Two members of the Somali pirate gang that held Britons Paul and Rachel Chandler hostage for 388 days are believed to have family in the UK. One of the pirate leaders says he plans to travel to the UK to join his wife and two children, who have claimed political asylum and live in London.
The extraordinary revelations come as intelligence and security officials in the UK and Kenya investigate links between Britain and Somali pirates after the couple were freed from the 13-month ordeal in return for a ransom.
A second pirate involved in the seizing of the Chandlers is suspected to have lived in Britain and to have family living in London. It is unclear whether his family has also claimed asylum and whether either family receives benefits.
Both men are said to have received a ‘cut’ of the estimated £625,000 ransom paid for the release of Mr Chandler, 60, and his 57-year-old wife.
Investigators say the revelations raise the possibility of pirates travelling to Britain and of part of the ransom money being transferred to family members in the UK.
Their warnings come just weeks after Home Secretary Theresa May highlighted the links between British extremists and Somalia, with some UK citizens travelling there to train alongside Al Qaeda-linked groups. Anti-terrorist investigators believe some have returned to Britain and they have been looking at associations between the UK and pirate gangs, who currently hold some 40 ships and 500 crew hostage.
Frightening possibility: The kidnappers who held the Chandlers, seen here with Somali Prime Minister Mohamed Abdullahi Mohamed, could travel back to see their families who have claimed asylum in the UK
The Chandlers, from Tunbridge Wells, Kent, were seized as they sailed their yacht in the Indian Ocean, near the Seychelles, on October 23, 2009, and held in the harsh Somali bushland by heavily armed pirates.
They are recovering with their family, who paid part of the ransom, and will be questioned about their time in captivity and specifically the role and identities of individual pirates.
The couple will be shown intelligence photographs – and those from videos taken during their time in the hands of the pirates – to see if any can be identified by name and the roles they played.
Satellite and other telephone calls, together with emails sent from Somalia by suspects to the UK are also being examined and it is understood the identities of several of the gang are known.
Immigration investigators are now involved in the inquiry into their British links and seeking to discover whether individuals have visited the UK or have families here. ‘It is possible that some of those involved in piracy have British or other European citizenship and that is a worrying area which we are exploring,’ one investigator said.
Boast: The Somali pirates, who held the Chandlers for 13 months, alluded in satellite calls that the planned to return to the UK and join their families
Warning: Home Secretary Theresa May highlighted the links between British extremists and Somalia
In satellite calls, the pirates have alluded to links with Britain and a man named as Hassan, 32 – said to be one of the ringleaders of the Chandler abduction – was quoted as saying he had a wife and family in the UK and was planning to join them.
He claimed his family had moved to London three years ago, applying for political asylum.
‘She is putting me under pressure to join her and the children, so I will come to the UK soon,’ he said in one telephone call.
‘I am not looking forward to the cold weather, though, and I am worried that women are more powerful in the UK – I don’t know how long I will stay.’
Hassan has also admitted to being involved in the hijacking of tankers and commercial ships which were boarded at gunpoint and released only after multi-million pound ransoms were paid.
A key figure in assisting the investigation is likely to be Dahir Abdullahi Kadiye, a 56-year-old former minicab driver from East London, who played a significant role in securing the couple’s release.
Mr Kadiye, a father of two, who came to Britain from Somalia in 1997 as a refugee and has UK citizenship, met with the pirates and their representatives for six months trying to broker a deal to free the Chandlers.
Mr Kadiye, who is beginning a security company and travels regularly between the UK and Somalia, said he became involved for ‘humanitarian reasons’ and was hailed as a hero on his return to Britain.
SHIPTALK: A GLOSSARY OF SHIPPING AND MARITIME TERMS
General cargo: Consists of both containerized and breakbulk goods, in contrast to bulk cargo. See: breakbulk, container, bulk, dry bulk). General cargo operations produce more jobs than bulk handling.
GANG – term used to describe a selected work force or team that works as a team in a harbour environment, usually in stevedoring.
GANGWAY – a narrow portable platform used as a passage, by persons entering or leaving a vessel moored alongside a pier or quay.
Home port: Port from which a cruise ship loads passengers and begins its itinerary, and to which it returns to disembark passengers upon conclusion of voyage. Sometimes referred to as "embarkation port" and "turn around port."
HAWSER – Large strong rope or cable used for towing purposes and for securing or mooring ships.
INTERNATIONAL LOAD LINE CERTIFICATE – A certificate which gives details of a ship’s freeboard and states that the ship has been surveyed and the appropriate load lines marked on her sides. The certificate is issued by a classification society or coastal authority such as a coast guard.
JONES ACT – Contentious US Merchant Marine Act of 1920, Section 27, requiring that all U.S.domestic waterborne trade be carried by U.S.-flag, U.S.-built and U.S.-manned vessels.
Marine surveyor: Person who inspects a ship hull or its cargo for damage or quality.
