In 2008 there were 293 reported incidents of maritime piracy with the Somalia & Gulf of Aden region contributing 111 reported incidents and Nigeria coming in second with 40 reported incidents.

Keep in mind that these are only reported incidents. In the highly competitive shipping market, many carriers prefer to cover the losses out of their own resources rather then report the incident and causing a large increase in their insurance premiums and risking long delays due to government investigation and bureaucratic red-tape.

The top 3 zones for maritime piracy are:
SOUTH-EAST ASIA
AFRICA
LATIN AMERICA

The four common denominators that factor into all 3 zones are:
- multitude of islands and chains of archipelagos facilitating numerous hiding spots (minus Africa)
- widespread government corruption
- lack of general population cooperation with investigations due to fear of criminal reprisals
- large and healthy black markets facilitating ease and speed of stolen cargo sale

The primary players affected are the shippers (manufacturers who were selling the stolen cargo), the carriers (the company that owns the stolen sea vessel), and the insurers of the shippers and carriers.

Emboldened acts of maritime piracy have increased by enough volume that the International Maritime Bureau (IMB), founded by the International Chamber of Commerce (ICC), broadcasts daily reports of piracy via satellite to all shipping companies.

The international community is beginning to pursue curbing maritime piracy much more aggressively on many fronts ranging from ICC/IMB sponsored seminars to the hiring of Private Military Companies (PMCs) by shipping companies.

Recent notable events in regards to the rising international trade threat is the Blackwater Worldwide (PMC) offering of their 830-ton, 183-foot ship the "MacArthur" to the Somali government to assist in battling the pirates that are plaguing the east coast of Africa and also the sending of two warships by China to patrol the same pirate infested waters.

Both events have been received with high mixed emotion by the international community.

Bottom line is that companies who are finding it hard enough to maintain sustainable long term success in today's strained global economy don't feel that the possibility of the hijacking of their goods on the high seas should be allowed to continue in threatening their security.

We can expect to see much more reporting and activity on this as hijackings escalate and tensions increase with the corridors of business and government powers.

Andrey Polston manages Optimum Outcomes, LLC an export management company (EMC) helping small and medium sized business' find and develop global sales markets.



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