Not only is piracy at an all time high but, during recent weeks we have seen the perpetrators widening their targets, seizing workboats, super tankers and even vessels carrying arms. Attacks off Somalia this year alone have more than doubled and yielded as much as $30 million in ransom payments, and seafarers from numerous countries taken hostage in the process. It may appear puzzling that the authorities appear to be doing very little to stem, or control, the "epidemic". The (modern day) practice of piracy has been with us for some time now, as have calls for nations to actively take part in the fight against piracy through the deployment of naval vessels to combat crime at sea.

The fact is that the coalition forces have had a task force in the area of the Indian Ocean, including the Gulf of Aden, since 2002. The task force is made up from various countries and their area of operations is almost 2 million square miles. In November 2002 a voluntary reporting scheme was set up so that merchant vessels could report, on a daily basis, their position, and, most importantly, any suspicious activity or attack. The authorities would then alert the task force. Recently, additional measures have been taken to set up Maritime Security Patrol Areas for all merchant vessels, which are encouraged to transit along security corridors. The EU and individual countries have also set up security initiatives, some of which will be introduced later this year.

Yes, the cavalry are there and will spring into action, but they might not be able to come to the rescue because they continue to hampered by outdated legislation, UN Mandates and international laws of the sea. Furthermore, it is worth bearing in mind their role. In addition to deterring piracy, it includes the war on terrorism, trafficking of drugs and humans, and smuggling, and not necessarily in that order. The Combined Maritime Forces commander, U.S. vice admiral Bill Gortney was quite right when he said that "the coalition does not have the resources to provide 24-hour protection for the vast number of merchant vessels in the region."

On the other hand, the international shipping industry (represented by BIMCO, ICS/ISF, INTERCARGO and INTERTANKO and the International Transport Workers' Federation) remain dismayed by such comments, but should not be surprised. It is only by lobbying governments that any change to military resources can be accomplished.

Notwithstanding the limitations of coalition resources, some confusion reigns, with regard to the arming of vessels. Mixed messages have emerged from those specific regional governments and organisations who advocate armed response on the one hand, senior naval officers who acknowledge that commercial shippers are very much on their own and should source help elsewhere, and others in the sector who see the danger of any potential arms escalation as a risky option.

There is also the worrying spectre of "hired guns" moving into this arena unchecked.

Not only does all of this highlight the continuing risk facing crews, but also the continuing need for guidance, advice and support for Masters and crew on how best to prepare and deal with such situations should they arise.

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