Archive for the 'Piracy' Category
One of my favorite naval stories is that of the impressive but meaningless deployment of the raider CSS SHENANDOAH as told so well in John Baldwin’s book, Last Flag Down.
A non-state actor (the CSA not a recognized nation) builds and deploys a warship with one goal in mind – destroying the commerce of another. Her best work was done against USA whalers in the Pacific.
Though the comparisons are imperfect, the SHENANDOAH came to mind when I got a view of that small but efficient ramming bow on Sea Shepard’s purpose built anti-whaling ship, OCEAN WARRIOR, that was launched this summer.
As Sea Shepard has a history of ramming – it is not too much to look at that reinforced bow and wonder how much extra hardening there is.
Construction on Ocean Warrior, which is scheduled for completion in September, has been made possible thanks to the generosity of the Dutch Postcode Lottery, the People’s Postcode Lottery in the United Kingdom and the Svenska PostkodLotteriet in Sweden, who together granted €8.3 million to Sea Shepherd for the project.
While Sea Shepherd remains tight-lipped about exactly what the Ocean Warrior’s first at-sea mission will be, the organisation has assured its supporters the ship will be put to immediate use to defend, conserve and protect oceans and precious marine wildlife.
“Thanks to the Dutch Postcode Lottery, the People’s Postcode Lottery and the Svenska PostkodLotteriet, the addition of the Ocean Warrior to the Sea Shepherd Fleet has made us stronger, faster, and better able to prevail on the seas. We are counting down the days until the launch of the ship, on what will inevitably be a bad day for poachers, and a great day for the oceans,” said Geert Vons, Director of Sea Shepherd Netherlands.
That is the engineering and money side of the house – but something that we really have not seen fleshed out well is the legal side of the house if Sea Shepard’s “Neptune’s Navy” decides to continue to push the envelope to be the judge, jury and executioner at sea.
Historically, ramming is as much a weapon as a main gun. OCEAN WARRIOR is built for speed and a bit more that I am sure will be revealed in good time. Ramming? Who knows – but what have we seen before from them? What else would they do to stop what they want to stop? I would not expect this organization to become less aggressive.
Non-state actor vigilantism at sea vs. outlaw fishermen? With a couple of USCG ships in its fleet? When does reality show meets well-meaning advocacy tip over to quasi war at sea?
Part of our naval mythology is informed by fiction as well as real history. With a few exceptions, as a nation, the USA always likes to see itself as the good guys, the shining city on the hill where good people want to go to do good things. In some ways this aspirational self-reflection is good, but it isn’t reality.
You have enemies? Good. That means you’ve stood up for something, sometime in your life.
– Winston Churchill
In the Cold War fiction The Hunt for Red October, we had our preferred universe,
Capt. Vasili Borodin: I will live in Montana. And I will marry a round American woman and raise rabbits, and she will cook them for me. And I will have a pickup truck… maybe even a “recreational vehicle.” And drive from state to state. Do they let you do that?
Captain Ramius: I suppose.
Capt. Vasili Borodin: No papers?
Captain Ramius: No papers, state to state.
Capt. Vasili Borodin: Well then, in winter I will live in… Arizona. Actually, I think I will need two wives.
Captain Ramius: Oh, at least.
That is nice to read, but that isn’t where we are today.
We need to be ready for our co-existing parallel universe where the USA and specifically its forward deployed Navy is not seen as the good guys worth running to – but a high value unit worth everything to destroy.
If one small harbor boat can take out the USS COLE (DDG 67), put on your red hat and ponder the next act that could follow a successful operation from this cell;
At least five officers of the Pakistan Navy received death sentences in a secret military trial for allegedly trying to hijack a Pakistan Navy vessel to attack a U.S. Navy refueling ship, Daily Pakistan reports.
The attackers allegedly attempted to hijack the F-22P Zulfiquar-class frigate Zulfiqar, the lead ship of its class, with the intention of using the ship’s missiles to attack a U.S. Navy refuel vessel in the Arabian Sea (other sources claim that the target was a U.S. aircraft carrier).