MASTHEAD LIGHT – A white light positioned over the fore and aft centreline of the vessel.
Mean low water (MLW): Lowest average level water reaches on an outgoing tide.
Mean high water (MHW): Highest average level water reaches on an outgoing tide.
POOLING – The sharing of cargo or the profit or loss from freight by member lines of a liner conference. Pooling arrangements do not exist in all conferences.
STARBOARD – The right-hand side of a ship when facing the front or forward end. The starboard side of a ship during darkness is indicated by a green light.
In India and Srilanka, Maritime Workers Protest Against Flag of Convenience
Seafarers’ and dockworkers’ unions in India and Sri Lanka held a week-long action against flags of convenience (FOC) shipping from 22 to 26 November.
ITF inspectors and union activists at all major ports in India launched an investigation of ships, crew contracts and working and living conditions on board FOC ships, notorious for employing seafarers on exploitative conditions.
On its first day alone, the inspection covered 24 vessels in various Indian ports and Colombo, Sri Lanka. Joint dockers’ and seafarers’ action in Mumbai led to the signing of an ITF-approved agreement on board the Greek-owned but Panama- flagged Lugela, ensuring respectable wages and decent working conditions for its Ukrainian crew. Inspections in Visakhapatnam led to the opening of negotiations with a Hong Kong-based shipping company, and a notice of warning for the Panama-flagged Xinda. In Haldia, union activists took action demanding renewal of a crew agreement on the US-owned, Marshalls Islands-flagged Harries, which had expired in March 2010.
The week of action was specifically targeting ships owned and/or operated by companies in the United Arab Emirates (UAE), which have a poor reputation for employment rights.
WEEKLY PIRACY REPORT
28.11.2010:
0700 UTC: Posn: 14:51.6N – 068:13.5E, around 820nm ESE of Salalah, (Off Somalia).
Four armed pirates in a boat chased and attempted to board a bulk carrier underway. Master enforced anti-piracy measures including increased speed and managed escape from boarding.
28.11.2010:
0330 UTC: Posn: 09:22n – 013:47w: Conakry anchorage, Guinea.
About six robbers armed with machine guns boarded an anchored bulk carrier. 2/O raised alarm and tried to contact port control without any success. The robbers entered bridge and accommodation and stole ship’s cash and equipment. All crew safe
28.11.2010:
0700 UTC: Posn: 14:51.6N – 068:13.5E, around 820nm ESE of Salalah, (Off Somalia).
Four armed pirates in a boat chased and attempted to board a bulk carrier underway. Master enforced anti-piracy measures including increased speed and managed escape from boarding.
29.11.2010:
0240 UTC: Posn: 16:58.6N – 067:26.93E around 750nm east of Salalah, (Off Somalia).
Five armed pirates in a skiff chased and fired upon a chemical tanker underway with intent to hijack. Master raised alarm, increased speed, took evasive manoeuvres and instructed all crew except the bridge team to take shelter in the citadel. The pirates attempted to board the tanker several times and finally they managed to hang a ladder on the razor wire around the main deck. A pirate attempted to climb onboard, but was unsuccessful due to the aggressive manoeuvres. Later the skiff aborted the attempt and was seen heading back towards its mother ship.
30.11.2010:
1330 UTC: Posn: 09:19N – 069:30E around 1000nm east of Raas Xaafuun, (Off Somalia).
Five armed pirates in a skiff chased and fired upon a tanker underway with intent to hijack. Master raised alarm, increased speed, took evasive manoeuvres and instructed all crew except the bridge and engine room crew to muster in safe area. The pirates’ attempted to board the tanker from the port side and at the same time kept on firing at the bridge and accommodation. Master continued the aggressive manoeuvres and finally managed to evade the attempted boarding.
02.12.2010:
0801 UTC: Posn: 09:22N – 070:24.5E around 160nm NW of Minicoy island (Off Somalia).
A container ship underway noticed two fishing vessels on radar at distance of 8nm. Ship enforced all anti piracy measures. When the fishing vessels were 4nm range, one fishing vessel released a skiff which approached the vessel at high speed. The skiff approached the vessel to about 300 metres and four pirates were seen armed with RPG and guns preparing to fire at the vessel. Due to ship’s speed and evasive manoeuvres, the skiff dropped back and later moved towards mother vessel. No shots fired.
Survivor Reunited With His Rescuer At Ceremony For IMO Award For Exceptional Bravery At Sea 2010
A 72 year-old survivor from a yacht that sank off Australia in appalling weather conditions last year, was reunited with his rescuer in an emotional ceremony held on 24 November 2010 at the Headquarters of the International Maritime Organization (IMO).
Dr. Jerome Morgan, of the United States, was on hand to thank personally Fijian seaman James Fanifau when the latter received, from IMO Secretary-General Efthimios E. Mitropoulos, the 2010 IMO Award for Exceptional Bravery at Sea for his part in plucking Dr. Morgan from the sea in a highly dangerous rescue operation.
