors in regional piracy, particularly on the Indonesian
side, where overpopulation, unemployment, and the absence of infrastructure to encourage
investment all contribute to piracys appeal. Field research in Batam among former pirates, who in
2009 had legal, land-based jobs paying about 6 Singapore dollars per day said that as pirates, they
could make between 13,000 and 20,000 Singapore dollars for a successful strike.
20
It is also important to note the distinction between piracy and sea robbery. Te latter occurs in
national waters and is a domestic issue; the former takes place in international waters and requires
international cooperation to address. Where sea robbery within national waters tends to be petty
thef at ports and anchorages, piracy tends to be carried out by organized groups who are well-
equipped with weapons and fast craf. Pirates may take bulk cargo to sell on the black market and
kidnap crew members for ransom. In rare cases, ships may be hijacked. Corrupt local ofcials may
be directly involved in piracy by issuing false papers and identity cards to perpetrators and by
looking the other way when contraband is transferred.
Indonesia and Malaysia have frequently asked shipping companies to share the costs of policing
the Malacca Strait against pirates. For the most part, the shippers have demurred. Moreover,
the littoral states also want shippers as well as user states to share the burden of policing the
strait, including safety and environmental measures. Only Japan has regularly contributed. Te
reluctance of shippers to commit to expensive anti-piracy measures may be based on economic
analysis of piracy costs. Te Organisation for Economic Co-operation and Development (OECD)
has estimated that new security measures to counter the threat of piracy or terrorism at sea would
cost ship operators at least $1.3 billion and would increase annual operating costs by $730 million.
However, the relatively low cost of actual piracy may not warrant such expensive outlays. In 2005
a year of relatively high levels of piracy in Southeast Asiaover 63,000 ships passed through
the Malacca Strait, and the IMB reported only 12 cases of piracy, or a probability level of .019%.
Moreover, many of the reported attacks involved petty thef against ships at anchor. Shippers, on
the other hand, probably underreport pirate attacks because they may cause vessels to be detained
in ports for investigations, with the costs of such delays frequently exceeding the losses incurred
by piracy. Arming merchant ships is discouraged by both owners and trade unions in the belief
that frearms will further endanger crews. Moreover, both Indonesia and Malaysia prohibit armed
guards on merchant vessels passing through territorial waters, though Kuala Lumpur has relented
to the extent that such ships may pass through its section of the strait as long as the passage is
continuous. Singapore requires any armed guards on merchant ships in its territorial waters to
disassemble their weapons and lock them away.
21
Further complicating piracy suppression in the strait is the proximity of the littoral states
territorial waters. Pirates can attack a ship in Singapore waters and then fee to Malaysian or
Indonesian jurisdictions. An answer to this problem may be found in the 1988 Rome Convention on
the Suppression of Unlawful Acts Against the Safety of Marine Navigation (SUA). Te convention
extends coastal state jurisdiction where a crime has been committed to foreign territorial waters
19
Bateman, Ho, and Chan, Good Order at Sea in Southeast Asia, 17, 27.
20
Eric Freon, Beyond the Sea: Fighting Piracy in Southeast Asia, RSIS Commentaries, December 21, 2009, 2.
21
Rosenberg, Te Political Economy of Piracy, 47; Charles Glass, Te New Piracy: Terror on the High Seas, London Review of Books,
December 18, 2008; and Lok Vi Ming and Laura Chang, Maritime Insurance Against Piracy: A Shield or a Sword, in Ho, Realising Safe and
Secure Seas for All, 160.
9
and provides guidelines for the extradition of suspects to the coastal state where the crime was
committed. Of the Malacca littoral states, however, only Singapore is a signatory; the same
jurisdiction does not yet extend to either Malaysia or Indonesia.
22
Because of a number of changes designed to deter maritime crime in the Malacca Strait over
the past decade, incidents of piracy have moved into the adjacent South China Sea. Unlike in the
1990s, however, when gangs operating from China and Tailand hijacked ships, forced crews
to leave, and took the vessels to complicit local ports where they were repainted, provided with
counterfeit documents, and sold to buyers who were unaware of the ships provenance, now sea
robbers tend to be former fshermen from Indonesian villages who use small vessels with limited
fuel capacity, allowing them to rob ships and return to shore quickly.
23
Maintaining Navigation and Environmental Safety
In addition to piracy and related to it are navigation safety and environmental protection
problems in the strait concerning the maintenance and replacement of aids to navigation such as
lighthouses, buoys, and radar installations. Trough the TTEG the littoral states have agreed on
six specifc projects to enhance safety and environmental protection and have requested that user
states support these projects:
1. Removal of six shipwrecks in the trafc separation scheme at a cost of $5 million per wreck
2. Cooperation and capacity-building with respect to the protocol on the response to hazardous
and noxious substances at a projected cost over two years of $3.5 million (which by 2008 had
21 signatories, including Japan and Singapore)
3. Provision of a demonstration project of Class B AIS transponders on small ships
4. Setting up tide, current, and wind measurement systems over a period of six years at a cost of
$774,000 in addition to an annual maintenance cost of $833,000
5. Replacement and maintenance of navigational aids at $28.2 million for ten years
6. Replacement of aids to navigation damaged in the December 2004 tsunami at a cost of
$2.6 million
24
Te foregoing projects constitute an ambitious agenda that, if fulflled, would insure the
Malacca Straits future. To provide just a single example of their potential efcacy, in recent years,
tugs have been favorite targets of pirates because most do not have AIS transponders. Such vessels
can be seized at sea, without maritime law enforcement discovering their subsequent locations.
Once taken, these boats can be used in a variety of criminal activities, particularly those favoring
small vessels in port. Tugs with transponders can be tracked and recovered by maritime law
enforcement if they are seized by pirates. Yet, as Catherine Raymond points out, though user
states and shippers have been willing to support some projects on a bilateral basis, there is little
interest in any long-term institutionalization of the process. Moreover, while Singapore favors a
multilateral enterprise for managing the strait, neither Malaysia nor Indonesia concur; and for
political reasons, Singapore does not want to press the others.
25
22
Teo, Target Malacca Straits, 544.
23
Mavis Toh, Your Money, Not Your Life, Straits Times, September 27, 2009.
24
Ho, Enhancing Safe, Security, and Environmental Protection, 23738.
25
Catherine Zara Raymond, Piracy and Armed Robbery in the Malacca Strait, Naval War College Review 62, no. 3 (Summer 2009): 40; and
authors interview with Chia.
10
In a November 2009 report, the Maritime and Port Authority of Singapore released a
preliminary assessment of trafc through the Malacca Strait, noting that the number of collisions
in the adjoining Singapore Straitthe narrowest point in the waterway, which is just 1.2 miles
widehas remained the same over the past three years even as trafc volume has increased. Tus,
the Strait of Malacca could well bear more trafc without signifcantly endangering ships if safety
and security measures are taken.
26
Current Measures for Improving Safety and Security in the Strait
The Malacca Strait Patrols (MSP)
Arguably the most efective cooperative security mechanism to suppress piracy in the
Malacca Strait, the MSP (formerly known as Malaysia-Singapore-Indonesia, or MALSINDO) is
Southeast Asias only indigenous multilateral military arrangement that is ongoing, involving the
coast guards, navies, and air forces of the littoral states as well as Tailand (since 2008). A joint
coordinating committee of the MSP meets twice a year, and intelligence is also shared among the
participants. However, the MSP is more coordinated than joint, with each country responsible
for patrolling its own sector and each ship under national command. Afer a 2006 agreement was
reached, ships in the MSP have the right of hot pursuit up to fve nautical miles (nm) into the
sovereign waters of a neighbor, though there are no plans yet for joint patrols.
Te Eyes in the Sky (EiS) component of the MSP, of which Tailand is a member, involves
aircraf patrols from the four states, though only six sorties per week. Each fight carries personnel
from each of the participating armed forces, who report suspicious activities to monitoring and
action agencies (MAA) in each of the countries. Te EiS patrols are conducted only in daylight
hours, however, whereas most piracy and sea robbery occur at night. Experts estimate that at least
70 sorties per week are necessary to provide 24-hour coverage; EiS provides only a small fraction
of that number. Nevertheless, with MSPs inauguration in 2005, the number of reported piracy
incidents declined from a high of 38 in 2004 to just 4 in 2008. Interestingly, the EiS agreement
contains a provision that could permit extraregional countries to participate in the air patrols,
though this has not been activated, probably because of the low level of piracy currently experienced
in the strait.
27
Yet, in a May 7, 2008, briefng to the Japan Society in New York, then U.S. Pacifc
commander Admiral Timothy Keating stated that the United States has one plane on patrol in
the strait. If true, little has been publicized about this deployment.
External Aid to the Strait States
Although external states are not generally involved in patrolling the Malacca Strait, they do
play an important role in helping the littorals build capacity. Te United States, Japan, Australia,
South Korea, India, and most recently China are assistingor in Chinas case have ofered to
assistthe littoral states in improving safety and security practices. As mentioned above, the
United States has supplied fve coastal radars on the Indonesian side of the strait and is donating
30 patrol boats to the Indonesian marine police. Trough CARAT and SEACAT exercises, the
26
Working Paper for Carriage Capacity of the Straits of Malacca and Singapore, Government of Singapore Press Centre, Press Release,
October 28, 2009.
27
Storey, Securing Southeast Asias Sea Lanes, 11417, 119; Leong, Realising Safe and Secure Seas for All, 1213; and Ho, Cooperative
Mechanisms in the Malacca Straits, 17073.
11
U.S. Navy provides training opportunities for all three littorals. Likewise, the U.S. Coast Guard
conducts training with regional maritime law enforcement agencies. Washington is also funding
a tactical communications center in Jakarta. Te legislative basis for U.S. capacity-building is the
2006 Global Train and Equip Program through which Washington has provided $47.1 million
worth of equipment for Indonesia and $16.3 million for Malaysia.
28
Japan has the longest involvement in supporting Malacca Strait safety, with projects going
back to 1969. Tokyos private Malacca Strait Council, backed by the Nippon Foundation, has
donated $130 million over 40 years for such projects as wreck removal, dredging, upkeep of
navigational aids, and the compiling of channel charts. In the late 1990s the JCG helped create
the trafc separation scheme for the strait; and the JCG has trained the maritime police littoral
states in both Southeast Asia and Japan for decades. In addition to providing three patrol vessels
in 2007 to the Indonesian Sea Police, the Nippon Foundation has funded maintenance vessels
for Indonesia and Malaysia and a training ship to Malaysia in 2006. More recently, in February
2009 a grant from Tokyo to Malaysias Maritime Enforcement Agency led to the installation
of laser cameras and laser direction fnders that both enhance trafc safety and help to detect
illegal activities in the strait.
29
Over the past decade, the JCG set up a network of fourteen Asian coast guards to exchange
information on piracy on a daily basis. Te JCG also conducts more joint exercises with its
Southeast Asian counterparts than any other coast guard, including that of the United States.
Despite Japans Peace Constitution that constrains the kind of military actions its regular armed
forces can undertake, because the JCG is a police agency, its training activities and equipment
transfers are not considered military actions.
30
Japan has also pressed shipowners to contribute to a fund for ensuring safety in the Malacca
Strait. Te Nippon Foundation, which has borne one-third of the cost of maintaining the straits
navigational aids, has asked shipowners to ease the fnancial burden of the littoral states. While
Japanese shipowners have contributed, most shippers from other countries have refrained, arguing
once again that international waterways should be free and that they would have to increase freight
charges were they to contribute. Nevertheless, in November 2008, shipping industry members and
user states agreed to contribute $5.4 million for safety in the strait via a fund for navigational aids.
31
Finally, China has joined the roster of countries ofering to improve navigation in the strait.
Under the auspices of the IMO, Beijing ofered to help fnance the replacement of navigational
aids damaged by the 2004 tsunami and to help the littoral states build capacity in general; India
has also tendered similar ofers.
32
Tough most of these recent donations by user states and
shippers are modest fnancially, they establish precedents and a base for future eforts as well as
an understanding that the littoral states will continue to present a list of projects they would like
to see funded.
33
28
Southeast Asia Winning Malacca Straits Battle for Now, Agence France Presse, November 20, 2008; and Ian Storey, Whats Behind
Dramatic Drop in Southeast Asian Piracy? Straits Times, January 19, 2009.
29
Masahiro Akiyama, Regional Maritime Security Engagements: A Japanese Perspective, 9094; and Maritime Agency to Improve
Surveillance, Bernama, March 20, 2009.
30
Rujie He, Coast Guards and Maritime Piracy: Sailing Past the Impediments to Cooperation in Asia, Pacifc Review 22, no. 4 (December 2009):
68086.
31
Ship Owners Urged to Help Keep the Malacca Straits Safe, Agence France Presse, November 24, 2008; and Vivian Ho, Agreement Reached
on Payment for Safety Upkeep of Malacca Strait, Kyodo, November 24, 2008.
32
Storey, Securing Southeast Asian Sea Lanes, 124.
33
Ibid.
12
ReCAAP: A Successful Multilateral Institution
Seen as the most successful example of multilateral maritime security in Southeast Asia,
the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships
in Asia (ReCAAP) was launched in Singapore in 2006 to provide more timely and accurate
reports of maritime crime against ships in the region while facilitating best practices among the
states concerned. Sixteen Asian states covering South, Southeast, and Northeast Asia belong to
ReCAAP, though neither Indonesia nor Malaysia is a member. ReCAAPs Information Sharing
Center (ISC), in addition to distributing data on illegal activities against shipping, also assists in
capacity-building and cooperative arrangements. Te ISC comprises four departments: operations,
research, programs, and administration. Each member state has designated an internal agency as a
focal point that manages and coordinates all actions dealing with maritime crime against ships
in its jurisdiction as well as coordinates with neighboring focal points when necessary. Japan was
the original architect of ReCAAP through its coast guard, and ReCAAPs focal points include
coast guards, marine police, navies, and port authorities. One of ReCAAPs achievements has
been to break down the jurisdictional silos within each country with respect to maritime afairs,
largely through capacity-building initiatives such as exercises and training workshops. Partner
organizations also include shippers associations such as the Asian Shipowners Forum, the Baltic
and International Maritime Council (BIMCO), the IMO, and the International Independent Tank
Owners Association (INTERTANKO).
34
Despite such collaborative achievements, ReCAAP has its limitations, the most signifcant
being that neither Malaysia nor Indonesia has ratifed the agreement. Although both countries
have expressed support for ReCAAP, they have refrained from formally participating because
of the belief that to do so would undermine their claims of sovereignty in archipelagic waters
and territorial seas. Moreover, Malaysia further objects that ReCAAPs Singapore venue creates
an unnecessary competitor to Kuala Lumpurs IMB Piracy Reporting Center.
35
Te IMB center,
however, has generated its share of complaints from Indonesia. Jakarta claims that the IMB
locates piracy incidents in Indonesian waters when in fact they occurred on the Malaysian side
of the Malacca Strait.
36
ReCAAP incident response could also be improved by urging the shipping industry to
encourage ships to report to the ISC frst rather than to their fag states and focal points. ReCAAP
could then alert the respective operations centers that have the responsibility to deploy patrol ships.
Currently, the ISC has no authority to render assistance to a victim ship, given that it is exclusively
an information sharing center.
37