The frigate they were going to take control of was the Pakistani version of the Chinese Type 053H3 frigate. With a crew of 170 and the offensive surface punch of 8 C-802 ASCM and a 76mm gun – not to mention 3,144 tons and 404-ft of ramming if they wanted.
In nations with significant penetration by Islamic radicals, there is a lot of exceptionally capable naval kit for the taking, if you have the right team. How many on a ship need to turn to make a national asset to a terrorist weapon? Depends on the ship and the clever nature of the conspirators.
The more you think about it, the more you see how lucky we have been that compared to the ground, the seas have been relatively secure. Don’t assume, “if,” but “when” we see Green on Blue at sea.
Something to ponder on a when on watch as the ship from nation X is not quite acting right, not where you expected her to be, and – well – makes your skin itch a bit.
The modern age has not just made the world flat, it has made it transparent. Just as the internet lowered the barriers to entry in the areas of reporting and commentary from everything from pet cats to grand strategy, so too has it changed the ability of military forces to move with any degree of confidence that they can control who knows where they are when.
A great example of this real-time OSNIT has been around for centuries, but what has changed is the timeline has moved from weeks to instantaneous. If there is an IP connection, you are being watched in real time. No way to block it – you just have to live with it.
For Mr Guvenc, 51, and a group of four friends, the parade of military hardware through their city is irresistible. Sipping coffee from a stunning balcony with a panoramic view of the channel, they explain that the photographs they share online are pored over by military strategists and analysts around the world.
“Usually these ships are out of sight. We don’t know what they are doing,” explains Devrim Yaylali, 45, an economist who has been spotting ships for nearly 30 years. “The Bosphorus or the port is the only place you can see them.”
His friend Yoruk Isik, 45, an international affairs consultant, chips in: “Here, you can be in Starbucks with an espresso and a ship is literally 250 metres away.” The sharp bends and strong currents in the channel means that the boats must slow right down to manoeuvre, making them easy to photograph. “There’s no other place on earth where you can capture them so well.”
Real time video is no longer a competitive advantage that we have. It is quickly becoming a global commodity.
Smartphones, drones, commercial imaging satellites, and just the byproduct of a much more populated, connected, and vigilant world; we are all under the all-seeing eye. That doesn’t have to be a bad thing.
That last bit. That is the fun part. What isn’t fun is knowing that you have to assume that wherever you are, if you can see something besides water, even a small terrorist cell may know right where you are real time. Regardless of what you may or may not see, you may be seen anyway.
Please join us on 12 July 2015 at 5pm (EDT, U.S.) for Midrats Episode 288: “The Between the Ears Challenge”:
Are the growing feelings of crisis, confusion and strategic drift in the national security arena not so much the result of external challenges, but the result of poor thinking and intellectual habits on our part?
Using his article in The National Interest, “The Real Problem with the American Military” as a starting point, our guest for the full hour will be Dakota Wood, Senior Research Fellow on Defense Programs at The Heritage Foundation.
Dakota L. Wood, LtCol USMC (Ret.), Senior Research Fellow for Defense Programs at The Heritage Foundation.
Dakota served two decades in the U.S. Marine Corps. Following retirement, Mr. Wood served as a Senior Fellow at the Center for Strategic and Budgetary Assessments.
Most recently, Mr. Wood served as the Strategist for the U.S. Marine Corps’ Special Operations Command.
Mr. Wood holds a Bachelor of Science in Oceanography from the U.S. Naval Academy; a Master’s degree in National Security and Strategic Studies from the College of Naval Command and Staff, U.S. Naval War College.
On a muggy and overcast day this past March, I set out to the Gulf of Guinea with members from the U.S. State Department in Lagos, Nigeria. It was just past sunset. Our pilot, an athletically built Nigerian with dark skin and a shaved head, greeted us on the pier and welcomed the delegation aboard his Boston Whaler. All of us were overdressed in suits and sweat was noticeably percolating through our shirts.
That time of day is particularly charming in Lagos. The water and the sky interweave in a deep cerulean palette, transforming the landscape into a wondrous countryside.