Dr. Morgan, who was accompanied at the ceremony by his two sons, said: “I would not be standing here before you today if it were not for the courage and bravery of James Fanifau. James braved the violent storm that dark night to reach out for me and deliver me from the certain jaws of death, so that I would be able to see my beloved family again.”
Mr. Fanifau, who was, at the time, Fourth Engineer of the Singapore-flagged general cargo ship Scarlett Lucy, received the Award for his part in the dramatic rescue of two survivors, including Dr. Morgan, from the yacht Sumatra II, in May 2009, amid severe weather conditions in the Tasman Sea. A panel of eminent maritime professionals adjudged Mr. Fanifau to have displayed extraordinary bravery and humanitarian concern far beyond the normal call of duty.
The Scarlett Lucy had responded to a broadcast from the Australian Maritime Safety Authority’s Rescue Coordination Centre, alerting ships in the vicinity to a distress call some 350 nautical miles east of Brisbane. There were two people on board the yacht, which was taking on water and sinking, Weather conditions were very poor, with rough seas, waves up to eight metres high and low visibility. The distance offshore meant that a rescue helicopter could not be utilized.
As the rescue unfolded, Dr. Morgan’s fellow yachtsman was able to scramble up a boarding net to reach safety aboard the Scarlett Lucy. But Dr. Morgan drifted in the water for some 45 minutes as the crew of the Scarlett Lucy attempted to utilize life rings to bring him on board. Finally, Mr. Fanifau, placing himself in great danger and exhibiting little regard for his own personal safety, went over the side of his ship to pull the exhausted elderly man from the water and carry him to the safety of the vessel.
Having been nominated for the Award by the Government of Australia, Mr. Fanifau accepted it with heartfelt thanks and said that it was wonderful to see Dr. Morgan again.
“I had no idea that it would come to this when I climbed down the side of our ship to give
Dr. Jerome a helping hand. I just acted instinctively, like anyone else, and I would do the same all over again if I had the chance,” he said.
Secretary-General Mitropoulos said that presenting the Award to Mr. Fanifau had particular resonance in 2010, during IMO’s “Year of the Seafarer”, adding: “May James’s act inspire others who may find themselves faced with the same dilemma he was put to: to risk or not to risk. Let him become a role model for young people: for his decisiveness, his gallantry, his sense of self-sacrifice, his professionalism and his modesty. And let those who aspire to make a career at sea be motivated by James’s example when honouring one of the highest and noblest traditions at sea: to risk your life so that others may live!”.
INTETANKO: “Over 500 seafarers still held by pirates. Don’t forget them – they’re working for you.”
The world’s independent tanker owners, INTERTANKO and its Members and Associate Members, are pleased that Paul and Rachel Chandler have been freed from captivity after more than a year of being held by Somali pirates, and amidst a wave of delighted media euphoria.
Regrettably there are more than 530 seafarers currently held by Somali pirate gangs and more than 800 have been captured this year alone and forcibly detained for periods of up to 180 days. Since the first pirate hijacking in the Gulf of Aden/Arabian, more than 2,500 seafarers have been taken and forced at gunpoint into captivity.
Hundreds of seafarers are risking their freedom every day to allow ships to keep moving through this busy international marine corridor linking West with East, thereby ensuring that oil, chemicals and gas, food, raw materials and finished products all reach their destinations unhindered.
But think for a moment of how these seafarers feel as they prepare for a transit of the Gulf of Aden, studying Best Management Practice specific to their situation, erecting defences such as razor wire and water cannon, practising protective procedures and manoeuvres.
Think for a moment of how these seafarers feel after six months or more in captivity under armed guard, and of the worry devastating their families and friends. These men are held captive on the vessels, not in lodgings ashore. Deprived of freedom of movement, they are imprisoned by armed guards whose behaviour may be erratic and unpredictable, sometimes being forced to experience mock executions as part of the ransom negotiation process.
Now think for a moment how every one of us would be affected if our seafarers said enough is enough and cargoes were delayed as they were re-routed round South Africa’s Cape of Good Hope – over 90% of global trade goes by sea.
Ultimately the safety and welfare of our seafarers comes first. Governments from all over the world are working alongside the shipping industry to safeguard crews, ships and cargoes that transit this area. International naval forces are cooperating here to discourage and prevent pirate attacks and we thank those countries involved for their commitment to facilitating free trade when others are actively trying to prevent it.
However we urge governments to strive to bring about the prosecution of all those committing acts of piracy on the high seas – it is reported that over 70% of those pirates captured are released without being prosecuted – so that they might be punished instead of re-equipping and going straight back out to attack more merchant ships and endanger more seafarers. We also urge them to find an effective way of pursuing pirates on land, where they store their new-found and illegally-gained wealth, as well as at sea.
Our seafarers are putting their safety on the line for the benefit of every single one of us all over the world. Yet their role in global trade is barely acknowledged outside the shipping industry. They are working for you. They need your support.
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