ReCAAPs primary strength is as a reporting and analytical center. Te centers assessments of
piracy and maritime crime identify patterns and locations of attacks, thus helping states allocate
patrol resources. For example, ReCAAP reports have revealed that most Southeast Asian piracy
either occurs in Indonesian waters or is conducted by pirates from Indonesian villages. ReCAAP
34
Joshua Ho, Combating Piracy and Armed Robbery in Asia: Te ReCAAP Information Sharing Center, Marine Policy 33 (2009): 43234.
35
Sam Bateman, Regime Building in the Malacca and Singapore Straits: Two Steps Forward, One Step Back, Economics of Peace and Security
Journal 4, no. 2 (2009): 40.
36
John F. Bradford, Te Growing Prospects for Maritime Security Cooperation in Southeast Asia, Naval War College Review 58, no. 3
(Summer 2005): 69.
37
Joshua Ho, Combating Piracy and Armed Robbery in Asia, 433; authors discussion with ReCAAP ofcials, Singapore, October 28, 2009;
and Tomas Timlen, Te Use of SOLAS Ship Security Alert Systems, RSIS, Working Paper, no. 154, March 5, 2008, 16.
13
workshops have been an impetus for states focal points to share information and contact each
other on their own initiatives without necessarily having to frst go through the ISC.
38
Finally, it is worth noting that in one case ReCAAP analysts assessed the September 2008
hijacking of a Singapore-registered tugboat using information from the boats crew that was
originally provided in a police report and sent the assessment to focal points in Cambodia,
Tailand, and Vietnam. Within two weeks, the Tai Marine Police apprehended the hijackers,
who had renamed and repainted the boat in a Tai port.
39
Other Forms of Cooperation in the Malacca Strait
Other forms of international cooperation in the strait existthe most notable being the
Cooperative Mechanism. A 2007 agreement engendered by the IMO, the Cooperative Mechanism
is supposed to enhance navigation safety, security, and environmental protection in the strait.
Particularly notable is a dialogue forum among littoral states, user states, and shippersa frst
for Malacca Strait policymaking. Te Cooperative Mechanism has also created a committee to
coordinate and manage six designated joint projects on navigation security as well as the Aids
to Navigation Fund that accepts voluntary contributions. Te Cooperative Mechanism is
currently the only venue in which all three principal actors in the Malacca Strait meet regularly to
determine joint projects for safety and security and establish the means to fund them. As of 2009,
Australia, the United States, Germany, Japan, India, South Korea, the United Kingdom, Greece,
the United Arab Emirates (UAE), and INTERTANKO have all committed either fnancing or
expertise.
40
However, at the October 2009 Cooperative Mechanism meeting in Singapore, the
BIMCO representative reminded those attending that any measures relating to shipping in the
strait should have the approval of the shipping industry as well as of states. Indeed, as of 2009,
contributions to the Aids to Navigation Fund had been made by states and foundations but not by
private companies. Te latter may fear that voluntary contributions could create a precedent for
setting up similar schemes for other straits.
41
Te Information Fusion Center (IFC), inaugurated by the Singapore Navy in 2009, exhibits the
kind of multilateral cooperation that Singapore prizes. Located at the Changi C2 Center, IFC houses
a number of information-sharing arrangements, including the Western Pacifc Naval Symposium
(WPNS) and MSP Information System. IFC also works closely with ReCAAP. IFCs purpose is to
provide participating navies and maritime agencies with a complete regional maritime picture,
thus enabling the identifcation of potential threats. Te regional groups that are located in the IFC
are invited by the Singapore Navy to attach international liaison ofcers to the center. Te IFC also
has an anti-terrorism brief based on the belief that the sharing of a variety of nations maritime
experiences can contribute to a better understanding of this data than can individual countries
alone. Te goal of the IFC is delivering actionable information to our partners to cue operational
responses.
42
To realize this outcome, the IFC has set up a 24-7 operation run by an integrated team
of international liaison ofcers and Singapore Navy personnel. Although Indonesia and Malaysia
38
Authors discussion with ReCAAP ofcials, Singapore, October 28, 2009.
39
Jermyn Chow and Carolyn Quek, Close Asian Cooperation Keeps Attacks Down, Straits Times, February 16, 2009.
40
Heather Gilmartin, EU-US-China: Cooperation in the Malacca Strait (paper prepared for the Institute fur Friedensforschung und
Sicherheitspolitik, Hamburg, November 2008), 2526; and Ho, Enhancing Safety, Security, and Environmental Protection, 242.
41
Authors interview with Tomas Timlen, Asia liaison for BIMCO, Singapore, October 27, 2009; also see Beckman, Maritime Security and
the Cooperative Mechanism, 8.
42
Singapore Ministry of Defence, Press Release on the Inauguration of the Information Fusing Center, April 27, 2009.
14
are not represented at the IFC, they coordinate with the center informally. IFC reports also are
delivered to regional shipping companies. At the IFCs heart is a database on more than 150,000
vessels and a sofware tool designed to fag suspicious ships. Te MSP Information System is
linked to this database. Finally, the IFC coordinates Proliferation Security Initiative (PSI) exercises
designed to interdict ships and aircraf transporting WMD material.
43
Conclusion
Tis study has addressed prospects for enhanced multilateral cooperation (cooperative security)
among large states, small states, and the private-sector shipping industry for improving safety and
security in the Strait of Malacca. Te underlying premises of the research are that more safety and
security in one of the worlds busiest waterways constitutes a positive-sum outcome for all the
actors; a cooperative division of responsibilities among the littoral states, user states, and shippers
would be an efcient process for maintaining the strait; and political and commercial obstacles to
sharing the costs and responsibilities for enhanced navigation could be transcended because the
payof for all involved is so important. Tis review has demonstrated that there already is signifcant
collaboration along several dimensions by the littoral states (for example, through the MSP), from
user states to littoral states through a variety of assistance arrangements, from littoral states to
shippers via safe navigation arrangements in the strait, and most recently by all actors through
the 2007 Cooperative Mechanism. Te Cooperative Mechanism constitutes the most signifcant
step toward regime-building for the Malacca Strait because it acknowledges joint responsibility for
safety and security.
Nevertheless, for the most part the foregoing arrangements are ad hoc and incomplete. Tere
is no single international council that brings the stakeholders together, determines priorities
for safety and security, raises funds to meet the identifed needs, and allocates tasks among
members. Nor does such a council seem likely in the future. One reason is that littoral and user
states have divergent priorities: Malaysia and Indonesia are more concerned about smuggling,
illegal fshing, and human trafcking than is Singapore, which focuses on navigation through
the strait. Te littoral states insist that maritime security be locally initiated and led, yet their
maritime organizations do not easily mesh. While Singapore and Malaysia have coast guards (or
the equivalent), Indonesia possesses no central maritime police. Tat function is divided among
bureaucracies and provinces rather than central government ofces. User states, too, have diferent
priorities: during the Bush years, the United States was primarily concerned with maritime
terrorism, Japan with piracy, and Australia with general capacity-building for the littoral states.
In the southern one-third of the Malacca Strait, where the strait narrows, sovereignty has yet to
be determined because the territorial seas of Malaysia and Indonesia overlap. Likewise, in the
northern part of the strait, Malaysian and Indonesian EEZs overlap, complicating enforcement
of illegal fshing. Indonesia claims that the boundary is the median line, whereas Malaysia insists
that the boundary is coincident with the continental shelf.
44
If a Malacca Strait regime is to be
formed in the future, the Cooperative Mechanism will be its progenitor. While the mechanisms
43
Tan Wee Bang, Enhancing Maritime Security Trough Singapores Maritime Security Task Force (MSTF), in Ho, Realising Safe and Secure
Seas for All, 19192; Bateman, Ho, and Chan, Good Order at Sea in Southeast Asia, 34; and authors interview with Chia.
44
Rosenberg and Chung, Maritime Security in the South China Sea, 6165; and Bateman, Regime Building, 41.
15
2009 budget is small at $8 million, the mere fact of its existence shows that the principle of shared
responsibilities among littorals and users has taken hold.
45
By the end of 2009, work was underway on several projects in the strait: the Marine Electronic
Highway was proceeding, with Indonesia installing navigation equipment purchased with World
Bank funds; Malaysia had identifed eleven critical wrecked ships that required removal for
navigation safety; Singapores demonstration project on the utility of AIS transponders for small
ships successfully identifed the locations of vessels in the crowded Singapore Strait; the U.S.
Coast Guard conducted a program on dealing with hazardous and noxious substances to enhance
preparedness and response capacities of the littoral states against ship-sourced incidents; and
China had agreed to fund the replacement of navigational aids destroyed in the 2004 tsunami.
Nevertheless, while the Cooperative Mechanism improves safety and environmental projection,
it does not include measures to enhance maritime security in the Malacca Strait. Users have tacitly
agreed that the littoral states defense forces are responsible for maritime security through the
MSP. Moreover, there are other venues for maritime security discussion, including the meeting
of the chiefs of defense forces of the three littoral states, meetings of the ASEAN Regional Forum,
and ReCAAP activities that bring representatives of several states together. ReCAAP may be
the most promising mechanism for enhancing multilateral security cooperation. Te agreement
could expand its purview to include arms and human smuggling and should increase its eforts to
convince Malaysia and Indonesia to go beyond informal cooperation, which delays information-
sharing with the other members.
On balance, then, safety and security in the Malacca Strait will continue to involve a potpourri
of arrangements, ranging from the capacities of the individual littoral states, bilateral aid
arrangements between users and littoral states, limited multilateral protection arrangements
among the littoral states (such as MSP), and multilateral maritime information collection and
difusion (such as ReCAAP, the Cooperative Mechanism, and Singapores IFC). Together, these
arrangements have created a reasonably efective, decentralized way of keeping the Malacca
Strait open to international trafc. Absent a major catastrophe in the strait, these uncoordinated
arrangements are unlikely to change.
Postscript: Are There Lessons from the Malacca Strait for Piracy Of the Gulf of Aden?
While maritime crime seems under control and a number of safe transit procedures are in place
in the Malacca Strait, the worlds attention has turned to the Gulf of Aden (GOA) and the western
Indian Ocean, where piracy is ubiquitous. In 2008, pirates attacked 111 vessels in and around the
GOA; increased insurance premiums added $20,000 per trip in the region.
46
Te question then
arises as to whether any arrangements developed over the past twenty years to improve safety and
security in the Malacca Strait are applicable in the GOA? Unfortunately, any isomorphism seems
remote. First, the geography of the two regions is quite diferent. Te GOA opens into the vast
western Indian Ocean, whereas the Malacca Strait is much narrower and connects small bodies of
waterthe Andaman and South China seas. Sociological conditions also difer. For the GOA and
its environs, pirates originate from Somalia, a failed state, where they have created safe havens.
In the Malacca Strait, the littoral states collaborate to suppress piracy and maritime crime that
come primarily from small fshing villages in Indonesia, where local economies have been bleak.
45
Bateman, Regime Building, 39.
46
Mark Valencia and Nazery Khalid, Te Somalia Multilateral Anti-Piracy Approach: Some Caveats, Nautilus Institute, February 12, 2009.
16
Whereas the Malacca Strait countries have largely successfully suppressed maritime crime on their
own, the East African states are unable to do so, leading to the creation of an anti-piracy force of
navy contingents from some twenty countries coordinated by the United States.
Te UN Security Council passed four resolutions authorizing foreign intervention to suppress
piracy of Somalia and the GOAwith one passed in December 2008 even authorizing hot pursuit
onshore of pirates operating from Somalia. However, Indonesiaa Security Council member at
the timeboth objected to authorization for entering Somali airspace and insisted that any foreign
navies operating in Somalias territorial waters abide by the 1982 Law of the Sea and not create a
precedent for intervention in other waters where piracy is common.
47
Cooperation in the Malacca Strait also includes arrangements to promote collaboration among
users and the littoralsReCAAP for combating piracy and the Cooperative Mechanism whereby
users aid the littorals to improve safety. Te achievements of such arrangements can be attributed
to the fact that the littoral states are politically, economically, and militarily energetic. Somalia
meets none of these criteria. In other words, in the African case, there is no base from which to
create an indigenous safety and security regime.
47
Valencia and Khalid, Te Somalia Multilateral Anti-Piracy Approach.
17
JOHN BRADFORD is a U.S. Navy Officer who has been assigned to several
ships forward-deployed to the Western Pacific and ashore to a number of
defense staff positions dealing with Asia-Pacific strategic affairs. In a private
capacity, he facilitates the Indo-Pacific Maritime Security Network, a group
of maritime-oriented professionals who seek to promote safety and security at
sea through exchange research and informed opinion. He can be reached at
<johnfbradford@gmail.com>.
NOTE Te views expressed in this paper are those of the author and do not
represent ofcial policy of the U.S. Navy, the Department of Defense, or the U.S.
government.
U.S. Strategic Interests
and Cooperative Activities in
Maritime Southeast Asia
John Bradford
EXECUTIVE SUMMARY
U.S. maritime strategys focus on building partnerships to execute both high-end hard
power security missions and operations such as humanitarian assistance/disaster relief
(HA/DR) and maritime security is well-suited for addressing important strategic issues in
Southeast Asia.
MAIN ARGUMENT
Te U.S. maritime strategy emphasizes the importance of building partnerships with
a wide range of actors and specifcally names the Western Pacifc as a region where U.S.
maritime forces will concentrate their attention. Te strategic importance of Southeast
Asian waterways dictates that these partnership eforts address security threats such as
those posed by transnational criminals, terrorists, and natural disasters. Lessons learned
from international cooperation in the Strait of Malacca demonstrate that such partnerships
can be efective and inform current U.S. operations in maritime Southeast Asia. Given the
shared priorities in U.S. and Japanese maritime strategies, a U.S.-Japan partnership afords
opportunities to enhance cooperation on safety and security in Southeast Asian waterways.
POLICY IMPLICATIONS
Southeast Asia is a critical maritime region for commerce, communication, and
resources.
Te U.S. maritime strategy is appropriate for addressing safety and security challenges in
Southeast Asia.
Lessons from the international humanitarian response following the 2004 Indian Ocean
tsunami and Strait of Malacca counter-piracy cooperation demonstrate the efectiveness
of maritime partnerships.
Shared strategic priorities provide opportunities for the U.S. and Japan to cooperatively
contribute to enhance maritime safety and security in Southeast Asia.
Cooperation on HA/DR is an area where the U.S. and Japan should focus eforts.
19
U.S. STRATEGIC INTERESTS AND COOPERATIVE ACTIVITIES IN MARITIME SOUTHEAST ASIA u BRADFORD
I
n 2007 the United States published a new maritime strategy directing the U.S. Navy, Marine
Corps, and Coast Guard to prioritize both sustaining the capacity to win wars and building
partnerships that strengthen security in peacetime. Te critical strategic importance of maritime
Southeast Asia and the nature of the security threats in that region demonstrate that this new
strategy is exceptionally appropriate to Southeast Asia. Te Strait of Malacca provides specifc case
studies that aptly illustrate this point. Given these strategic realities, it is not surprising that the
United States is aggressively engaged in a variety of partnership activities in maritime Southeast
Asia. However, much work remains to be done, and the confux of U.S. and Japanese strategic
priorities provides opportunities for those two nations to strengthen their cooperation in order to
further enhance maritime safety and security in the region.
A Cooperative Strategy for 21st Century Sea Power
In October 2007 the chiefs of the U.S. Navy, Marine Corps, and Coast Guard issued a new
maritime strategy, A Cooperative Strategy for 21st Century Seapower. Tis document, now
referred to in short-hand as CS21, articulates the frst comprehensive U.S. maritime strategy
published since 1986. Given the degree to which the world has changed in the more than two
decades that passed between the development of these two strategies, it is not surprising that
they incorporate marked diferences. Perhaps most immediately noticeable, the 1986 maritime
strategy pertained to the navy only while CS21 provides a common strategy for all three
maritime services.
A classifed Cold War product, the 1986 maritime strategy was focused on defeating the
Soviet blue-water threat. In the introduction to the 1986 book that was published by the U.S.
Naval Institute to provide the most defnitive and authoritative statements of the Maritime
Strategy that are available in unclassifed form,
1
Admiral James Watkins explains that the goal
of the overall Maritime Strategy is to use maritime power, in combination with eforts of our
sister services and forces of our allies, to bring about war termination on favorable terms.
2
In
contrast, CS21 prioritizes the prevention of war as equal to prevailing in war. CS21 also directs
that maritime forces be employed in times of peace to build confdence and trust among nations
through collective maritime eforts that focus on common threats and mutual interests. In doing
so, CS21 stresses the need for U.S. maritime forces to work with a wide range of partners in order
to successfully meet these challenges.
CS21 also contrasts with the previous maritime strategy by specifcally afrming the value of
U.S. maritime forces constabulary and civil assistance missions. In fact, CS21 elevates maritime
security and humanitarian assistance and disaster response (HA/DR) to core capabilities,
placing them together with four hard-power capabilities: deterrence, power projection, forward
presence, and sea control. HA/DR represents a mission set that U.S. maritime forces have always
performed, but for the frst time, the maritime strategy dictates that these capabilities will be
central to planning.
3
Far from signaling a shif away from Mahanian concepts of sea power
toward the notions of law enforcement and humanitarianism, CS21s new emphasis is a logical
1
James A. Barber, ed., Te Maritime Strategy (Annapolis: U.S. Naval Institute, January 1986), 2.
2
James D. Watkins, Te Maritime Strategy, in Barber, Te Maritime Strategy, 24. Emphasis added.
3
Maritime Strategy Fact Sheet, U.S. Navy, February 2008, http://www.navy.mil/maritime.
20
extension of the navys need to address the diversity of the challenges of todays operating
environment most efectively.
4
CS21 observes that in an increasingly interconnected world it is not feasible for any nation
to operate independently when confronting the challenge of ensuring the safety, security, and
stability of the global commons. Terefore, the strategy embraces a fexible vision of voluntary
partnerships of varying levels of formality, scope, and capability to meet the worlds needs. CS21
places specifc importance on working with international partners and broadening the range of
those partners to build mutual understanding and respect with all maritime stakeholders. As a
result, CS21 calls on U.S. maritime forces to strengthen eforts to cooperate with foreign navies,
coast guards, maritime law enforcement bodies, international organizations, NGOs, private
companies, and the general public.
Global Maritime Partnership (GMP) is a concept by which the U.S. Navy fosters and sustains
these cooperative relationships. Te fexible nature of the GMP concept allows maritime
stakeholders to come together, at times without formal agreement, in response to emergent crises
or to solve maritime problems that require long-term efort, such as building regional maritime
capacity. GMP can be accomplished in a manner that complements existing alliances, partnerships,
and coalitions without necessarily establishing a new organization or governing body, as long
as the challenge addressed is of mutual concern.
5
GMPs represent the implementation of a key
observation found in CS21: Although our forces can surge when necessary to respond to crises,
trust and cooperation cannot be surged.
The Strategic Importance of Maritime Southeast Asia
CS21 specifcally mentions two regions as places where maritime forces must focus their
energies, the Western Pacifc and Arabian Gulf/Indian Ocean. Both regions are areas where the
United States maintains a presence in order to reduce contingency response times and thereby
assure allies while dissuading and deterring those actors that might otherwise seek to disrupt the
balance of power. U.S. maritime forces also maintain force presence in these regions to build trust
and cooperation among friends and allies and to improve partner capacity.
6
Within the Western
Pacifc, maritime Southeast Asia is a region of exceptional strategic importance.
When addressing the senior naval ofcers gathered for the International Maritime Seminar
in Manado, Indonesia, on August 18, 2009, Admiral Gary Roughead, Chief of Naval Operations,
described Southeast Asia as a critical maritime region for commerce, for communication and for
resources; three vital areas in which the oceans connect our nations.
7
Perhaps most importantly,
Southeast Asian waterways provide some of the worlds most important sea lines of communication
(SLOC). In particular, the Malacca Strait serves as the primary link between the Indian and
Pacifc oceans. An estimated 50,000 vessels transit this route each year carrying about a third of
the globes total trade.
8
However, the worlds largest ships, mostly supertankers, draw too much
4
James Kraska and Brian Wilson, Te Co-Operative Strategy and the Pirates of the Gulf of Aden, RUSI Journal 154, no. 2 (April 2009): 75.
5
Robb Bennet and Brian Kawamura, Global Maritime Partnerships: Te Navys Lessons Learned (unpublished manuscript, September 2009).
6
Richard Landolt, Presence and Capabilities Creating Opportunities: Task Force 76 Operations during 2009 (conference presentation, Sea
Power 2010, Sydney, January 28, 2010).
7
Gary Roughead (conference remarks at the International Maritime Seminar, Manado, August 18, 2009).
8
Te National Strategy for Maritime Security, Department of Homeland Security, September 2005, 15; and Catherine Zara Raymond,
Piracy and Armed Robbery in the Malacca Strait: A Problem Solved? Naval War College Review 62, no. 3 (Summer 2009): 3142.
21
draf for the Strait of Malacca, and these ships that exceed Malaccamax typically transit between
the oceans via Indonesias Lombok Strait or Sunda Strait. Other Southeast Asian waterways, such
as the Makassar Strait, Sibiu Passage, and Mindoro Strait, also carry huge volumes of trade. Tese
trade lanes are tremendously important both because of the volume they transport and because of
the critical nature of the cargo. For example, Japan imports 98% of the petroleum it consumes, and
roughly 80% of that supply passes through the Strait of Malacca.
9
Similarly, approxi mately 85%
of Chinese oil imports transit the same strait.
10
South Korea and Taiwan are also critically reliant
on Southeast Asian waterways for their energy needs. Beyond petroleum, the sea lanes passing
through maritime Southeast Asia bring raw materials from Africa and Australia to the industrial
engines of East Asia and carry their exports to important markets in Europe, the Middle East,
Africa, and Australia.
By their geographic nature, these straits are also chokepoints and therefore represent strategic
vulnerabilities. If they were closed, the economic fallout would be catastrophic. Although the United
States does not directly rely on these waterways for its energy needs (most Middle East oil bound
for the United States crosses the Atlantic Ocean), its critical interests in a stable East Asia dictate
that Washington be fully invested in freedom of navigation through Southeast Asian SLOCs. As
a result, the United States has long taken an active interest in regional maritime security. Acting
on similar strategic drivers, Japan has adopted increasingly robust initiatives to help guarantee
the free fow of shipping through these waters for more than 30 years.
11
More recently, Chinese
security planners have also begun to actively discuss solutions to this vulnerability, commonly
referred to as Chinas Malacca Dilemma. Te rise of the countrys blue water capabilities are
likely motivated, at least in part, by a desire to fnd alternative solutions to this dilemma.
12