The smell of stagnant petrol consumed us as we sailed past bulk freighters and crude carriers loading cargo. Containers slammed onto chassis on the adjacent piers and oil sheens along with garbage and debris saturated the waterway. Throughout the channel, campaign billboards promoting President Goodluck Jonathan’s reelection were omnipresent
VOTE JONTHAN FOR EQUITY, INTEGRITY AND GOOD GOVERNANCE.
I ASSURE YOU OF FRESH AIR IN NIGERIA – VOTE FOR ME.
And the most dubious promotion of all: #BRINGBACKGOODLUCK2015, which was a campaign slogan based off #BRINGBACKOURGIRLS. This one did not resonate well in northeast Nigeria.
Off our port bow, donned in orange life jackets, were locals taxiing home together in motorized canoes. They stared at us uneasily as our boat sprinted past their starboard beam. A few yelled in detest when a member in our delegation snapped off a photo with his iPhone.
On the other side of the river, directly across from the commercial shipping terminals were residents of Lagos’ notorious floating slums. Many of the lagoon’s inhabitants are immigrants, who earn less than $2 a day and use the river to dump trash, excrement, and everything else they cannot keep on their makeshift homes. Our guide told us that the people along the sprawling bamboo community subsist largely as fishermen and workers in the nearby sawmills, cutting up timber that floats regularly into the city. They, too, looked perplexed when a boat full of whites drove by at 30 knots.
It took fifteen minutes to reach Takawa Bay at the southern entrance of Lagos harbor. We gazed southeast and saw scores of anchored ships dotted along the horizon like a cityscape at dusk. Our boat idled for a few moments, swaying to and fro in the trough of the seas and all of us were silent. A sea breeze kicked up and the cool air felt good. It was as if at that moment we could sense all of Nigeria’s potential in the idle ships a few miles distant, waiting offshore to deliver cargo and with it, a better future for the people ashore.
Our pilot turned sharply to starboard, sped up and headed back toward Lagos. My shock in Nigeria was total.
Over the past two decades, Lagos and several other ports along the Gulf of Guinea have evolved into a major hub for global energy supplies for North America, Europe, and Asia. With several natural harbors throughout the region – from Cape Verde to Angola – and a coastal terrain rich in hydrocarbons, the countries along this fertile coastline have flourished.
This uninterrupted growth had not come about by accident. Many West-African governments have enhanced their infrastructure, liberalized trade policies, and reduced barriers to emerging transcontinental businesses. As a result the Gulf of Guinea increasingly relies on the seas for their economic prosperity. After all, it’s their only lifeline to remain competitive in the global marketplace.
This transit hub and facilitator to the world, however, is threatened. Despite West Africa’s continuing economic boom, three years ago the Gulf of Guinea surpassed East Africa and became the region with the highest number of piracy attacks in the world. Nigeria is said to be losing a staggering $2 billion to maritime insecurity each year. Maritime experts agree that the nation loses $800 million yearly to unchecked poachers who come to take away fish from Nigeria’s Economic Exclusive Zone (EEZ), in addition to about $16 million to oil theft and $9 million to general piracy.
Given the limited number of ships providing security off the West African coast, narcotics traffickers are using West African ports to smuggle and then distribute drugs in Europe. Oil theft and illegal bunkering also continue to rise uncontrollably. According to the Africa Center for Strategic Studies, Nigeria loses between 40,000 and 100,000 barrels a day due to theft.
These attacks also tend to be violent. Unlike Somalia, where pirates attack ships transiting through the region, West African pirates typically prey on ships berthed or anchored waiting to berth. These attacks typically occur within twelve nautical miles. The International Maritime Bureau (IMB) and the Oceans Beyond Piracy Group have shown that more seafarers were killed in the first nine months of 2014 than the whole of 2013, when over 1,200 were affected.
This is a conservative estimate. IMB reported last year that about two-thirds of all West-African piracy attacks go unreported.
Piracy in West Africa are different from those associated with East Africa in a variety of ways. First, unlike Somali pirates who attach ships in transit, pirates operating in and around the Gulf of Guinea prey on ships berthed or anchored within territorial waters. As noted by the Oceans Beyond Piracy Group, this changes the character of operations tremendously. Pirates have access to infrastructure and robust intelligence ashore, which provide them with the content and structure of ships operating in the area. It is thought they have access to information shared with the maritime sectors in the region.
Robbery, kidnap and ransom, and oil theft are the three main piracy models being monitored in West Africa. Pirates hijack vessels and often force ship captains to navigate the vessel to an unknown location where the cargo is lightered to another vessel or a storage facility shore side. Eventually, the oil finds its way to the black market or in some cases, back into the mainstream supply to be sold domestically or in the global marketplace.
If threats of piracy are left unchecked, the economies of West Africa will suffer. The waters off Nigeria, Togo and Benin are deemed a “war risk area,” thereby pushing up insurance costs and deterring maritime traders from even entering ports.
Most scholars and military planners would agree the root of the problem in Nigeria stems from state corruption, lackluster job creation, and a hollow security force. With only a couple dozen ships and a poorly trained military facing Boko Haram on their eastern flank, it seems unlikely that Nigeria and the surrounding nations will be able to control this problem alone. Regional actors are taking promising steps, but their coordination efforts are not developed enough to thwart terrorist networks.
Nigeria received two 1700 ton P-18N offshore-patrol vessels in 2014, which are based on the Chinese Type 056 corvette. Built in China and fitted out in a Nigerian shipyard, the 312-foot warships complement the Okpabana and the Thunder, former US Guard WHEC class cutters transferred in 2014 and 2011, respectively.
The revised Cooperative Strategy in the 21st Century (CS-21R) aptly points out that the sea services must continue working alongside partner security forces to combat terrorism, illicit trafficking, and illegal exploitation of natural resources through initiatives such as the African Maritime Law Enforcement Partnership and the Africa Partnership Station. We should not delay in executing this blueprint – the moment is ripe for changes to West African maritime security. On May 29th, Muhammadu Buhari will succeed Goodluck Jonathan as the President of Nigeria. The election of Buhari has created a potential breakthrough for American diplomacy and with it, a chance for us to work hand-in-hand with the largest nation and economy on the continent. Through public-private partnerships, along with interagency work by USAID, America has the opportunity to establish a better long-term relationship with Nigeria’s incoming executive government.
Amphibious Ready Groups (ARGs) or destroyers are not needed to assist our partners in Africa. Afloat Forward Staging Bases, coupled with Joint-High Speed Vessels, Patrol Craft and Littoral Combat Ships can fulfill this mission with ease and bring the necessary equipment to the inshore zones that need the most attention. Utilizing UAVs like ScanEagle and Firescout will help discover patterns of piracy and provide security for oil platforms and anchored vessels throughout the region.
Navy SEALs and Special warfare combatant-craft crewmen (SWCC) should liaise with the Special Boat Service (SBS), a special operations unit of the Nigerian Navy. Their mission is focused on littoral and riverine operations, including reconnaissance and surveillance; covert beach reconnaissance in advance of an amphibious assault; recovery or protection of ships and oil installations subject to hostile state or non-state action; maritime counter-terrorism; and offensive action. In order to strengthen partnerships and protect international interests in the region, this must be done year-round.
If we don’t step in, then expect China to dominate the region with short-term investments that will fail to lift African nations out of poverty and conflict. The imbalance in trade is staggering. According to John Burnett of U.S. News and World Report, China made $75 billion in investments from 2000 to 2011 compared to our $14 billion. Given the number of natural resources throughout the region, it would be foolish for American business to sit out as the needs of economies throughout West Africa grow. But security is paramount for potential investment from the West.
Ensuring secure littoral sea lines of communication within Nigeria’s territorial seas require trust and over time we can help alter West Africa’s perception of the West. Like Americans, Nigerians are proud and stubborn. They want to solve problems on their own. Unfortunately, more than anything, West Africa needs a naval presence to help shore up their ongoing problems with piracy. Our Navy can and should do more, especially with an incoming president bent on ending corruption and improving Nigeria’s security.