Te strategic importance of Southeast Asia stretches beyond its sea lanes. Southeast Asias
growing economies, large populations, and rich cultures are directly linked to the U.S. economy.
Te region is rich in petroleum and minerals that are extracted from both onshore and ofshore
sites. Other Southeast Asian exportsnamely, manufactured goods such as electronic components
and textilesare important to the United States consumption-based economy. U.S.-ASEAN
trade totals more than $200 billion annually. Deputy Assistant Secretary of Defense Robert Scher
summed up the geostrategic importance of Southeast Asia in testimony to Congress: [Southeast
Asia] is a region that is central to the continued peace and stability of all Asia-Pacifc as well as the
continued economic prosperity of the United States.
13
Security Threats to Maritime Southeast Asia
Given the strategic importance of maritime Southeast Asia, its security is of utmost importance
to the United States. Fortunately, from a geopolitical standpoint, the region appears relatively
9
Japan Oil, U.S. Energy Information Administration, September 2008, http://www.eia.doe.gov/emeu/cabs/Japan/Oil.html.
10
Andrew Erickson and Lyle Goldstein, Gunboats for Chinas New Grand Canals? Probing the Intersection of Beijings Naval and Oil
Security Policies, Naval War College Review 62, no. 2 (Spring 2009): 2742.
11
Tsuneo Akaha, Japans Response to Treats of Shipping Disruption in Southeast Asia and the Middles East, Pacifc Afairs 59, no. 2
(Summer 1986): 25577; Peter Woolley, Japans Navy: Politics and Paradox, 19712000 (London: Lynne Rienner Publishers, 2000), 70; and
John F. Bradford, Japanese Anti-Piracy Initiatives in Southeast Asia: Policy Formulation and the Coastal State Responses, Contemporary
Southeast Asia 26, no. 3 (December 2004): 480.
12
Erickson and Goldstein, Gunboats for Chinas New Grand Canals? 43.
13
Robert Scher, Chinas Activities in Southeast Asia and the Implications for U.S. Interests, testimony before the U.S.-China Economic and
Security Review Commission, February 4, 2010.
22
stable. Southeast Asian nations share common strategic interests and have developed robust
consultative mechanisms, most notably the Association of Southeast Asian Nations (ASEAN) and
its associated forums, such as ASEAN +3 and the ASEAN Regional Forum. As a result, although
tensions exist around a handful of issues such as maritime boundary disputes, the risk of interstate
war in Southeast Asia is minimal. Indeed, the most likely source of confict among Southeast Asian
states appears to be linked to future shifs in the balance of power within neighboring regions. In
contrast, nontraditional security challenges are of more immediate concern to maritime Southeast
Asia. Te region is deeply vulnerable to natural disasters, and nonstate actors such as pirates and
terrorists pose real threats to shipping and human security in the littorals.
As a result of its location at the junction of the Eurasian, Pacifc, and Indo-Australian plates,
Southeast Asia is seismically unstable and home to an unusually high concentration of active
volcanoes. Tis geological activity has resulted in some of the worst natural disasters in human
history. Two examples clearly illustrate the tremendous power of this security threat. On August 27,
1887, the volcanic island Krakatau erupted producing the greatest detonation (equivalent to 200
megatons of TNT) and loudest sound (heard 3,500 kilometers away in Perth, Australia) in recorded
history. Dutch colonial authorities counted more than 30,000 deaths in the immediate area, while
the tsunamis and global climate change triggered by the blast caused casualties and altered lives
across the world.
14
More recently, on December 26, 2004, an earthquake under the Indian Ocean
triggered the most destructive tsunami in recorded history, a natural disaster that demolished
cities, permanently reshaped coastlines, and killed hundreds of thousands of people.
15
Other
deadly seismic events of the last decade include the 2006 Java earthquake and 2009 Sumatra
earthquake, both of which killed thousands.
Maritime Southeast Asia is also vulnerable to weather-related disasters, most notably cyclones
that blow in from the Indian Ocean and typhoons that come west of the Pacifc Ocean. Recent
examples include Typhoon Morakot (2009), which ravaged Taiwan, and Cyclone Nargis (2008),
which killed over 100,000 people in Burma. In addition to violent storms, heavy rains regularly
destroy crops, food cities, and cause follow-on damage. In 2006, for example, torrential rains led
to a landslide in the Philippines that killed more than a thousand people.
While Mother Nature poses the greatest security threat to maritime Southeast Asia,
transnational human actors also create strategic risks that concern the United States. During the
1990s and early 21st century, Southeast Asia was assessed to be the worlds most piracy-prone
region, accounting for roughly half the global attacks reported to the International Maritime
Bureau (IMB) each year. Te threat became so signifcant that from July 2005 to August 2006
international insurers included the Strait of Malacca on their list of hull war, strikes, terrorism
and related perils areas. Since then, regional actors have taken signifcant action to address this
risk, which has substantially reduced piracy rates, especially in the Strait of Malacca.
16
Whereas
the IMB counted 75 attacks in that critical waterway in 2000, it recorded only 2 attacks in 2008
and 2 in 2009. Still, the piracy problem remains unsolved. In 2009 the IMB counted 68 acts of
piracy and armed robbery in all maritime Southeast Asia. Comparatively, this is more than the
14
Simon Winchester, Krakatoa: Te Day the World Exploded: August 27, 1883 (London: Penguin Books, 2003), 5, 264, 29495.
15
Bruce A. Elleman, Waves of Hope: Te U.S. Navys Response to the Tsunami in Northern Indonesia, Newport Paper, no. 28 (Newport: Naval
War College Press), vii, 4.
16
For further discussion, see Ian Storey, Securing Southeast Asias Sea Lanes: A Work in Progress, Asia Policy, no. 6 (July 2008): 99100,
109, 126; Raymond, Piracy and Armed Robbery; and John Bradford, Shifing the Tides Against Piracy in Southeast Asian Waters, Asian
Survey 48, no. 3 (May/June 2008): 47475.
23
number of attacks counted in the entire Western hemisphere. Only the waters around Somalia and
the Gulf of Aden, where more than 200 attacks were reported in 2009, are more piracy prone.
17
Southeast Asia also appears to have stemmed the tide of maritime terrorism, but one cannot
assume that the threat has been routed. From 2000 to 2005, terrorist organizations executed a
number of serious attacks on targets in maritime Southeast Asia. Most tragically, the February
2004 bombing of SuperFerry 14 sunk the ship in Manila harbor and killed 116 people. In April
2003 an aluminum nitrate bomb placed by a barbeque stand at the Davao City wharf was timed
to maximize casualties as two large vessels, the SuperFerry 15 and Filipina Princess, embarked
and disembarked passengers. Te blast killed 16 people and injured more than 50 others. In
2000 and 2001 the Abu Sayyaf Group (ASG), operating by boat, kidnapped local citizens and
international tourists from resorts on Sipadan and Palawan Islands. Also in 2000, two explosive
devices hidden in coaches carried by the ferry Our Lady Mediatrix exploded while the ship was
docking in Ozamiz City. Te ensuing fre, stoked by a truckload of dried copra, killed 52 people
and wounded more than 40.
18
Such maritime violence has not been limited to the Philippines.
On December 11, 2001, the ferry Kalifornia was bombed in the Maluku Islands of Indonesia,
killing 10 and injuring 46.
19

Reports from regional governments and admissions by captured members of transnational
terrorist groups such as al Qaeda and Jemaah Islamiyah described several other attacks planned
in maritime Southeast Asia. Tis led authorities to worry that terrorists would take advantage of
the regions choked straits and busy ports to launch attacks against military vessels or commercial
shipping. Indeed, al Qaedas former Prince of the Sea, Abdul Rahim Mohamed Hussein Abda
al-Nasheri, who admitted to his role in organizing the attacks on the USS Cole and USS Limburg,
also described plans for similar attacks in Southeast Asia. Tese included a plot to strike a U.S.
warship visiting Port Kelang, Malaysia, in 2000.
20
Similarly, terrorist Omar al-Faruq, captured in
June 2002, acknowledged his plans to attack a U.S. Navy ship visiting Surabaya, Indonesia. Te
Singapore government tells us that when it cracked down on the Jemaah Islamiyah network in
December 2001, it discovered plans for suicide attacks on U.S. warships visiting Singapore.
21
Although Southeast Asian states appear to have been quite effective in crippling the
regional activities of transnational terrorist groups such as al Qaeda and Jemaah Islamiyah,
the current threat cannot be disregarded. Indeed, the July 17, 2009, attacks on Western hotels
in Jakarta demonstrated that these groups have not been eliminated. Furthermore, they may
also retain maritime capabilities. Validating the continued threat of maritime terrorism,
in March 2010 Indonesia, Malaysia, and Singapore announced increased security measures
in response to a warning that terrorists were planning to attack oil tankers or other traffic
transiting the Malacca Strait.
22
17
Piracy and Armed Robbery Against Ships Annual Report, 01 Jan-30 Dec 2009, International Maritime Bureau (IMB), January 2010; and
Piracy and Armed Robbery Against Ships Annual Report, 01 Jan-30 Dec 2005, IMB, January 2006.
18
Tanner Campbell and Rohan Gunaratna, Maritime Terrorism Piracy and Crime, in Terrorism in the Asia-Pacifc: Treat and Response, ed.
Rohan Gunaratna (Singapore: Eastern University Press, 2003); and Ryan Rosauro, Victims of Ferry Blast Long for Justice, Inquirer News
Service, February 26, 2003.
19
Indonesia: Te Search for Peace in Maluku, International Crisis Group, Asia Report, no. 31, February 8, 2002.
20
Michael Richardson, A Time Bomb for Global Trade: Maritime-Related Terrorism in an Age of Weapons of Mass Destruction (Singapore:
Institute of Southeast Asian Studies, 2004), 19.
21
Campbell and Gunaratna, Maritime Terrorism Piracy and Crime, 7799.
22
Neil Chatterjee, Singapore, Shippers Raise Security over Malacca Treat, Reuters, March 5, 2010; Patrols Will Deter Malacca Strait Terror
Attacks: Watchdog, Agence France-Presse, March 5, 2010; and Patrols Increased to Counter Terror Treats, Jakarta Post, March 6, 2010.
24
CS21 as the Appropriate Strategy for Maritime Southeast Asia:
Lessons from the Malacca Strait
Te strategic concepts found in CS21 are especially appropriate to maritime Southeast Asia.
It is noteworthy that the primary security threats in the region correlate to the capacities CS21
introduces as core elements of maritime power, maritime security, and HA/DR. Furthermore,
the cooperative tenets of CS21 are particularly relevant to achieving strategic goals in maritime
Southeast Asia. Tese tenets include the importance of partnership-building, the advantages of
building trust before crises begin, and sustained respect for sovereignty. Two experiences, both
from the Strait of Malacca, are particularly useful for illustrating the insightful thoughts behind
CS21. Te frst example is the 2004 Indian Ocean tsunami response. Te second is the efort to
curb piracy in the Malacca Strait.
When the Indian Ocean tsunami crashed ashore on December 26, 2004, the United States
was quick to deploy maritime forces to participate in the relief operations. Almost immediately,
the Abraham Lincoln Carrier Strike Group sailed from Hong Kong and the Bonhomme Richard
Expeditionary Strike Group surged from Guam, both bound for Southeast Asia. While ground
forces focused on Tailand, U.S. maritime forces took the lead in Indonesia. Within ten days of
the tsunami, 25 U.S. ships and over 50 helicopters were on station delivering relief. As this group
assembled, the USNS Mercy, a Cold Warera hospital ship in a reduced operating status that had
not deployed since the end of the frst Gulf War, joined the mission. Departing San Diego on
January 5, the Mercy arrived in Indonesian waters on February 2 with a unique crew of military,
public health service, and NGO personnel. Once on station, U.S. maritime forces partnered with
a coalition of relief actors from Indonesian agencies, international organizations, over three
hundred NGOs, and more than twenty partner governments. While the Indonesian government
remained clearly in charge of the relief efort, minister of defense Juwono Sudarsono described
the U.S. maritime force as the backbone of the logistical operations providing assistance to all
aficted afer the disaster.
23
While no amount of aid could erase the damage that was done, the tsunami relief operation was
successful in a number of important ways. Te response provided assistance to thousands of people,
stemmed the spread of disease, and helped create the political space that assisted reconciliation
of the three decadeold civil war in Indonesias Aceh Province.
24
Te disaster relief eforts also
provided strategic opportunities for the United States to strengthen its critical relationship with
Indonesia. Prior to the tsunami relief operations, the popular perception of the United States in
Indonesia had been extremely low. In 2003 only 15% of Indonesians surveyed by the Pew Research
Center reported positive opinions of the United States.
25
A few months later, Pew polls showed
that 79% of Indonesians had developed a more favorable view as a result of the relief eforts.
26
Te
value of such gains in sof power cannot be understated, given that Indonesia is the worlds largest
Muslim-majority nation and the third-largest democracy.
Several lessons from the Indian Ocean tsunami experience directly informed the creation of
CS21. For one, HA/DR was validated not just as a worthy use of maritime forces but also as a
23
As quoted in Asia-Pacifc Defense Forum, Special Edition, 2005, http://forum.apan-info.net/05_special_ed/indonesia_6.html.
24
Matthew Davies, Indonesias War over Aceh: Last Stand on Meccas Porch (London: Routledge, 2006), 236; and Michael Renner and Zoe
Chafe, Beyond Disasters: Creating Opportunities for Peace (Washington, D.C.: Worldwatch Institute, 2007), 3.
25
Te Pew Global Attitudes Poll, Pew Research Center, June 23, 2006.
26
Ibid.
25
strategic priority. Furthermore, the U.S. Navy gained further evidence that its hard-power assets,
such as nuclear aircraf carriers and their escorts have the fungible capacity to address lower
tier missions, such as HA/DR. Te navy also learned about the value of acting with diverse
partnerships.
Te mission in Indonesia would not have been a success if not for the synergy of cooperation
between the international humanitarian community, national governments, NGOs, private
industry, and individual citizens. At the same time, diferences in organizational cultures and
planning shortfalls prevented this coalition from maximizing its efectiveness, demonstrating
the necessity of CS21s emphasis on building relationships over time.
27
Tis experience taught the
entire response community that long-term investments, commitments, and relationships between
development programs, disaster response actors, and the recipient community are essential to
maximize success.
28
In particular, the Aceh experience prompted the navy to take a more proactive
stance toward building partnerships.
Lessons from counter-piracy eforts in the Strait of Malacca also reinforce the aptness of CS21s
tenets. In this case, piracy has been curbed primarily by the actions of the littoral states, Malaysia,
Singapore, and Indonesia. In recent years these countries not only have strengthened their unilateral
eforts to fght piracy and sea robbery within their territorial borders, but they have strengthened
cooperative eforts to deal with piracy and sea robbery as a transnational phenomenon. Te most
visible of these eforts is the Malacca Strait Patrols, a trilateral arrangement formed in 2004.
29
At
frst the arrangement covered only coordinated surface patrols, but the program has been expanded
to include cooperative airborne patrols, intelligence exchanges, standard operating procedures,
and, according to a briefng given by the Indonesian Navy in 2006, limited hot pursuit rights
into the other countries territorial waters.
30

Te littoral states took these actions on their own, and extraregional states have not been
directly involved in patrols or other law enforcement activities. Indeed, constabulary activity by
foreign maritime forces was neither necessary nor welcome.
31