This will be a war of attrition, but it’s a fight worth undertaking. After all, success in Nigeria means potential success for Africa, which translates to economic benefits throughout the continent.
Matt Hipple is joined by Zack Elkaim and James Bridger to talk about rebellions in Africa: the Central African Republic, Mali, and Nigeria, as well as the future prospects for Somalia. Today’s podcast is one of our best, and we highly encourage you to give it a listen. Enjoy our latest podcast, Episode 14, My Other CAR is a Mali (download).
Remember to subscribe on iTunes or Stitcher Stream Radio! Leave us a rating and a comment!
The Center for International Maritime Security has been running a podcast!We speak to James Bridger, author of a menagerie of CIMSEC Articles on Africa and an Africa/Middle East Asymmetric maritime security analyst for Delex. Take a look at Episode 5, our revisit of African security issues (DOWNLOAD) after African Navies week:
African Navies Week: Al Shabaab Is Only the Beginning
Searching for a Somali Coastguard
East Africa: More Than Just Pirates
Nigeria’s Navy: Setting Sail in Stormy Seas
Balanced Public/Private Effort for West African Maritime Security
East Africa: A Historical Lack of Navies
Particular to James Bridger:
Egyptian Instability and Suez Canal Security (Part I)
Crafting a Counter-Piracy Regime in the Gulf of Guinea
From Fighting Piracy to Terrorism, the PMPF Saga Continues
Re-examining the Gulf of Guinea: Fewer Attacks, Better Pirates
Pirate Horizons in the Gulf of Guinea
This article is featured at CIMSEC’s African Navies Week. The previous articles of African Navies Week have been Al-Shabaab is Only the Beginning (LT Hipple), Searching for a Somali Coast Guard (James Bridger), and East Africa, More than Just Pirates (Breuk Bass).
In the din of East African security issues, the navy of Africa’s most populous nation has fallen out of the international eye. With continued pressure on diversified procurement, increasing capability, and new international cooperation, Nigeria’s Navy is slowly growing to fill a void dominated by piracy, petroleum smuggling, and other criminal elements that is re-engaging international attention in Western Africa. Whereas the state of Somalia has been quite unable to manage its offshore affairs, the Nigerian Navy has plotted a course out to sea under the pall of its severe security challenges. If the challenges of oversight, funding, and collusion don’t capsize their efforts, it may become a quite fine sailing.
Procurement-Let’s Go Shopping:
Since 2009, Nigeria has been pursuing an aggressive new procurement program. During the last Nigerian naval modernization period, the late 1970’s and early 1980’s, Nigeria purchased a vast number of vessels from Germany (LST’s) , France (Combattantes), the UK (Thornycraft), Italy (Lerici minesweepers), and others. Unlike the procurement processes familiar in larger navies, such those of NATO, Nigeria ran an “open-source” program, pulling already-proven foreign systems off the foreign shelf. This new buildup is similar, with some new attempt to build local ship-building capacity.
The three big ticket “ship of the line” purchases are the 2 “Offshore Patrol Vessels” and the NNS Thunder. The NNS Thunder is the old school “off the shelf” style ship purchase, bringing a Hamilton-class High Endurance Cutter, the ex-USCG Chase, into Nigerian service in 2011. The “Offshore Patrol Vessels” were commissioned with China Industry Shipbuilding Corporation and approved for purchase by President Jonathan in April of 2012. The fleet’s major combatant until the NNS Thunder was the NNS Aradu, an over 30 year old vessel and Nigeria’s only aviation-capable ship. The new contenders will add a total of 5 new 76mm Oto Melara’s added to the fleet, a none too shabby improvement of overall firepower for littoral operations. The 45 (NNS Thunder)/ 20 (OPV’s) day endurance will give the Nigerian Navy an impressive new stay-time for continuous at-sea opeartions. Arguably most important is that all three vessels have maritime aviation capabilities that will greatly expand the reach and ISR component of Nigerian maritime operations. These three ships are right on target to fill critical gaps in Nigeria’s capabilities.
Nigeria’s littoral squadrons are also scheduled for improvement. Nigeria is purchasing several brown-green water patrol craft to bolster her much-beleaguered inshore security where smuggling of all kinds is rife. Singaporean Manta’s and Sea Eagle’s, US Defender’s, Israeli Shaldag Mk III’s, and others will add potent brown and green water assets to Nigeria’s toolbox.
However, not all of Nigeria’s purchases are imports. Thi package also begins the cultivation of indigenous ship-building capability. One of the aforementioned OPV’s is scheduled for 70% of its construction to occur in Nigeria. To more fanfare, the NNS Andoni was commissioned in 2012. Designed by Nigerian engineers and produced locally with 60% locally sourced parts, it is considered a good step forward for building local expertise and capability in the realm of the shipwrights. More local capacity and expertise will further increase the ease with which ships bought locally, or abroad, can be maintained.
-But Avoid the Bait and Switch!
While flexible, this off-the-shelf model can lead to some bad dealings either by vendors or government buyers. Flexible US defense procurement specialists would love more unilateral authority and oversight compared to their gilded cage of powerpoint nightmares. However, the opposite can lead to incredibly terrible purchasing decisions. While Nigeria’s 2 OPV’s are running for current a total cost of $42m, a proposal was made to purchase one 7 year old vessel for $65m dollars. That vessel had a further $25m in damage that needed to be repaired. That particular vessel now sails as the KNS Jasiri after a large financing scandal of several years ended. At the time of delivery it appeared completely unarmed as well, though since it has since had weapons installed. If one were to ask why Nigeria would want to buy a single unarmed vessel with no aviation capability for the price of 4 more gunned-up and helo-ready OPV’s, the answer is probably not a “clean” one. Oversight is going to continue to be an issue in a country with one of the bottom corruption ratings.
Capability- Shooting more, shooting together :
Ships are all well and good, but what matters is what you do with them and how. Though the scale of offshore criminality is likely in total hovering around 10 billion, and the entire naval budget is roughly a half billion, the Nigerian Navy is moving more aggressively to course-correct their coastal regions. Several instances include a successful gun battle in August, ending the careers of six pirates, further arrests for oil theft in september, and a nice little capture of pirates in August for which photo opportunities were ensured for the press. The Nigerian Navy is further attempting to extend the “immediacy” of their reach by establishing Forward Operating Bases, like the ones at Bayelsa and Delta states. These and many other instances are the nickles-and-dimes as the Nigerian Navy chips away at the corners of their behemoth security challenge at sea. Every journey begins with a single step, and though the Nigerian Navy has reached a bit of a trot, they have a long way to go.
But even in the Navy, no man is an island. With a limited budget and math-rough half of the budget going to the army, the Nigerian Navy needs support. The civil and military authorities are moving closer to that “joint” model with the Memorandum of Understanding between the Nigerian Air Force (NAF) and the Nigerian Maritime Administration and Safety Agency (NIMASA) on the use of NAF assets in Anti-Piracy operations. With an existing MoU between NIMASA, this creates further points of coordination between civil, naval, and air force assets in a coordinated battle against criminals at sea. It’s no J3/J5 shop, but it’s a start.
-But Don’t Undershoot!
The Nigerian Navy’s take from the $5.947bn defense budget is a cool $445m. This is a continued increase for both the defense budget overall and the navy budget specifically and is expected to continue increasing. While this is all well and good, the Nigerian Navy faces a criminal enterprise worth billions: Piracy ($2bn), Oil Theft: ($8bn), and others. The Nigerian Navy itself has a way to go with shoring up its vast body of small arms, ammunition, and gear. In 2012, a fact-finding mission by members of the Nigerian senate found an appalling state of affairs in regards to equipment shortages, maintenance, and a whole slew of other steady-state problems. Enthusiasm and new ships can only go so far. The Nigerian Navy needs to spend the extra money to shore up their flanks, refurbishing or replacing their vast stock of older ships, weapons, equipment, and ordnance stores (without forgetting training).