Rather than pursuing eforts to directly involve U.S. forces in the provision of security, the
United States has praised the regional efort and supported this efort through training and
capacity-building programs tailored to the needs and desires of the coastal states. For example,
when addressing the International Maritime Seminar in Indonesia, Admiral Roughead noted:
Te growing cooperation among Southeast Asian navies is a superb example
of how we can efectively work together. Te regional eforts to eliminate
piracy are an outstanding demonstration of how that unique cooperation has
benefted all of us. Where challenges to common safety and security exist,
relatively small numbers of countries must sometimes form partnerships that
beneft not only themselves but many others.
32

Indeed, these regional eforts to curb Southeast Asian piracy illustrate the potential for maritime
partners to fnd win-win solutions as described in both CS21 and GMPs.
27
Elleman, Waves of Hope, 28, 84.
28
Afer the Tsunami-Harnessing Australian Expertise for Recovery, National Academies Forum, Report, March 31, 2005.
29
Victor Huang, Building Maritime Security in Southeast Asia: Outsiders Not Welcome? Naval War College Review 61, no. 1 (Winter 2008): 97.
30
TNI-AL Presentation (paper presented at the Military Operations [MILOPS] Conference, Kuala Lumpur, July 19, 2006), cited in Storey,
Securing Southeast Asias Sea Lanes, 119.
31
Huang, Building Maritime Security in Southeast Asia, 9396.
32
Roughead, conference remarks, August 18, 2009.
26
U.S. Navy Partnership Activities in Maritime Southeast Asia
As directed by CS21, U.S. forces are actively engaged in maritime Southeast Asia, working
with partners to strengthen capacity and promote a safer, more secure maritime domain. Tis
engagement takes a variety of forms. U.S. forces do not perform constabulary functions within the
sovereign territories of regional states but are actively involved in the provision of security through
disaster relief operations and humanitarian and civic assistance (HCA) missions. U.S. forces also
work to enhance partnership capacity through exercises, technological assistance programs, and
support for regional cooperative ventures. Tese programs are designed to promote local capacity,
strengthen interoperability, and accelerate the speed of trust so that partners can come together
more quickly and more efectively in response to security needs.
In the last few years, the most visible U.S. maritime operations in Southeast Asia have been
disaster relief operations. From 2005 to 2009, U.S. maritime forces have responded to a number of
disasters, including the Java earthquake (2006), the Philippine mudslides (2006), Cyclone Nargis
(2008), the Sumatra earthquake (2009), and Typhoons Morakot, Ketsana, Parma, and Fengshen
(2009). In each case, these forces deployed at the request of the host nation and acted in concert
with local and international relief eforts.
In addition to conducting disaster response, U.S. maritime forces have been actively building
sustainable relationships with diverse partners through cooperative HCA missions. Tese HCA
missions seek to eliminate some of the root causes of instability by addressing the medical,
dental, veterinary, and engineering needs of underserved populations. When conducting HCA
operations and activities, U.S. forces serve as facilitators and a conduit for partner nations and
other organizations to build local capacity as well as assist with humanitarian endeavors in close
consultation with the host nation.
Te most signifcant of these HCA missions in Southeast Asia is the Pacifc Partnership, which
evolved directly from the unprecedented international disaster response for countries devastated
during the 2004 Indian Ocean tsunami.
33
In 2006, the USNS Mercy returned to Southeast
Asia as the Pacifc Partnership fagship on a mission to strengthen relationships with partner
nations and organizations; build partner capacity to conduct peace, stability, and consequence-
management operations; improve U.S. and partner capacity; and improve security cooperation
among nations. Since then, the United States has conducted Pacifc Partnership missions in
Southeast Asia and Oceania on an annual basis. Under the auspices of this campaign, engineering
support units and health care professionals from partner governments, U.S. inter-agency actors,
and NGOs have joined to provide robust services and training to host governments and local
communities. When executing Pacifc Partnership, the U.S. Pacifc Fleet adopts the by, with,
and through approach to providing medical, dental, veterinary, and engineering assistance to
underserved populationseverything is provided by invitation of the host nation, with host nation
involvement or participation, and through the host nation government.
Of course, U.S. commitment to maritime capacity-building is not limited to humanitarian
programs. Te United States is also concerned with more traditional security missions. To this
end, combined exercises play an important role in building both capability and interoperability
of regional feets. Some exercises in the series are relatively new, whereas others date back to the
Cold War. However, all are increasingly tailored to focus on immediate security concerns, such
33
Pacifc Partnership 2010, All Partners Access Network, available at http://community.apan.org/training/pacifc_partnership/default.aspx.
27
as disaster relief and maritime security. Te two most visible U.S. annual exercises in Southeast
Asia are Cobra Gold, which is co-hosted by Tailand, and Balikatan, which is co-hosted by the
Philippines. Both Cobra Gold and Balikatan originated as exercises between treaty allies during the
Cold War when regional threat perceptions focused on the spread of Communism. In recent years,
both have shifed focus toward lower-tier operations, such as peacekeeping, maritime security,
and disaster response, which are more relevant to maritime Southeast Asias current needs. Both
exercises have expanded to include forces from additional countries and nontraditional partners
such as NGOs. Similarly, the U.S. Navys Cooperation and Readiness Afoat Training (CARAT)
exercises focus on the training goals of each partner and grow more complex each year. Anti-
piracy, counterterrorism, and humanitarian assistance are specifc growth areas for the CARAT
exercises. Likewise, the annual Southeast Asian Cooperation Against Terrorism (SEACAT)
exercise was begun in 2002 to contribute to regional coordination eforts that support cooperative
responses to terrorism and transnational crimes at sea, including piracy.
34
Te United States also provides allies and partners in Southeast Asia with training and
equipment, from radars to patrol craf, to enhance their ability to assert control over waterways
that have been used by smugglers, pirates, and terrorists. Training programs are primarily
delivered via the International Military Education and Training (IMET) program that makes U.S.
government training courses available to individuals from partner militaries. Te United States
also organizes mobile training teams (MTT) that deploy in support of specifc training objectives.
Each MTT is tasked with a specifc set of training objectives and delivers training tailored to the
needs of individuals or groups specifed by the recipient nation.
U.S. technology transfers to maritime Southeast Asia have been completed both through the
foreign military sales system and direct grant programs such as the 1206 funding program. One
especially important focus area for such technology transfers has been in the feld of maritime
domain awareness (MDA). Regularly referred to by Admiral Roughead as the glue that binds
CS21 activities together, MDA is the efective understanding of anything associated with the
maritime domain that could afect the security, safety, economy, or environment of a nation.
35

Successful MDA requires surveillance data to be gathered, collated, and understooda hefy task,
especially for resource-constrained states with vast sea territories. In maritime Southeast Asia,
the United States has helped with this challenge by funding projects such as the establishment of
radar stations along key sea lanes in Tailand, Indonesia, and the Philippines and the upgrading of
Malaysian coastal surveillance stations with the Integrated Maritime Surveillance System.
36
Fully
owned and operated by the recipient nation, these stations have been linked to domestic MDA
systems and provide support to partner security forces.
Another element of CS21 activity in maritime Southeast Asia has been support for regional
cooperative organizations and dialogues. Tese organizations and dialogues aford opportunities
to build confdence between partners and to launch cooperative ventures and are therefore
essential venues for forging the stronger relationships called for in CS21. One such organization
is the Western Pacifc Naval Symposium (WPNS). All Southeast Asian navy chiefs are members
34
John F. Bradford, Te Growing Prospects for Maritime Security Cooperation in Southeast Asia, Naval War College Review 58, no. 3
(Summer 2005): 48586.
35
Tis defnition draws from the National Plan to Achieve Maritime Domain Awareness, U.S. Department of Homeland Security, October
2005. Whereas that defnition is contextually specifc to the United States, in the spirit of CS21 the MDA defnition applies equally to
partner nations.
36
Chris Rahman, Te Global Maritime Partnership Initiative: Implications for the Royal Australian Navy, Australian Maritime Afairs Paper,
no. 24 (Canberra: Seapower CenterAustralia, 2008), 34.
28
of this dialogue, which also includes members from Northeast Asia, Australia, New Zealand,
Canada, and nations with Pacifc Island territories such as the United States and France. Te
United States is a strong supporter of the WPNS, not only participating in the meetings but also
taking part in WPNS-sponsored activities such as co-hosting an HA/DR table-top exercise with
Indonesia in 2007 and deploying ships to the WPNS at-sea exercise hosted by Singapore in May
2009. Te United States gives similar priority to supporting the maritime activities of multilateral
frameworks such as the ASEAN Regional Forum Maritime Senior Ofcials Meeting, the Council
for Security Cooperation Asia-Pacifc Maritime Working Group, and the Asia-Pacifc Economic
Cooperation (APEC) Working Group on Maritime Security.
Conclusion: Opportunities for U.S.-Japan Cooperation in Maritime
Southeast Asia
Te United States and Japan share common strategic interests in maritime Southeast Asia. In
particular, these two close allies rely on the safe and secure SLOCs that pass through the region.
Terefore, it is natural for the United States and Japan to look for opportunities to increase their
cooperation in maritime Southeast Asia. Fortunately, good relations with the coastal states,
the fexible nature of CS21, and Japans strategic outlook create substantial opportunities for
cooperation so long as it is implemented in concert with host nation priorities.
One area where the United States and Japan might focus their energies in the near term is
HA/DR. U.S. Secretary of Defense Robert Gates challenged the two nations to do just this while
visiting Japan in October 2009:
As you look around this part of the world and recent developments in places
like Indonesia and the Philippines, the greatest enemy seems to be Mother
Nature, and we have the capabilities to deal with the consequences of some of
these disasters, working together.
37

HA/DR is an area where the United States and Japan are already cooperating. For example, the
forces Japan sent to provide disaster relief afer the January 2010 earthquake in Haiti operated from
U.S. bases and with U.S. logistic support. Te frst Japanese aircraf to deliver aid to Haiti departed
with a cargo of U.S. citizen evacuees.
38
In Southeast Asia, U.S. and Japanese forces have cooperated
when responding to disasters such as the 2004 Indian Ocean tsunami, the 2006 Java earthquake,
and the 2009 Sumatra earthquake. However, there are additional steps that the United States and
Japan could take to strengthen their cooperative HA/DR capacity. For example, according to a
2010 study completed by Colonel Tatsuo Tarumi of the Japan Ground Self-Defense Force during
a fellowship at the Stimson Center in Washington, D.C., the two nations should establish better
organizational frameworks in order to streamline cooperation as well as improve interoperability
by expanding bilateral and multilateral HA/DR training programs.
39

37
Robert Gates, Joint Press Conference with Japanese Defense Minister Toshimi Kitazawa and Secretary of Defense Robert Gates, U.S.
Department of Defense, News Transcript, October 21, 2009, http://www.defense.gov/transcripts/transcript.aspx?transcriptid=4501.
38
Japan Self Defense Force (JSDF) Disaster Relief Operation Republic of Haiti January 2010 Earthquake, Japanese Ministry of Defense,
February 10, 2010, http://www.mod.go.jp/e/d_policy/ipca/pdf/haiti02.pdf.
39
Tatsuo Tarumi, Japan-U.S. Cooperation in Disaster Relief and Humanitarian Assistance (presentation at the Henry Stimson Center,
Washington, D.C., March 5, 2010).
29
Japan and the United States can also strengthen cooperation in executing pre-planned HCA
missions. Taking an important step in this direction, Japan deployed JDS Kunisaki, a 178-meter
Maritime Self-Defense Force amphibious landing ship, as an HCA Boat Friendship and Amity.

In 2010 the ship visited Cambodia and Vietnam in conjunction with the USNS Mercy during
Pacifc Partnership.
40
According to Prime Minister Yukio Hatoyama, this maritime expedition was
developed to demonstrate that the Japanese government is proactively extending humanitarian
assistance.
41
Tis experience can be a frst step toward bigger things. For example, Japan could
begin a recurring HCA partnership-building mission series of its own and invite the United States
and other partners to support it with expertise or material assistance.
Japan would also be an excellent nation to host a disaster relief training and logistics center that
provides services to Southeast Asia. Such a center could fll the regions need for a focal point for
training, information-sharing, and disaster response activities by taking advantage of the robust
disaster relief capabilities and special expertise of the Japanese government and Japan-based
NGOs. In addition, Japans geographic location adjacent to maritime Southeast Asia situates it
well as a staging area for relief forces, especially if the center were to be located in Japans southern
islands. Te United States could support this center through a formal or informal partnership as
desired by the Japanese government.
Tese are just a few examples of next steps the United States and Japan might take as they
seek to strengthen their cooperative activities in maritime Southeast Asia. In this region, the two
nations share closely aligned interests and complementary maritime strategies. So long as they
continue to appreciate the diferent needs and preferences of the littoral states and act to fnd win-
win solutions for all parties, the potential for cooperation should continue to expand. Given the
tremendous strategic nature of maritime Southeast Asia, such cooperation will beneft not only
the region but also the world.
40
Tarumi, Japan-U.S. Cooperation; and Pacifc Partnership 2010 Ends wth Many Firsts, Pacifc Partnership Public Afairs, September 14,
2010, http://www.c7f.navy.mil/news/2010/09-september/023.htm.
41
Japan May Use MSDF Vessels to Provide Medical Assistance to DisasterHit Areas Abroad, Mainichi Daily News, November 17, 2009.
31
JAMES MANICOM is an SSHRC Postdoctoral Fellow in the Balsillie School of
International Afairs at the University of Waterloo. He can be reached at
<jmanicom@balsillieschool.ca>.
Japans Role in Strengthening
Maritime Security in Southeast Asia
James Manicom
EXECUTIVE SUMMARY
Tis essay assesses Japans contributions to anti-piracy eforts in Southeast Asia and
proposes measures to improve its regional security eforts.
MAIN ARGUMENT
Tis essay explores the impetus for Japans eforts to improve the security of Southeast
Asian waters, with specifc reference to the Straits of Singapore and Malacca, and assesses
how these initiatives have been received by coastal states. It argues that the bulk of Japans
eforts have been aimed at treating the symptoms of maritime piracy (broadly defned)
rather than the root causes. By contrasting the countrys anti-piracy initiatives in Southeast
Asia with its eforts to combat piracy of the coast of Africa, the essay argues that Japan
could reduce the incidence of piracy by doing more to build state capacity and foster
development.
POLICY IMPLICATIONS
Policymakers should bear in mind that the causes of piracy lie on land rather than at
sea. As a result, the efectiveness of enforcement side-measures may be limited and may
cause pirates to relocate to more remote waters.
Responses that target the roots of piracy may encounter resistance from countries that
host pirate havens based on sovereignty concerns. Tese challenges can be overcome
through existing aid mechanisms. Japan can directly target ofcial development assistance
(ODA) funding to reduce poverty, improve governance, and address human security
challenges in known pirate havens in Southeast Asia.
Japans willingness to contribute ODA funds to alleviate poverty and foster employment
in known pirate havens may be limited in the current fscal climate. It is not clear that the
costs of piracy to Japan are high enough to warrant expensive long-term aid solutions.
33
JAPANS ROLE IN STRENGTHENING MARITIME SECURITY IN SOUTHEAST ASIA u MANICOM
P
iracy in Southeast Asia, the one-time scourge of the region, may in time be remembered
as a successful example of cooperation on an issue of broad regional importance. Te
International Maritime Bureau (IMB) reported zero attacks in the Strait of Malacca in the
frst quarter of 2010.
1
Combating piracy in Southeast Asia is complicated because it pits
the interests of the user states of regional sea lines of communication (SLOC)such as Japan,
China, and the United Statesagainst the interests of the coastal states (the Philippines, Malaysia,
Indonesia, and Singapore). Further complicating the matter is that neither user states nor coastal
states are united in their preferred approach to the problem. Nevertheless, there is no doubt that
the regional response to piracy in Southeast Asia is in some way responsible for the decline in the
frequency, severity, and cost of pirate attacks from their peak in 1999. Japan made a signifcant
contribution to this initiative.
Te importance of Southeast Asian sea lanes to Japans national security cannot be overstated.
As a resource-poor island nation, the country relies on secure seas to provide for the well-being of
its citizens. Japan imports 99% of its oil80% of which travels through the Malacca Straitand
60% of its caloric intake. As a trading state, 99% of Japans trade by value travels by sea. Terefore,
policing its maritime approaches and SLOCs is a cornerstone of the military dimension of Japans
comprehensive national security.
2
It is thus unsurprising that Japan led the response of user states
to the piracy problem in the Malacca Strait. Tis essay examines the impetus for Japans eforts
to combat piracy in Southeast Asian waters, particularly in the Strait of Malacca, and assesses
how these initiatives were received by coastal states. Te essay argues that the bulk of Japans
eforts have been aimed at treating the symptoms of maritime piracy (broadly defned) rather than
the root causes. By contrasting Japans eforts to combat piracy of the coast of Africa, the essay
concludes that Japan could reduce the incidence of piracy by doing more to build state capacity
and foster development.
Japans Interests in Sea Lane Security
During the Cold War the Japanese economys reliance on secure sea lanes, combined with the
limits Japans constitution imposed on its military, created an engrained sense of insecurity on the
part of Japanese military ofcials. U.S. pressure on Japan to assume a greater share of the defense
burden and Washingtons expectation that allies would defend their own convoys highlighted critical
defciencies in Japans naval force structure.
3
Tis was compounded by concerns that attacks against
Japanese ships were the most likely form of Soviet aggression.
4
As a consequence, the protection of
vital sea lanes became a priority mission for the Maritime Self-Defense Force (MSDF) by the late
1970s.
5
According to Mihara Asao, then director-general of the Japanese Defense Agency (JDA), Japan
was prepared to defend its sea lanes as far as 1,000 nautical miles (nm) ofshore as early as 1977.
6
In a
departure from convention, this objective was later alluded to publically by Prime Ministers Suzuki
and Nakasone. It was outlined more explicitly in the 1983 defense white paper with the expectation
1
Piracy and Armed Robbery against Ships: Report for the Period 1 January31 March 2010, International Maritime Bureau, April 2010, 5.
2
Tsuneo Akaha, Japans Comprehensive Security Policy, Asian Survey 31, no. 4 (April 1991): 328.
3
James E. Auer, Te Postwar Rearmament of Japanese Maritime Forces, 194571 (New York: Praeger, 1973), 150.
4
Hideo Sekino, Japan and Her Maritime Defense, U.S. Naval Institute Proceedings 97, no. 819 (1971): 119.
5
Japanese Defense Agency, Defense of Japan 1977 (Tokyo: Japanese Defense Agency, 1977), 1229.
6
Peter J. Woolley, Japans Navy: Politics and Paradox 19712000 (Boulder: Lynne Rienner Publishers, 2000), 29.
34
that sea lane security beyond 1,000 nm was the responsibility of the United States.
7
While the end
of the Cold War removed the threat of Soviet interference with Japans sea lifelines, SLOC security
retained its policy relevance in Tokyo for four reasons.
Te frst reason SLOC security remained relevant was structural. Te postCold War security
environment was full of uncertainty. Following the 1991 Gulf War, the prevailing academic
wisdom was that East Asia would become dramatically less stable as old animosities, long buried
under shared Cold War prerogatives, resurfaced.
8
Low-level confict was expected over disputed
land and maritime boundaries, facilitated by the regions marked growth in military spending.
9

Te 1993 North Korean nuclear crisis and the possibility of Japanese participation in a blockade
of the peninsula further reinforced these threat perceptions. Japans frst postCold War strategic
assessment, the 1994 Higuchi Report, argued that while multilateral cooperation would be the
defning characteristic of the postCold War world, several security challenges would endure
that necessitated continued military spending. Te report identifed the continued interference
with maritime shipping as a potential threat and argued that sea lane security was a matter of
life and death to Japan.
10
Tis perception of SLOC vulnerability was reinforced by the rise of
maritime piracy in East Asia. Southeast Asia emerged as the most piracy-prone region in the
world, witnessing 501 attacks in 1991, predominantly in the Malacca and Singapore straits.
11
Te second reason was institutional. As an island state, Japans navy had developed the status
of primus inter pares among the three branches of the Self-Defence Forces (SDF). Te MSDF
had undergone a dramatic modernization efort to meet the objective of defending shipping as
far as 1,000 nm of Japans shores. Tis justifcation for improved naval capabilities remained a
prominent theme in Japanese defense circles. Defense publications did not abandon the possibility
of Russian interference with Japanese shipping until the mid-1990s, despite the atrophy of the
Russian Far East feet afer the Cold War.
12
Te Higuchi Report is credited with maintaining the
bulk of the MSDF force structure despite pressure to downsize. In the context of debates over
Japans postCold War security policy, several constituencies pushed for a more active Japanese
defense posture, either as a peacekeeping nation or as a normal military power.
13
Furthermore,
the MSDF and Japan Coast Guard (JCG) stood to beneft from the perpetuation of the SLOC
defense mission. According to one author, these institutions helped ensure that postCold War
issues such as piracy were interpreted through a security lens for popular consumption.
14
A third reason is that Japan was increasingly viewed as a victim of piracy. As attacks became
more frequent during the 1990s, the threat of piracy was perceived as one that disproportionately
afected Japanese shipping interests and, more importantly, Japanese people. Te hijacking of
the Japanese-owned Alondra Rainbow shortly afer leaving Indonesia was a watershed event for
7
Japanese Defense Agency, Defense of Japan 1983 (Tokyo: Japanese Defense Agency, 1983), 76.
8
Aaron L. Friedberg, Ripe for Rivalry: Prospects for Peace in a Multipolar Asia, International Security 18, no. 3 (Winter 1993/94): 533.
9
Richard K. Betts, Wealth, Power, and Instability: East Asia and the United States afer the Cold War, International Security 18, no. 3
(Winter 1993/94): 3477.
10
Higuchi Report, quoted in Euan Graham, Japans Sea Lane Security 19402004: A Matter of Life and Death? (London: Routledge, 2006), 177.
11
Peter Chalk, Grey-Area Phenomena in Southeast Asia: Piracy, Drug Trafcking and Political Terrorism, Canberra Papers on Strategy and
Defence, no. 123 (Canberra: Strategic and Defence Studies Centre, Australian National University, 1997), 28.
12
Graham, Japans Sea Lane Security, 175.
13
Tese views are surveyed in Richard J. Samuels, Securing Japan: Te Current Discourse, Journal of Japanese Studies 33, no. 1 (Winter 2007):
12552.
14
John F. Bradford, Japanese Anti-Piracy Initiatives in Southeast Asia: Policy Formulation and the Coastal State Responses, Contemporary
35
Japanese threat perceptions.
15
Te ship was hijacked in October 1999, and the Japanese captain
and chief engineer were among the seventeen member crew that was cast overboard and lef to
drif. Te vessel was later found in waters of India under a Belizean fag and diferent name.
16

Attacks like this, and the resultant media attention, raised the profle of piracy issues in Japan.
A fnal impetus for Japans preoccupation with SLOC security was the emergence of China,
particularly the mounting threat posed by Chinas growing military and naval ambitions.
Suspicions of Chinese state-sponsored piracy attacks in the East China Sea in the early 1990s gave
way to more concrete concerns that China sought to project power beyond the Japanese islands
into the Pacifc Ocean. One side efect of Chinas ambitions to control the frst island chain is
that the area includes the bulk of the sea lanes used by Japan. First articulated in the mid-1990s,
this issue is now raised in defense publications as a source of concern for Tokyo.
17
Furthermore,
according to a prominent Japanese think tank, Japans activism on sea lane security, particularly
its overtures to member states of the Association of Southeast Asian Nations (ASEAN), refected
its desire to be perceived as a regional leader at the expense of China.
18
Japans Eforts to Combat Maritime Piracy
As a result of these pressures, Japan embarked on a concerted efort to combat piracy in
Southeast Asia, with a focus on the Malacca and Singapore straits. Spurred by the public outcry
following the Alondra Rainbow incident, the governments eforts were initially ambitious, state-
centric, and clumsy. Tese were tempered by the reluctance of the coastal states to admit that
there even was a piracy problem in Southeast Asia, much less that this problem required a solution
imposed from the outside.
Prior to 1999, the bulk of Japanese anti-piracy eforts focused on Track II initiatives to raise
awareness of piracy as well as encourage private sector assistance to improve navigation safety.
Following the Alondra Rainbow afair, Prime Minister Keizo Obuchi proposed joint JCG patrols
with coastal states with the aim of eventually forming a regional coast guard force. Te proposal
was initially well received but collapsed as coastal states remained reluctant to accept foreign
interference in their territorial waters. Perhaps as a symptom of regional power jockeying, Beijing
also resisted the idea. One Chinese delegate at a regional anti-piracy conference wondered why
joint patrols of the straits were necessary at all.
19
Japan subsequently opted for a less direct path,
using bilateral and multilateral collaboration with coastal states to provide technical assistance
and to facilitate information-sharing and capacity-building. While piracy remained hostage to
Chinese opposition at ASEAN-related meetings, Japan concluded bilateral agreements on anti-
piracy training exercises with a host of regional states. Te JCG was the lead organization and has
held training exercises with two or more Southeast Asian states, as well as with India, every year
15
Takashi Ichioka, Trafc Pattern, Safety, and Security in the Straits of Malacca, in Asian Energy Security: Te Maritime Dimension, ed.
Hongyi Lai (New York: Palgrave Macmillan, 2009), 173.
16
Tis description draws on Graham, Japans Sea Lane Security, 187; and Bradford, Japanese Anti-Piracy, 486.
17
Shigeo Hiramatsu, Chinas Naval Advance: Objectives and Capabilities, Japan Review of International Afairs 8, no. 2 (Spring 1994):
11832; and Japanese Defense Agency, Defense of Japan 2006 (Tokyo: Japanese Defense Agency, 2006), 4849.
18
Southeast AsiaToward a New Unity, in East Asian Strategic Review 2003, ed. National Institute for Defense Studies (Tokyo: National
Institute for Defense Studies, 2003), 213.
19
Bradford, Japanese Anti-Piracy, 48991.
36
since 2000.
20
Japan hosts ofcers from regional navies and coast guards at its coast guard academy
and training school.
Building on these bilateral moves, in January 2002 Prime Minister Koizumi Junichiro proposed
an ambitious multilateral plan to address regional maritime security. Japanese academics
had previously proposed variations of multilateral initiatives under the auspices of the ocean
peacekeeping concept that was advanced by the National Institute of Defense Studies in 1996. Te
concept called for joint JCG patrols with coastal state forces, which was particularly ambitious
in light of the restrictive interpretation of Japans constitution at the time. Koizumis proposal
called for a further strengthening of cooperation between the JCG and regional enforcement
bodies and was accentuated by a perceived link between terrorism and piracy at the time. Te
Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia
(ReCAAP) was signed by the ASEAN +3 states as well as by Bangladesh, India, and Sri Lanka.
ReCAAP called for the establishment of an information sharing center (ISC), which was set up in
Singapore in 2004.
21
Te ISC is tasked with the collection, analysis, and dissemination of reports of
incidents of piracy in the region. ReCAAP is a truly multilateral initiative; it has been the subject of
two resolutions in the UN General Assembly as well as two meetings of the International Maritime
Organizations (IMO) Maritime Safety Committee.
Coastal states have received Japanese initiatives with mixed feelings. Singapore has by far been
the most amenable, whereas Malaysia and Indonesia have been more cautious.
22
Neither of the
latter states has ratifed ReCAAP, for instance. According to one scholar this is because neither
party trusts Singapore to the extent that it is willing to share information and because Indonesia
felt slighted that the ISC was based in Singapore.
23
As a result of this mistrust, coastal states have
been far more receptive to bilateral aid designed to improve navigation safety and build capacity.
Te central concern for coastal states is the perception of external interference into what they
perceive as a domestic issue. As will be illustrated below, piracy is a product of weaknesses in
governance in coastal states compounded by uneven economic development. Furthermore, from
an enforcement standpoint, the Malacca and Singapore straits pass through the territorial waters
of the three coastal states, and no party was willing to accept the presence of foreign authorities
within its sovereign waters. Indeed, the three states did not begin the joint policing operations that
would become the Malacca Strait Patrols (MSP) until the U.S. Pacifc Command proposed its own
Regional Maritime Security Initiative (RMSI), which the coastal states perceived as cover for U.S.
patrols of their waters.
24

A second concern for coastal states is being caught up in the growing geopolitical maneuvering
between China and Japan. Tough initially hostile to Japans maritime security initiatives, China
has recently become more attuned to its own Malacca dilemma; 80% of Chinas oil imports travel
through the Malacca Strait, as does a signifcant portion of the trade that drives the countrys
economic growth. Chinas concerns over the security of the strait also have a strategic dimension,
given Beijings concerns about a U.S. blockade of Chinese sea lanes and delimitation disputes
with neighboring countries. According to one analyst, it is difcult to separate, from a strategic
20
21
John F. Bradford, Te Growing Prospects for Maritime Security Cooperation in Southeast Asia, Naval War College Review 58, no. 3 (2005): 69.
22
23
Ian Storey, Securing Southeast Asias Sea Lanes: A Work in Progress, Asia Policy, no. 6 (July 2008): 115.
24
Joshua Ho, Te Security of Sea Lanes in Southeast Asia, Asian Survey 46, no. 4 (July/August 2006): 571.
37
standpoint, Chinese concerns over Malaccan security from the ongoing legal status of two nearby
maritime regions, the South China Sea and the East China Sea.
25
Consequently, all three coastal
states are wary of the geopolitical consequences of regional power games.
26
Tese concerns
exacerbate the inherent confict of interest between coastal states and user states.
27
Despite these fts and starts, there is evidence that piracy in the Malacca and Singapore straits
is waning. Furthermore, it appears that Japanese initiatives like ReCAAP bear some responsibility
for this trend. In light of the resistance from coastal states to direct Japanese participation in
patrols, the bulk of governmental assistance from Japan has been in the areas of capacity-building.
ReCAAP, for instance, is designed to raise awareness of piracy threats. Likewise, through
considerable ofcial development assistance (ODA) outlays to Southeast Asian countries, Japan has
sought to build capacity in other areas. Funded by grant aid under the Program for Cooperation on
Counter-Terrorism and Security Enhancement, Japan gave 1,921 million yen to Indonesia for three
patrol vessels in June 2006; 609 million yen to upgrade maritime security communication systems
in the Philippines; and 476 million yen to Malaysia to enhance maritime security in Malaysia in
January 2008.
28
Tis aid was followed by a grant of 5,573 million yen to upgrade the vessel trafc
system to collect data on trafc patterns in the Malacca Strait.
29
Likewise, in 2007, Japan trained
two thousand Philippine coast guard ofcials in various aspects of maritime security operations,
which included combined exercises with the JCG.
30
Japans capacity-building eforts have clearly contributed to the reduction in the number of
piracy attacks in the Malacca and Singapore straits. According to one scholar, however, the 2004
Boxing Day tsunami that devastated much of Southeast Asias coastlines, including known pirate
havens in places such as Aceh, bears as much responsibility.
31
Tat a natural disaster could have
such a profound efect on the incidence of piracy is a reminder that the roots of piracy are on land
rather than at sea. Indeed, others have pointed out that the efect of the MSPs has been to drive
pirates into other waters in Southeast Asiahence, the rise of pirate attacks in the South China
Sea.
32
Tese trends indicate a further area where Japan could pursue a broader anti-piracy role.
What More Can Japan Do?
Maritime security specialists widely accept that the next step in the fght against piracy is to
shif from treating the symptoms of piracyattacks on vessels in ports or at seato fghting the
root causes of piracy on land. Piracy results from the nexus of several factors, including a populace
that is disenfranchised and marginalized from the mainstream state identity, experiences a high
degree of socio-economic imbalance, lives proximate to a busy international waterway, and is of a
25
Marc Lanteigne, Chinas Maritime Security and the Malacca Dilemma, Asian Security 4, no. 2 (May 2008): 154.
26
Storey, Securing Southeast Asias Sea Lanes, 12425.
27
Nazery Khalid, With a Little Help from My Friends: Maritime Capacity-Building Measures in the Straits of Malacca, Contemporary
28
Ministry of Foreign Afairs, Japans International Counter-Terrorism Cooperation (Tokyo, October 2007), 7.
29
Khalid, With a Little Help from My Friends, 432.
30
Ministry of Foreign Afairs, Japans ODA White Paper 2008: Japans International Cooperation (Tokyo, March 2009), 92.
31
Catherine Zara Raymond, Piracy and Armed Robbery in the Malacca Strait: A Problem Solved? Naval War College Review 62, no. 3
(Summer 2009): 3142.
32
Vijay Joshi, Ship Attacks in South China Sea Hit Five-Year High, Associated Press, September 22, 2009.
38
seafaring nature.
33
Most ofen, the state is incapable of addressing these issues because of weaknesses
in governance, endemic corruption, and fnancial constraints. Indonesia is particularly striking
in this regard. According to published feldwork from the Riau Islands, a lack of opportunity in
the fshing industry compounded by failed industrialization projects has created a core of young
underemployed men with knowledge of the sea and easy access to passing ships. Local ofcials
are either poorly equipped to combat pirates or complicit in their activities. In particular, a sense
of frustration that the benefts of the Asian miracle have passed the region by fuels the feeling
of marginalization.
34
Addressing the root of the piracy problem, therefore, will have the greatest
ultimate value in terms for improving capacity and countering piracy.
35

With this in mind, this essay proposes that Japan directly target ODA funding to reduce
poverty, improve governance, and address human security challenges in known pirate havens
in Southeast Asia. Such an efort would not run into coastal state resistance on the grounds of
national sovereignty; these states are already among the leading recipients of Japanese ODA. If
applied simultaneously to pirate havens in Indonesia, the Philippines, and Malaysia, the approach
could address the rise of pirate attacks elsewhere in Southeast Asian waters, away from the strength
of enforcement measures. Tough most capacity-building measures noted above have come from
ODA funding, it remains unclear what funding, if any, has targeted poverty reduction in known
pirate havens. Tese include coastal communities in Sumatra, the southern Philippines, and the
Riau Islands.
Addressing the roots of piracy is broadly consistent with the aims of Japans ODA charter. As
one analyst has pointed out, piracy is ultimately a human security issue.
36
Anti-piracy eforts thus
dovetail with the ODA charters human security focus. Although ODA has traditionally been
understood as a mechanism for the pursuit of Japanese commercial or geo-economic interests,
the Ministry of Foreign Afairs has recently adopted a more humanitarian approach to the
dispersal of grant aid with the aim of reducing the economic disparities among ASEAN states.
37

However, while in a general sense Japans ODA to Indonesia, the Philippines, and Malaysia is
clearly aimed at reducing national poverty, it is unclear whether these programs are targeted at
areas that would afect the piracy labor pool.
38
Tere is certainly recognition in Japan that socio-
economic challenges lie at the heart of piracy. Speaking in April 2000, Tetsuma Esaki, senior state
secretary for foreign afairs, argued that factors such as poverty and high unemployment rate
lie in the background of maritime armed robberies in Asia.
39
According to a policy statement
from December 2001, Japan pledged support for poverty countermeasures in the regions where
incidents of piracy take place frequently.
40
33
Adam J. Young, Contemporary Maritime Piracy in Southeast Asia: History, Causes and Remedies (Singapore: Institute of Southeast Asian
Studies, 2007), chap. 3; and Eric Frcon, Te Resurgence of Sea Piracy in South-East Asia (Calcutta: Sampark, 2006), chap. 2.
34
Eric Frcon, Piracy and Armed Robbery at Sea in Southeast Asia: Initial Impressions from the Field, in Piracy, Maritime Terrorism and
Securing the Malacca Straits, ed. Graham Gerard Ong-Webb (Singapore: Institute of Southeast Asian Studies, 2006), 6883.
35
John F. Bradford, Shifing the Tides against Piracy in Southeast Asian Waters, Asian Survey 48, no. 3 (May/June 2008): 488.
36
Graham Gerard Ong-Webb, Conclusion: Building Upon the Research Agenda, in Ong-Webb, Piracy, Maritime Terrorism and Securing the
Malacca Straits, 247.
37
Dennis D. Trinidad, Japans ODA at the Crossroads: Disbursement Patterns of Japans Development Assistance to Southeast Asia, Asian
Perspective 31, no. 2 (2007): 95125.
38
Tis term is from Young, Contemporary Maritime Piracy, 57.
39
Opening Speech by Mr. Tetsuma Esaki, Senior State Secretary for Foreign Afairs: Regional Conference on Combating Piracy and Armed
Robbery against Ships, Ministry of Foreign Afairs, April 27, 2000, http://www.mofa.go.jp/policy/piracy/speech0004.html.
40
Present State of the Piracy Problem and Japans Eforts, Ministry of Foreign Afairs, December 2001, http://www.mofa.go.jp/policy/piracy/
problem0112.html.
39
However, it remains unclear what became of this program. Japans 2009 white paper on ODA
notes that the countrys eforts to counter piracy are aimed at strengthening maritime policing
capacity of coastal states, stabilizing the situation in Somalia, enhancing information sharing,
and developing human assistance.
41
Tese are consistent with the capacity-building eforts in
Southeast Asian states noted above; such eforts are not aimed at the sources of piracy on land.
Based on available data compiled from the Ministry of Foreign Afairs and the Embassy of Japan
in Indonesia and the Philippines, it is unclear whether addressing the root causes of piracy is a
priority of Japans ODA policy. ODA projects that build capacity to police maritime piracy,
increase maritime awareness, and improve communication in the Malacca and Singapore straits
strengthen enforcement measures but do not address root causes.
42
In 2003, 5,567 million yen
was earmarked for the installation of the Global Maritime Distress and Safety System and the
Automatic Identifcation Systeman important capacity-building measure but not one that is
aimed at the sources of piracy.
43
Eforts that could be interpreted as addressing root causes include
money to reform the Indonesian National Police and to upgrade security at airports and seaports.
In 2000, 7,669 million yen was allocated for the education of Indonesian seafarers, but this project
was located in Central Java and South Sulawesi, which are not known pirate havens.
It is thus unclear what percentage of Japans considerable ODA budget is earmarked to reduce
poverty and address governance challenges in pirate havens such as the Riau Islands and the
coastal communities of Sumatra. For instance, the ODA website for the Embassy of Japan in
Indonesia does not list any development aid projects targeting the Riau Islands, South Sumatra,
Jambi, or the province of Riau itself that appear to alleviate poverty, address unemployment, or
otherwise alleviate the nexus of factors that give rise to piracy. Most projects focus on improving
infrastructure or promoting technical cooperation. Governance support has explicitly been
identifed in North Sumatra under the Human Resource Development for Local Governance,
which reinforces governance structures and combats corruption. Likewise, the comprehensive list
of projects targeted at Aceh clearly indicates an efort to build state capacity, alleviate poverty,
and provide training.
44
Tis is unsurprising in light of the ongoing peace process in that region.
One reason for the inconsistent labeling of ODA projects may be administrative. Projects labeled
development policy loans, described as promoting macro-economic stability and supporting
anti-corruption eforts, are nation-wide, co-fnanced by the World Bank, and distributed by the
Ministry of Finance in Jakarta. Terefore, such loans may not be identifed on a provincial basis,
which makes it difcult to ascertain whether funds are being used in pirate havens. Nevertheless,
there has been a marked reduction in Japans rhetorical commitment to addressing the roots of
piracy in Southeast Asia. Speaking at an anti-piracy conference in September 2006 Akio Suda,
ambassador in charge of international counter-terrorism cooperation, emphasized enforcement
mechanisms rather than poverty reduction in Japans counter-piracy strategy.
45
By contrast, a
survey of the countrys anti-piracy initiatives in the Gulf of Aden reveals plans for a more balanced
approach to combating piracy.
41
Ministry of Foreign Afairs, Japans ODA White Paper 2009: Japans International Cooperation (Tokyo, March 2010), 65.
42
See Japans ODA Data by Country: East Asia, Ministry of Foreign Afairs, http://www.mofa.go.jp/policy/oda/data/index.html.
43
Embassy of Japan in Indonesia, Ofcial Development Assistance from Japan to Indonesia, http://www.id.emb-japan.go.jp/oda/en/index.htm.
44
Ibid.
45
Ministry of Foreign Afairs, Basic Policy of Japans Contributions and Cooperation in the Straits of Malacca and Singapore, September 18,
2006, http://www.mofa.go.jp/policy/terrorism/state0609.html.
40
Japans posture toward piracy in the Gulf of Aden contains both capacity-building and
root-cause dimensions. On the enforcement side, Japan deployed MSDF vessels and aircraf to
escort the nearly two thousand Japanese vessels that transit these waters annually. Following the
implementation of the Anti-Piracy Measures Law in June 2009, MSDF vessels escorted ships of all
fags. Japan has also made a commitment to ameliorating the root causes of poverty in the region.
According to then prime minister Aso Taro, Japan isexpending its utmost eforts in support
for security and peoples livelihoods as a means of remedying the underlying issuesTis includes
the restoration of security, job creation and improvement of the humanitarian situation.
46
In
ODA terms, this has meant funding for capacity-building and maritime security eforts in Yemen
and Djibouti as well as humanitarian aid to Somalia.
47
Indeed, the $67 million provided to the
Somalia Transitional Federal Government was earmarked for security, and 3.6 billion yen is to be
divided between IMO capacity-building measures, such as the establishment of a piracy reporting
center in Kenya, and support for the African Union peacekeeping operation in Somalia.
48
In 2006,
Japanese grant aid to Somalia amounted to 360 million yen through the World Food Program.
49

Tokyo clearly views state-building as part of the regional maritime security project in Africa.
For example, Japans ODA plan for Yemen includes basic and vocational educational programs,
agriculture and clean water assistance, and coast guard training.
50
Te author was unable to fnd
explicit evidence of similar programs in known pirate havens in Southeast Asia.
51
Conclusion
Tis essay has argued that while Japan has done a great deal to provide for the maritime
security of Southeast Asia, the bulk of the countrys eforts have been aimed at treating the
symptoms of piracy through capacity-building initiatives to improve the enforcement of coastal
state jurisdiction. Tis indirect approach is a product of coastal states concerns about violations
of national sovereignty. Combined with the resolve on the part of these coastal states to combat
piracy, such eforts have led to a reduction in the incidence of piracy in the Malacca Strait.
However, piracy is on the rise elsewhere along the SLOCs to Japan. Te essay has argued that one
way for Japan to resolve this issue without interfering in the sovereignty of coastal states would be
to address the sources of piracy. By earmarking ODA for poverty-alleviation schemes, employment
generation, and state-building in known pirate havens, such as the Riau Islands, coastal Sumatra,
and the southern Philippines, Japan could further reduce the incentive structure that makes piracy
appealing.
52
Tis appears to be Japans approach in the Gulf of Aden.
Whether such initiatives are feasible for Japan, particularly in an era of fscal austerity, remains
to be seen. Directly combating poverty and building governance in pirate havens is a long-term
46
Aso Taro, Japans Diplomacy: Ensuring Security and Prosperity (address to the Japan Institute of International Afairs, Tokyo, June 30, 2009).
47
See Japans ODA: Rolling Plan for Djibouti, Ministry of Foreign Afairs, April 2009, http://www.mofa.go.jp/policy/oda/rolling_plans/
region/djibouti.pdf.
48
Japans Actions against Piracy Of the Coast of Somalia, Maritime Security Policy Division, Ministry of Foreign Afairs, 2009.
49
Japans ODA Data by Country: Somalia, Ministry of Foreign Afairs, http://www.mofa.go.jp/policy/oda/data/pdfs/somalia.pdf.
50
Japans ODA Rolling Plan for Yemen, Ministry of Foreign Afairs, June 3 2009, http://www.mofa.go.jp/policy/oda/rolling_plans/region/
yemen.pdf.
51
Tis does not include the ODA funds for peace-building initiatives in Mindanao and Aceh.
52
Not all pirates may be bought in this way, particularly political pirates. See Stefan Eklf Amirell, Political Piracy and Maritime Terrorism:
A Comparison between the Straits of Malacca and the Southern Philippines, in Ong-Webb, Piracy, Maritime Terrorism and Securing the
Malacca Straits, 5267.
41
project and may not survive internal audits in the context of declining ODA funds. It may also
be the case that such initiatives are simply not a sound investment. Aside from the crippling
efect of the 2004 tsunami, the dramatic progress made in combating piracy has occurred on the
enforcement side.
53
Indeed, Indonesia itself has made impressive progress in its eforts to combat
piracy through increased patrols and intelligence-gathering operations in coastal communities.
Tough the cost of piracy is difcult to ascertain, it appears unlikely that costs will become so
prohibitive as to undermine global trade or present an existential threat to the Japanese economy.
In an era of belt tightening, eforts to address the root causes of piracy through poverty-alleviation
schemes and improved governance may not be worth the cost. Although such a perspective risks
complacency, particularly if economic conditions in coastal communities were to worsen as a
result of the global recession, the alternative may simply be more than user states such as Japan are
willing to pay.
53
Ian Storey, Calming the Waters in Maritime Southeast Asia, East-West Center, Asia Pacifc Bulletin, no. 29, February 18, 2009.
43
NEIL A. QUARTARO is an attorney with Watson, Farley & Williams (New York) LLP
and an Adjunct Professor at Columbia Universitys School of International and
Public Relations. He can be reached at <nquartaro@wfw.com>.
NOTE Te views expressed herein are solely those of the author.
Te Challenges of the Jolly Roger:
Industry Perspectives on Piracy
Neil A. Quartaro
EXECUTIVE SUMMARY
Tis essay presents viewpoints from nonstate stakeholders in the marine transportation
system regarding the problem of piracy in the Gulf of Aden (GOA) region compared to
piracy in the Strait of Malacca.
MAIN ARGUMENT
Although the concerns of individual actors within each group of stakeholders may
vary, there is a growing consensus that the response to piracy in the GOA region must
be signifcantly more robust than the response to piracy in the Strait of Malacca. Part of
this growing consensus stems from the difering nature of the GOA attacks, which impose
signifcantly higher costs on vessel owners, charterers, and crew members than attacks in the
Strait of Malacca. Further fueling the belief that stakeholders must take aggressive action is
the fact that providing armed security details to vessels transiting the GOA region has proven
very efective, with no such vessels having been captured. However, the Strait of Malacca
experience does provide some useful lessons that apply to piracy in the GOA, most notably
the creation of a central information center to coordinate between commercial vessels and
military assets in the area and the involvement of local states to assist in preventing attacks
and punishing attackers where feasible
POLICY IMPLICATIONS
If ships carrying armed security details continue to avoid capture, this practice is likely to
become a standard security response for many vessels transiting the GOA. However, the
presence of armed guards raises many public policy issues, including the unintentional
importation of armed guards weapons into jurisdictions where these weapons are not
permitted; the potential to increase the level of violence used to capture a vessel; and the
legality of an armed response by private persons in international waters.
If stakeholders in the marine transportation system respond aggressively and proactively
to the threat of piracy in the GOA, national governments with military assets deployed
in the area are likely to continue the current high level of engagement. However, these
responses are essentially prophylactic in nature, given that they do not address the root
cause of the problem, which is the failure of Somalia to function as a normal state.
Assuming that the current high level of coordination between stakeholders and
information sharing centers created by nation-states continues, the ability to prevent
and deter attacks in the GOA region will likely continue to improve. Somali pirates are
aware of this coordination and its resultant success and are responding by attacking ships
farther away from Somalia. Tis raises the specter of Somali-organized pirate attacks in
waters far from Somalia, thereby diluting the efectiveness of the current response.
45
THE CHALLENGES OF THE JOLLY ROGER u QUARTARO
P
iracy is not a new problem for maritime commerce, though it has been rare in modern
times. Yet there has been a recent upswing in attacks, commencing in the mid-1990s with
ship boardings and robberies in the Strait of Malacca region and continuing today, most
notably of Somalia. Piracy has many forms, and so there are varying defnitions. One of
the broader defnitions, supplied by the International Maritime Bureau (IMB), is that piracy is the
act of boarding any vessel with an intent to commit thef or any other crime, and with an intent or
capacity to use force in furtherance of that act,
1
which is a suitable defnition for this article.
To put the piracy problem in perspective, over 400 attacks took place worldwide in 2009, with
217 in the Gulf of Aden (GOA) of Somalia. South America saw 37 reported attacks, while Nigeria
had 28 attacks. Indonesia and the South China Sea accounted for another 28 attacks, while the
Strait of Malacca saw only 2. Te attacks of Somalia have been particularly troublesome, ofen
involving the hijacking and ransom of the victim ship. Nearly 700 crew members were taken
hostage in the GOA in 2009, a record for the region. An unknown amount, but certainly in excess
of $20 million, was paid in ransom to pirates based in Somalia to free these vessels and hostages.
Te international security response to these predations in the GOA has been the deployment
of naval forces from a number of countries and coalitions, including the North Atlantic Treaty
Organization (NATO) and the European Union. Commercially, many vessel owners and operators
have responded by taking more robust measures to deter the boarding of their vessels, to the point
of employing armed guards in some instances. Te combination of these responses has pushed the
pirates further out to sea, with the result that attacks have occurred over a thousand kilometers
(km) from the Somali coast, far out in the Indian Ocean. Such a large geographic area is difcult
to patrol, especially for the ubiquitous small fshing vessels that Somali pirates tend to use as
motherships for their attacks.
With over 20,000 vessels a year transiting the GOA, the piracy problem in this area poses a
signifcant threat to international commerce. A comparison can be drawn with piracy in the Strait
of Malacca region, which is also a very important strategic waterway. In that case, the cooperation
of the neighboring states was crucial to reducing the number of incidents and restoring a measure
of peace to the waterway. As this essay explores, there are signifcant structural diferences between
the two situations, but this should not preclude looking to the Strait of Malacca experience for
important guidance in reducing piracy in the GOA region.
Stakeholders in the marine transportation system have responded in various ways to the
problem of GOA piracy. Tis essay also ofers a canvas of the responses of certain non-stakeholders
to the GOA situation and compares some of these responses to those in the Strait of Malacca.
Key Nonstate Stakeholders in the Global Marine Transportation System
Tere are numerous stakeholders in addition to nation-states in the international marine
transportation system. Given the disparate threats posed by piracy to these interests, it is perhaps
1
PiracyTe East Africa/Somalia Situation, Oil Companies International Marine Forum (OCIMF), 2009, 1. Another useful and widely
referenced defnition is provided by Article 101 of the 1982 United Nations Convention on the Law of the Sea (UNCLOS):
Piracy consists of any of the following acts: (a) any illegal acts of violence or detention, or any act of
depredation, committed for private ends by the crew or the passengers of a private ship or a private aircraf,
and directed: (i) on the high seas, against another ship or aircraf, or against persons or property on board
such ship or aircraf; (ii) against a ship, aircraf, persons or property in a place outside the jurisdiction of
any State; (b) any act of voluntary participation in the operation of a ship or of an aircraf with knowledge
of facts making it a pirate ship or aircraf; (c) any act inciting or of intentionally facilitating an act
described in sub-paragraph (a) or (b).
46
unsurprising that stakeholders do not have a common level of concern in addressing the issue or
taking measures to avoid piracy incidents. Moreover, each stakeholder in the international marine
transportation system actually comprises a number of individual interests and thus has a range of
concerns and issues regarding piracy.
For the purpose of this paper, the nonstate stakeholders in the international marine
transportation system include (1) vessel owners and operators, (2) charterers and cargo interests,
(3) crew, and (4) protection and indemnity clubs and marine insurance. Although this list is by no
means exhaustive, each of these stakeholders can fairly be defned as a commercial stakeholder
in reference to their underlying pecuniary motivation for involvement in the international marine
transportation system (which is diferent than the underlying national security and strategic
concerns that primarily motivate nation-states). In addition to these commercial stakeholders, all
of whom have existed in some form for millennia, is a relative newcomer, the private security
company (PSC). In their most typical seafaring role, PSCs provide armed guards, usually former
military servicemen, for vessels transiting areas where the risk of piracy is high, especially the
GOA area of the coast of Somalia. Many PSCs are currently actively providing security services,
in particular, to shipowners.
The Strait of Malacca Experience
Piracy in the postWorld War II era has been exceedingly rare until recently. Tat said, post
World War II incidents can be divided into two basic types: robbery of the target vessels supplies
and the hijacking of an entire vessel, cargo, and crew for ransom. Te former type has probably
always existed and likely always will. Ports, by their nature, tend to be somewhat lawless places
that are difcult to police with so many people, vessels, and goods constantly coming and going.
Ships at anchor in or near port ofer an opportunity for suitably minded locals to illicitly board
and steal whatever can be had, and robberies are common in countries such as Nigeria, Brazil, the
Philippines, and Indonesia.
In particular, ship robbery has been endemic in Southeast Asia, with certain exceptions such
as Singapore. Tis is notable because Singapore sits at the bottom of the Strait of Malacca, a long
and narrow body of water also bounded by Malaysia and Indonesia that functionally separates the
Indian Ocean from the Pacifc. Well over 50,000 commercial vessels per year transit the Strait of
Malacca, and it has been estimated that a quarter of the worlds goods traded by water go through
this area. Te Strait of Malacca is widely considered one of the most strategically important
maritime chokepoints in the world. It is thus somewhat ironic that the more pernicious form of
modern piracy, involving the boarding and hijacking of vessels, began its resurgence in this highly
sensitive waterway.
Beginning in the 1990s, a series of attacks took place in the Malacca Strait that involved the
attacking pirates coming alongside in small boats and boarding vessels underway. Once aboard,
the pirates restrained the crew and stole whatever they could, usually focusing on the captains
safe. Japan, which receives a large portion of its energy supplies through the Strait of Malacca,
took the lead in establishing regional cooperation to combat this problem. Tis efort resulted in
the 2004 Regional Cooperation Agreement on Combating Piracy and Armed Robbery against
Ships in Asia (ReCAAP) between the 10 members of the Association of Southeast Asian Nations
(ASEAN) and Japan, China, the Republic of Korea, India, Sri Lanka, and Bangladesh. ReCAAP
47
calls for cooperation among member countries, based on three main pillars of information
sharing, capacity building and operational cooperation, with information sharing as the main
pillar.
2
To this end, ReCAAP established the Information Sharing Center (ISC) in Singapore. Te
ISC has proven efective in coordinating responses to piracy reports, and the ReCAAP agreement
has been credited with reducing piracy in the Strait of Malacca region.
In recent months, an increased number of piracy incidents have occurred just outside the Strait
of Malacca in the area east of Malaysia. Tese attacks exhibit the pattern typical for the area,
with vessels boarded by knife-wielding pirates while underway, cash and valuables stolen, and
the vessel then abandoned back to the crew. Tese incidents have largely involved tugboats and
tows, which present particularly easy boarding targets due to their low freeboard and slow speeds.
Tere have also recently been robberies of more sizable ocean-going vessels: on April 7, 2010, the
17,000 deadweight tons (dwt) MV Teresa Libra was boarded and robbed while underway; and
on April 9, 2010, a cape-sized bulker, MV Star Ypsilon, was boarded and robbed. Tese incidents
highlight an increase in attacks in the region, particularly of Indonesia, where eight vessels
reported attacks in the frst quarter of 2010, compared to just one in 2009.
Piracy in the Gulf of Aden Region Compared to the Strait of Malacca
Te most immediate diference between piracy in the GOA and the Strait of Malacca is of
course the presence of a failed nation-state, Somalia. Te lack of central authority and the rule
of law along the majority of Somalias lengthy, rugged coastline is ofen cited as the root cause
of piracy in the GOA, as well as the primary reason that such activities cannot be stopped.
Although Somalias neighbors have largely been as cooperative as their means allow, the GOA
is a vast physical area of open ocean that is beyond the means of any or all the countries in East
Africa to efectively control.
Tis is fundamentally diferent from the situation in the Strait of Malacca in the 1990s or
now. Tere, all the neighboring states have functioning governments, albeit with diferent levels
of resources and ability to control the strait and its environs. Certainly, the writ of Jakarta or
Kuala Lumpur may not always be present in the more remote areas at all times, but both those
central governments are perfectly capable of extending their authority at any time they choose.
Additionally, the geographic area of coverage is smaller and thus more conducive to patrolling with
the smaller vessels typical of the Indonesian, Malaysian, and Singaporean militaries. In contrast,
the GOA area covers over one million square miles, most of it open ocean, rendering the region
hard to efectively police.
Another key diference between piracy in the two areas is the nature of the attacks. While
both Somali pirates and some of the attackers in the Strait of Malacca boarded and took control
of vessels while they were underway, the Southeast Asian experience has been largely limited to
robbery of the ships stores and the contents of the masters safe (which usually contains cash).
Occasionally cargo has been taken, and in a few cases the entire ship disappeared, but these have
been the exceptions rather than the norm. In the GOA incidents, the entire object of piracy is
usually to take control of the ship, crew, and cargo for a prolonged period of time in order to
negotiate a ransom.
2
Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP), adopted in Tokyo, November
11, 2004, and entered into force September 4, 2006, available at http://www.recaap.org/about/pdf/ReCAAP%20Agreement.pdf.
48
Piracy in the GOA is also quite fuid and dynamic compared to elsewhere. Te presence of a
large naval force ofshore of Somaliaincluding vessels tasked by the EUs Operation Atalanta,
NATOs operation Ocean Shield, and other forces operating in the areahas clearly deterred
prospective attacks, halted some that were underway, and allowed some captured vessels to be
recovered. Tis military presence has forced Somali pirates to change tactics, most notably by
heading out farther from shore in order to prey on unsuspecting vessels. Spatial analysis of Somali
pirate activity in 2009 shows an ever-increasing number of attacks far from the immediate coast
of Somalia, with several vessels taken well over 1,200 km from the coast (and hence outside the
maritime patrol areas).
3

Politically, GOA piracy is afected by myriad factors not present in the Strait of Malacca region,
most notably the situation on the ground in Somalia. Te cooperation of the Somali transitional
federal government has largely been limited to allowing other forces to interdict pirates inside
Somali waters. In addition, the transitional government has a very limited capacity to take action
on its own, and its authority does not extend to the areas where the pirates are based. Fortunately,
the government has invited foreign forces to assist in preventing piracy emanating from Somalia,
with the practical result that the UN Security Council has authorized foreign forces cooperating in
the fght against piracy to enter Somali waters.
4
Tere have been a number of incidents where such
intervention has occurred, ranging from active military intervention to simply positioning foreign
warships near captured vessels to ensure that the crew remains safe and the cargo is not ofoaded.
Complicating the cooperation of the Somali transitional government is the radical Somali
Islamist group al Shabaab. Al Shabaab has links to various Islamist groups identifed as terrorist
organizations, and is itself considered a terrorist organization. Although al Shabaab has publicly
stated that it will prevent piracy in areas under its control, the organizations relationship with the
various clans that engage in piracy is not clear. Notably, al Shabaab appears to have made recent
military gains that may allow it to control Harardhere, long a pirate-controlled town, the threat of
which apparently led pirates in that town to fee north to Hobyo along with three hijacked vessels
under their control.
5

Tese diferences should not, however, lead to the automatic conclusion that regional cooperation
agreements such as ReCAAP have no place in combating GOA piracy. In fact, countries in the
GOA region have looked to ReCAAP as a model for addressing certain issues already, such as for
defning what acts constitute piracy. Agreements similar to ReCAAP in the GOA region are likely
to assist in reducing and eliminating piracy in this area as much as possible and lend legitimacy to,
in particular, Western naval forces operating in a political environment where the colonial legacy
remains a sensitive topic. Kenyas acceptance of a number of piracy suspects for prosecution has
been a welcome example of such cooperation.
Further, although capacity and geographic issues in the GOA may prevent the regions littoral
states from stemming piracy on their own, a regional agreement may also add a moral imperative
to challenging Somali pirates. As the attack on MV Maersk Alabama demonstrated, many vessels
sailing close to the Somali coast are transporting food aid to East Africa. Recipients of this aid,
3
Analysis of Somali Pirate Activity in 2009, UN Institute for Training and Researchs Operational Satellite Applications Program (UNITAR/
UNOSAT), April 23, 2009, http://unosat-maps.web.cern.ch/unosat-maps/SO/Piracy/2009/UNOSAT_Somalia_Pirates_Analysis_
Q1_2009_23April09_v1.pdf.
4
See the following UN Security Resolutions: S/RES/1814 (2008); S/RES/1816 (2008); S/RES/1838 (2008); S/RES/1846 (2008); S/RES/1851
(2008); S/RES/1897 (2009); and S/RES/1918 (2010).
5
See, for example, Somali Militants Push toward Pirate Stronghold, Associated Press, March 16, 2010; and Seized Ships Flee Islamists,
Tradewinds, May 4, 2010.
49
which include Somalia, would be particularly good candidates for a regional agreement because
their national and humanitarian interest in safeguarding food shipments is unchallengeable and
makes them stakeholders in the safety and security of vessels in the GOA. While it may be too
much to ask these countries to contribute military or other resources, vocal criticism of the GOA
pirates and continued political support for anti-piracy operations would lend further legitimacy to
international eforts to address this problem.
At some level, there is already a signifcant level of regional cooperation. Te Code of Conduct
on the Suppression of Piracy and Armed Robbery against Ships in the Western Indian Ocean
and the Gulf of Aden (usually called the Djibouti Code of Conduct) was adopted by a regional
meeting on the issue as well as by many states in the area. Essentially, the Djibouti Code of Conduct
requires signatories to criminalize piracy and armed robbery against ships, to investigate incidents
when possible, and to prosecute alleged ofenders. Tough the ability of the signatories to capture
pirates in the GOA is limitedand the Djibouti Code of Conduct does not set up an information
center as ReCAAP doesthe idea is a good one. Capacity may improve to capture or accept pirates
for trial, and a good information sharing center already exists, so that an exact mirror of ReCAAP
would not be appropriate for the GOA region.
Tere are also the widely reported agreements with Kenya, under which the country has agreed
to prosecute pirates and imprison those convicted. A number of alleged pirates have been brought
to Kenya for this purpose, but Kenya announced in spring 2010 that its capacity to handle such
cases is limited to the pirates currently in custody, with the result that other countries, such as
the United States, have begun to prosecute alleged pirates under their national laws.
6
Kenyas
announcement also spurred international action, as a number of countries quickly authorized
funding Kenyas courts so that piracy prosecutions could continue under a fast track process.
7

From the perspective of commercial stakeholders in the marine transportation system, any
organized defense against piracy is probably a good thing, given that commercial stakeholders are
typically the frst line of defense when pirates attack.
Commercial Stakeholder Positions Regarding Piracy
Shipowners and Ship Operators
Te primary concerns of shipowners and ship operators are generally the continued generation
of revenue by their vessels and the safety of their assets. Te former concern may relate not
just to revenue generation but to the ability to satisfy underlying debt obligations, such as ship
mortgages. In the Strait of Malacca incidents, the robberies were typically short in duration, there
was seldom any threat that control of the vessels would be surrendered for more than a brief time,
and the monetary loss to the owner was usually low. For example, the April 7, 2010, attack on
MV Teresa Libra was typical of such an incident: pirates boarded the vessel and took cash from
the ships safe and valuables from crew before escaping afer roughly twenty minutes.
In contrast, a successful attack in the GOA usually removes a vessel from service for some
time, and entails signifcant operating and other costs in the interim, as well as an eventual
ransom payment in the millions of dollars. For example, the owner of the hijacked MV Amiya
Scan paid a $1 million ransom to Somali pirates, but incurred a total cost of over $5 million for
6
Kenya Ends Trials of Somali Pirates in Its Courts, BBC News, April 1, 2010, http://news.bbc.co.uk/2/hi/8599347.stm.
7
Kenya Opens Fast-Track Piracy Court in Mombasa, BBC News, June 24, 2010, http://www.bbc.co.uk/news/10401413.
50
intermediaries, lawyers, and the logistics of the money drop. Given the potentially high cost
to shipowners, and their access to resources, it is not surprising that many have reacted to the
threat in the GOA in a robust way.
Te most common response by shipowners appears to be the use of routes that avoid the Somali
coast and ofer some degree of cover from the various military forces deployed in the GOA. Many
vessels transiting the GOA are doing so as part of a voyage that takes them through the Suez
Canal, either en route to Europe or the Middle East and Asia. Accordingly, many of the incidents
reported prior to mid-2008 occurred in the waters between Somalia and Yemen. With the August
2008 implementation of the Maritime Security Patrol Area (MSPA), anti-piracy eforts were
concentrated in a corridor along the coast of Yemen, which allowed military forces to concentrate
on a smaller geographic area than the entire GOA. Also, vessels could travel in convoys, which are
much easier to protect than a number of vessels travelling separately.
For various operational reasons, the MSPA was changed in February 2009 to the Internationally
Recommended Transit Corridor (IRTC), which also incorporates a vessel trafc separation
scheme. Te MSPA now refers to the larger area covered by anti-piracy patrols, while the IRTC is
the corridor in which commercial trafc should travel along the Yemeni coast. Te establishment
of the MSPA and IRTC had a marked efect on GOA piracy, with the result that an increasing
number of attacks began to occur outside these areas, including attacks far out in the Indian
Ocean. Te IRTC, which remains in efect, is used by a signifcant number (but not all) of the
ocean-going vessels transiting from the Red Sea to points east, and vice-versa.
Te second most common response by shipowners appears to be the use of low tech measures
while transiting the GOA. Many of these measures have been recommended by industry groups
that represent or take into account the needs of shipowners. Te Oil Companies International
Marine Forum (OCIMF) is typical of such organizations. In conjunction with other organizations
friendly to shipowners, including the IMB, Intercargo, and INTERTANKO, the OCIMF has
prepared a series of practical recommendations to avoid, deter, or delay piracy attacks (the OCIMF
recommendations).
8
Te International Maritime Organization (IMO) has also published a guide
for shipowners that is widely referenced, and the Maritime Administration (MARAD) has issued
a number of notices on the topic.
Te OCIMF recommendations are focused on a vessels ship security plan (SSP), which is
essentially a series of contingency plans for various security scenarios. Under the International
Ship and Port Facility Security (ISPS) Code, which is enforced by the fag state, every ship must
have an SSP.
9
In order to help address the GOA piracy problem, leading fag states Liberia, Panama,
the Marshall Islands, and the Bahamas issued the New York Declaration, the cornerstone of which
is the requirement that SSPs include internationally recognized best practices to avoid, deter, or
delay acts of piracy (i.e., the OCIMF recommendations or their equivalent).
10
Te SSP typically calls for increased watchkeeping while a vessel is in an area considered at high
risk for incidents of piracy. Ships in the GOA region usually post extra watches and communicate
regularly with naval forces in the area. In the event of an attack, vessels are advised to immediately
8
For the current version of the OCIMF recommendations, supported by more industry groups, see Best Management Practice 3: Piracy Of
the Coast of Somalia and Arabian Sea Area (Edinburgh: Witherby Seamanship International, 2010), http://www.icc-ccs.org/images/stories/
pdfs/bmp3.pdf.
9
International Convention on the Safety of Life at Sea, 1974 (SOLAS), as amended. Te International Ship and Port Security Code (ISPS)
was added to SOLAS at a December 2002 diplomatic conference, with the SOLAS amendment being adopted December 12, 2002, and the
ISPS Code becoming efective July 1, 2004.
10
Te New York Declaration is available at http://www.marad.dot.gov/documents/New_York_Declaration.PDF.
51
increase speed and begin evasive maneuvering, which makes boarding more difcult and
occasionally capsizes the small boats typically used by the pirates. Vessels that believe they may
be imminent victims of an attack or that are being attacked are further advised to immediately
contact the maritime organizations that liaise with naval units in the GOA, particularly the UK
Maritime Trade Operations (UKMTO). Te UKMTO is a clearing center for reports of piracy and
can assist in vectoring available military assets to a vessel if an attack occurs.
Other recommendations include the use of alarms both to notify the crew of an attack and to
demonstrate to the attacking pirates that the vessels crew is aware of the attack. Te use of deck
lighting afer dark is suggested to deny attackers the cover of night where possible and to assist in
determining if a successful boarding has occurred. Te use of physical barriers to deter boarding,
such as razor wire or electric fencing placed around the ships perimeter, is also suggested. Some
vessel owners and operators have also invested in water cannons to deter boarding, and a number
of attacks have been deterred when the ships crew directed high pressure water from fre hoses
at pirates attempting to board. Rigging fre hoses to spray down the hull to deter boarding is a
commonly used technique, though it has a mixed record of preventing illicit boarding.
In the event a boarding has occurred, the OCIMF recommendations advise that access to the
ships accommodation and machinery spaces be controlled, so that if pirates board, they cannot
easily penetrate the vessels interior or superstructure. Te IMB in particular has recommended
a strategy called the citadel defense, in which the crew of a vessel under attack or boarded by
pirates can be alerted and directed to muster in a part of the vessel that is protected and relatively
secure. Such a citadel should be capable of communication with other parts of the vessel (especially
the bridge and engine room), contain basic supplies and a bathroom, and be able to communicate
with the outside world. An ideal place to establish a citadel is the steering gear room, because the
crew can also disable the vessels steering apparatus from this location and will have likely shut
down the main engine prior to retiring to the citadel. It is also recommended that the ships tools
and equipment be secured so that boarders cannot use these items.
Some vessels have been ftted with secure rooms (usually hidden) where the crew can assemble
and hide from attackers. Tis latter strategy has been used successfully a number of times, as it
prevents pirates from controlling a vessel (the crew usually must do this) and allows time for a
military response to arrive. Direct resistance by the crew is not recommended (but frequently
occurs, with leading examples being the courageous resistance ofered by the crews of MV Maersk
Alabama and MV Zen Hua 4).
Much less publicized than the OCIMF recommendations has been the deployment of guards
aboard commercial vessels transiting the GOA region. Te use of guards from various third-
party PSCs generally breaks down into two types: armed and unarmed. Te unarmed guards are
typically equipped with less lethal equipment, such as devices that project sonic waves designed
to cause attackers inordinate distress (these are sometimes called long-range acoustic devices, or
LRADs). Te use of such measures has a mixed track record, especially in light of the fact that the
attacking pirates are usually armed with automatic rifes and rocket-propelled grenades (RPG).
Unfortunately, nonlethal devices such as the LRAD have failed to deter attacks in some instances,
such as the attack and seizure of MT Biscaglia in fall 2008. In that incident, UK guards deployed
52
an LRAD device but were unable to prevent attacking pirates from boarding the ship.
11
Te guards
wisely jumped overboard and were subsequently rescued by a German naval helicopter.
It has been estimated privately that at least 20% of the merchant vessels crossing the GOA have
armed guards. Te subject is somewhat delicate, however, because shipowners and ship operators
are reluctant to advertise their willingness to use armed private guards (it should be noted that
these guards are generally supplied by PSCs and do not consist of armed crew). Complicating the
use of private armed guards is the uncertain legality of using lethal force and problems embarking
and disembarking private armed guards. Since many countries do not allow the possession of
frearms, it is difcult for a vessel with an armed private security force to call in certain countries.
Te author understands that some private guards embark just outside the GOA area and disembark
once the subject vessel has cleared the area, so that the guards are not onboard during port calls.
Despite the difculties posed by the use of armed private guards, their use appears to be
increasing and has undoubtedly been efective. To date, no vessel with armed guards has been
captured by pirates in the GOA. Incident reports involving vessels that have armed guards aboard
ofen have a common narrative that once the guards return fre against the attacking pirates,
the attack is broken of. Te reluctance of pirates to attempt boarding vessels while under fre is
understandable, and while the use of frearms to deter attacking pirates certainly implicates a lethal
outcome, only one pirate has been reported killed by armed guards (a larger number have been
killed by military forces). Interestingly, the vessel involved in that incident, MV Almezaan, had been
successfully attacked by pirates on two previous occasionsMay 1, 2009, and November 8, 2009
as it was delivering aid to Somalia. Te third attempt, in which lethal force was used, occurred on
March 24, 2010, and did not result in the capture of the vessel.
12
Tere is a great range of opinion among shipowners and operators regarding which measures
are best to avoid pirate attacks in the GOA region. Some owners and operators are taking every
possible measure to protect their vessels in this area, whereas others take no precautions at all. Te
majority of owners and operators probably fall into the middle, taking some precautions but not
enacting others (the use of armed guards is probably the largest point of contention). However,
as measures are proven to be efective, particularly the citadel concept and the use of armed
guards, owners and operators will increasingly adopt them. It may be that a standard of protection
will emerge as these measures are refned and become more efective. Such a standard could be
informally adopted by a signifcant portion of the tonnage traversing the GOA region, which will
likely deter attacks in this area (though this success may only push the high-risk area even farther
from Somalia).
Cargo and Chartering Interests
Crew and cargo interests are largely the same as the interests of owners, except that the primary
concern with respect to cargo and chartering is the timely and efcient delivery of goods. For
vessels that have been time chartered (a time charter is an agreement to provide a ship and crew
for a period of time, with the ships travels, but not operation, directed by the charterer), the time
charterer is usually responsible for the expenses of preparing a vessel to transit the GOA area.
Currently, the Baltic and International Maritime Council (BIMCO) draf piracy clause for time
11
Gregory Viscusi, Mercenary Guards Jump Ship as Somali Pirates Remain Undeterred, Bloomberg, December 17, 2008, http://www.bloomberg.
com/apps/news?pid=newsarchive&sid=akZu86OC5JsI&refer=india.
12
Pirate Shot Dead by Ships Guards Of Coast of Somalia, Telegraph, March 24, 2010, http://www.telegraph.co.uk/news/worldnews/
piracy/7511052/Pirate-shot-dead-by-ships-guards-of-coast-of-Somalia.html.
53
charters puts most of the onus and cost for such a voyage on the charterers. Te BIMCO draf
allows owners to refuse to sail through areas they believe to be high risk and for charterers to limit
their exposure to continued hire payments in the event a vessel is captured.
13
Ofen owners can
insist that certain measures be taken, but this is essentially a commercial negotiation, the outcome
of which depends on the relative bargaining position of each side. Both owners and charterers
have a common interest in preventing a successful attack, given that the time charterer will likely
remain responsible for hire if the ship is hijacked and the owner will have to pay the ransom and
costs of the ship (such as insurance, crew wages, and class dues) while it is detained.
Crew
Te primary interest of vessel crews undergoing an attack or captured by pirates is of course
personal safety. Since the typical pattern of attack involves the use of a number of small boats
wildly fring AK-47s and RPGs at the targeted vessel, with the fre concentrated on the bridge
and accommodation spaces, there can be no doubt that an attack poses signifcant physical risk
to those aboard a targeted vessel. If a vessel is captured, it is usually taken to the Somali coast
and anchored until the pirates agree to release it. During this time, the physical environment for
the crew is difcult, but it is unlikely that the pirates will harm the crew. Tus, the primary risk
posed to crews in the GOA is during an attack and boarding of their vessel, with the physical risk
declining afer a vessel is taken.
Te Somali pirates have apparently been sensitive to crew dynamics, ofen reassuring the
crew that the pirates want only to be paid by the owner or operator and have no animus to the
crew. To the extent possible, pirates appear to accommodate certain crew needs, in particular
arranging for food and supplies that can be consumed by the crew, particularly non-Somali food.
Te rationale for this behavior by the pirates is clear: crews are less likely to resist if they believe
that physical harm is unlikely. Tough Somali pirate violence toward crew members may be low
by historical standards, they are frequently injured and occasionally killed, and any period of
captivity is extremely stressful and difcult for crew members and their families. No amount of
accommodation can set a captured crew at ease before it is freed.
Most recommendations for the GOA, including the OCIMF recommendations and the IMO
guidance (but not the MARAD notices), advise that crews should not actively resist pirates.
However, certain forms of passive resistance, particularly retiring to a vessels citadel to wait for
a military response, are advised under certain circumstances.
14
Te use of force against pirates
by crew members has largely been a red line, at least for crew representative organizations. Te
general position (and this is true of many in the maritime industry) is that the use of any force
to deter pirate attacks is likely to increase the amount of force used by the pirates and will thus
increase the risk to crew members. Tis position largely seems to be speculative, as the use of force
against pirates in every instance reported has either prevented the capture of the target vessel or
resulted in its liberation.
Te fact that armed resistance by PSCs has been so efective has led to a revision of policy by
one of the principal seafarer representative organizations, the International Transport Workers
Federation (ITF). Initially opposed to the deployment of armed guards aboard vessels in the GOA,
13
See Piracy Clause for Time Charter Parties 2009, Baltic and International Maritime Council (BIMCO), Special Circular, no. 2, November
2009; and the BIMCO website, https://www.bimco.org.
14
PiracyTe Citadel Concept, International Chamber of Shipping, Marine Committee Circular, MC(09)115, October 29, 2009; and Best
Management Practice 3.
54
the ITF has recently moderated its position and now supports the use of armed military personnel
in certain situations in order to deter attacks.
15
Whether or not this extends to PSCs is unclear, but
the ITF has been increasingly vocal in calling on countries with signifcant maritime sectors to
step up anti-piracy eforts in general, and it may well be that the ITF will also moderate its position
regarding PSCs. It is crucial to note that the position of the ITF and most in the industry is that
seafarers should not be armed and that any force should be deployed only by security forces. It is
difcult to argue with this for a variety of reasons, including the lack of training and compensation
for taking on such a skilled and dangerous assignment and the possibility that crew who should be
performing crucial vessel-related work may become distracted by the additional guard duties.
Of course, there are some crews that either arm themselves with whatever they can or are
considered to be quasi-military and thus authorized to use frearms to protect their vessel. In
particular, U.S. Military Sealif Command vessels are crewed by sailors trained in the use of small
arms, and such vessels usually carry a small store of frearms and protective equipment. Also,
some crews, though essentially unarmed, have resisted boarders quite forcefully. Te crew of
MV Zen Hua 4, for example, locked the accommodation tower and deployed to the uppermost
weather deck on the vessel. Tey brought along several cases of beer, and prepared a number of
Molotov cocktails. When the pirates assembled on the main deck, the crew began throwing the
full cans of beer and frebombs down at the pirates, who inaccurately returned fre. Afer some
eforts to get into the vessels superstructure, the pirates eventually gave up and lef. Te defensive
efort was well-documented by a crew member who took photos of the entire incident.
16
Perhaps more famously, the crew of MV Maersk Alabama concealed itself in the interior of
the vessel when attacked, having frst disabled the bridge controls and turned of the interior
lights. When one pirate searched for the missing crew, crew members were able to capture him.
Unfortunately, in the meantime the pirates had captured the vessels master, with the result
that a swap was proposed whereby the pirates agreed to leave the vessel. Te swap did not go as
planned and the pirates did not release the master, but they did leave MV Maersk Alabama in one
of its powered lifeboats. U.S. Naval Special Forces subsequently killed three of the four pirates
and rescued the master in a widely reported operation. However, it was clearly the crews initial
resistance that made this outcome possible.
Tese accounts do not suggest that all crews should resist pirate attacks directly, but they
do illustrate that active resistance, though dangerous, has deterred attackers. Certain crews,
particularly British and American, have particular concerns about being captured by Somalis. Tese
crews have a much greater incentive to resist, as the consequences of capture may be much more
severe than, for example, a crew from the Philippines. Crews from other countries, particularly
North Korea, have fought pitched battles with attacking pirates and successfully retained control
of their vessels. For example, the crew of MV Chol San Bong Chong Nyon Ho, a North Korean
general cargo ship, fought with Somali pirates at the end of March 2010. Te heavy fghting started
a fre aboard the vessel and resulted in a number of crew members sufering serious injuries from
gunfre and grenades. Yet the crews defense prevented the ships capture.
17
15
See ITF Policy on Piracy and Armed Robbery Against Ships, International Transport Workers Federation (ITF), http://www.itfseafarers.
org/fles/seealsodocs/447/piracypolicy.pdf. However, see also ITF Piracy Update, June 2010, available at http://www.itfglobal.org/fles/
extranet/-1/23478/ITF%20Piracy%20Update%20June%202010.pdf. Tis document advises that the ITF policy is to oppose armed guards
aboard ships.
16
Te photos taken during the attack on Zen Hua 4 can be viewed online at Te Cargo Letter, http://www.cargolaw.com/2008nightmare_
zhen-hua.html.
17
Crew Hurt in Bloody Battle, Tradewinds, April 1, 2010.
55
Protection and Indemnity Clubs and Marine Insurance
Protection and indemnity (P&I) clubs and marine insurance both ofer shipowners protection
from risk and liability but in diferent ways and for diferent exposures. A P&I club is a pooled
risk group in which an owners expenditures for certain types of liability will be repaid by the
club. Typical P&I coverage includes claims for loss of life and injuries, cargo, wreck removal,
and possibly pollution. Marine insurance is simply third-party liability insurance in favor of the
owner, with typical policies such as hull and machinery (H&M) insurance. An H&M policy pays
an owner if the engine fails or the vessel sinks.
Neither P&I nor marine insurance policies typically cover damages stemming from a pirate
attack or the payment of ransom, although war risk policies ofen contain coverage. From the
shipowner perspective, damages are most likely to consist of lost revenue from the ships seizure
and the cost of any ransom payments. Te former concern is ofen alleviated when a vessel is
time chartered, because the time charterer directs the movement of the vessel and usually remains
liable for hire in the event that a vessel is seized (at least for a time). Although ransom payments
are normally the owners problem, a contribution can ofen be obtained from the cargo interests.
It should be noted that some marine insurers have begun to ofer kidnap and ransom policies, but
these are not normally carried and are quite expensive. Moreover, their applicability to the GOA
piracy problem, as well as potential cargo contributions and war risk policy payments, has been
recently blunted by White House action.
On April 13, 2010, President Barack Obama issued an executive order blocking property of
certain persons contributing to the confict in Somalia, which prevents any kind of payment to
people known to be involved in GOA piracy, as well as to al Shabaab.
18
Te stated rationale is
that GOA piracy poses a threat to U.S. national security; however, the executive order has caused
considerable concern in the maritime industry, particularly among insurers. While there has
been some clarifcation that only payments to those named in the order are prohibited, two of the
people on the list reportedly control over a thousand Somali pirates. It is thus not yet clear how the
executive order will afect the payment of ransoms, though the order certainly complicates this. If
a company subject to U.S. jurisdiction does become involved in a ransom situation, it will need to
coordinate closely with the U.S. government before taking any action.
Conclusion
It is clear that the various stakeholders in the marine transportation system do not speak with a
single voice when addressing the problem of piracy. However, there is broad agreement that Somali
piracy poses a signifcant challenge to maritime commerce and that a comprehensive solution
must be found. General agreement on these points was also shared by stakeholders in the marine
transportation system of the Strait of Malacca. In that situation, the stakeholders were eventually
able to come together and muster a collective response to piracy, albeit one that is dependant on
the authority of the littoral states in that region. In particular, the creation of a regional reporting
center that can process real-time information and evaluate data over time, combined with an
enhanced state presence in the strait, has led to a signifcant reduction in attacks in and near the
Strait of Malacca.
18
Barack Obama, Executive Order Concerning Somalia, White House, April 13, 2010.
56
In the case of Somali piracy, the active participation of the most signifcant littoral state,
Somalia, is not possible. Nevertheless, the use of a reporting center, increased military patrols,
and the creation of the IRTC have reduced the number of attacks in the GOA. Unfortunately,
this success has led Somali pirates to range farther afeld, and there remains a very signifcant
threat to shipping from pirates in the GOA and beyond. Because of the high cost of ransoming
a captured vessel and the impossibility of efectively patrolling the entire area, some shipowners
have elected to use armed security when transiting the Gulf of Aden. Tough this decision has
drawn criticism and raises interesting legal issues, the presence of armed guards is undeniably
a signifcant deterrent to Somali pirates, as no ship with such security has been captured.
Ultimately, however, the use of armed guards remains a symptomatic response, and it is
incumbent on governments and commercial stakeholders to fnd an efective and efcient way
to reduce and eliminate Somali pirate activity.
++ ++
cover 3
NBR Board of Directors
NBR Board of Advisors
Michael Armacost
Stanford University
Nicholas Eberstadt
American Enterprise Institute
Donald Emmerson
Stanford University
Tomas B. Fargo
NBR
Aaron Friedberg
Princeton University
Robert Gilpin
Onno Gort
Advisor in Information Technology
Lee Hamilton
Te Woodrow Wilson
International Center for Scholars
Stephen Hanson
University of Washington
Harry Harding
University of Virginia
Donald Hellmann
Robert J. Herbold
Te Herbold Group, LLC
Carla A. Hills
Hills & Company
Carol Kessler
Pacifc Northwest National Laboratory
David Lampton
Johns Hopkins University
Nicholas Lardy
Peterson Institute for International
Economics
Richard Lawless
Richard Lawless and Associates
Chae-Jin Lee
Claremont McKenna College
Kenneth Lieberthal
University of Michigan
Jack Matlock, Jr.
William McCahill, Jr.
J.L. McGregor and Company
Rajan Menon
Lehigh University
Mary Minnick
Lion Capital
Sam Nunn
Nuclear Treat Initiative
William A. Owens
AEA Holdings Asia
Stanley Palmer
Marvin & Palmer Associates, Inc.
Dwight Perkins
Harvard University
Tomas Pickering
Te Boeing Company (Ret.)
Stanley Roth
Te Boeing Company
Robert Scalapino
University of California, Berkeley
Mark Schulz
Ford Motor Company (Ret.)
Sheldon Simon
Arizona State University
Ashley Tellis
Carnegie Endowment for International Peace
John White
Harvard University
John V. Rindlaub
(Chairman)
Chief Executive Ofcer
Pacifc Northwest Region
Wells Fargo
George F. Russell Jr.
(Chairman Emeritus)
Chairman Emeritus
Russell Investments
David K.Y. Tang
(Treasurer)
Partner
K&L Gates LLP
Karan Bhatia
Vice President & Senior Counsel
International Law & Policy
General Electric
Stephen E. Biegun
Vice President
International Corporate Afairs
Ford Motor Company
James R. Blackwell
President
Asia Pacifc Exploration and Production
Chevron Corporation
Dennis Blair
Director of National Intelligence
Ofce of the Director of National
Intelligence (Ret.)
Charles W. Brady
Chairman Emeritus
INVESCO PLC
William M. Castell
Chairman
Wellcome Trust
Maria Livanos Cattaui
Secretary General (Ret.)
International Chamber of Commerce
William M. Colton
Vice President
Corporate Strategic Planning
Exxon Mobil Corporation
Richard J. Ellings
President
NBR
R. Michael Gadbaw
Distinguished Visiting Fellow
Institute of International Economic Law,
Georgetown University Law Center
Matthew Hayes
Vice President and CFO
Museum of Flight
Shephard W. Hill
President
Boeing International
Te Boeing Company
Leo Hindery Jr.
Managing Partner
InterMedia Partners
Gary S. Kaplan
Chief Executive Ofcer
Virginia Mason Medical Center
Clark S. Kinlin
President and Chief Executive Ofcer
Corning Cable Systems
Corning Incorporated
Pamela S. Passman
Corporate Vice President
Global Corporate Afairs
Microsof Corporation
Kenneth B. Pyle
Founding President
NBR
Professor
John M. Shalikashvili
Chairman
Joint Chiefs of Staf (Ret.)
Arnold F. Wellman
Corporate Vice President
Public Afairs
UPS
Honorary Directors
Lawrence W. Clarkson
Herbert J. Ellison
Tomas E. Fisher
Joachim Kempin
Seattle and Washington, D.C.
1414 ne 42nd street, suite 300
seattle, washington 98105 usa
phone 206-632-7370, fax 206-632-7487
1301 pennsylvania avenue, suite 305
washington, d.c. 20004 usa
phone 202-347-9767, fax 202-347-9766
nbr@nbr.org, www.nbr.org

Maritime Security

Uploaded by

Copyright:

Available Formats

Maritime Security

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Maritime Security

Uploaded by

Copyright:

Available Formats

What are the main topics discussed in the report?

What challenges does the report discuss regarding maritime security?

the national bureau of asian research

nbr special report #24 | november 2010

You might also like