Cooperation- Team Player:
Nigeria is no stranger to international cooperation. Many forget that in August 26th, 1996, ECOMOG (under ECOWAS) actually conducted an amphibious assault into Liberia led by Nigerian military units. From peacekeeping in Liberia, to Sierra Leone, to Darfur, to Mali, etc… etc…
Nigeria troops have been a staple of many peacekeeping efforts. Now, their typical face abroad, the boots on the ground, is pulling back to the homeland to fight Boko Haram. However, the navy is still extending its project to integrate into partnership programs through both engagement at home and extending the hand abroad.
Nigeria is an active catalyst of the regional security regime. For one, ECOWAS is a factor at sea as well as land. At an ECOWAS conference ending 9 OCT, the naval chiefs of Nigeria, Niger, Benin, and Togo agreed to a common “modality” for the combating of terrorism and agreed to set up a “Maritime Multinational Coordination Center” in Benin to coordinate security efforts.
It also doesn’t hurt to host the maiden run of a major procurement/policy forum in your continent, namely the “Offshore Patrol Vessels Conference” for hundreds of African and interested parties. Networking, though an intangible product, is an important way of building institutional strength and connections.
Nigeria also engages with US and NATO training missions, like the most recent Operation African Wind: a training exercise for the Armed Forces of Nigeria and other regional militaries in conjunction with the Netherlands Maritime Forces under the auspices of the United States sponsored African Partnership Station. In Lagos and Calabar, units will learn about sea-borne operations, jungle combat, amphibious raids, etc… over 14 days of training and 4 days of exercises.
Finally, Nigeria’s navy has made a very respectable show of striking out by conducting a “world tour” of sorts with the new NNS Thunder. The NNS Thunder made a tour around Africa before crossing the Indian Ocean for an historic visit to Australia this month for International Fleet Week. The Nigerian Navy seems determined not to remain shackled by their previous bad position, and is aggressively pursuing an expanded mission and self-image through more than just procurement. Despite the challenges ahead, they’ve demonstrated a reach few of their continental compatriots can lay claim to. It may not help against pirates, but it should be a fine addition to espirit de corps.
-But Also Collusion, Not Always the Right Team…
However, while the navy coordinates with foreign navies, some officials in Nigeria coordinate with the criminal elements. Such “industrial scale” theft of oil in particular would be impossible without the involvement of at least some security officials and politicians. The wide-spread collusion helps stall policies designed to curb the vast hemorrhaging of wealth, since the wealth is hemorrhaging to some with influence on the levers of power. This collusion is further muddled by the revelations about government payments to stop oil theft. While a pay-off policy might be effective in the short term, as it has been in Honduras, the long-term promise is muddled, especially if it turns off the money spigot to those receiving graft. While corruption has improved since the end of the patronage-heavy military state, some see very little hope at all: from the luxurious government salaries to wholesale theft from government coffers. Whatever the case, even local perceptions of transparency are depressingly negative. If internal collusion with the criminal underground cannot be controlled, the Nigerian navy will never find itself with truly enough allies to defeat the foe some of their leaders look to for wallet-padding.
Right Course, Add More Steam:
The Nigerian Navy is making good progress. With new ships, expanded operations, and continued engagement the bow is pointed in the right direction. However, without maintaining the engineroom and navigational equipment by battling corruption and putting enough fuel in the diesels by increasing their defense budget, the Nigerian Navy will find itself floundering in the storm.
The vast majority of naval theory and strategy has focused on fleet engagements during times of war, rather than the smaller engagements and expeditionary operations that, more often than not, occur in times of relative peace. Counter-piracy operations have long been one of the irregular missions conducted by naval forces that didn’t fit the traditional mold. The writing of Alfred Thayer Mahan is a common foundation for many naval thinkers, and they remember his strategic focus on blue water and fleet engagements. In his book Naval Strategy ATM lamented “police duties” and emphasized that these operations detract from the central principle of concentration of military power.
However, ATM’s dislike of anything that would distract from the concentration of effort for naval formations did not automatically mean that he disliked expeditionary operations or naval irregular warfare. He believed that counter-piracy missions, in particular, were a valid function of naval forces. In writing about Nelson’s operations in the Mediterranean in the early 19th century, ATM agreed in theory with the Admiral’s desire to attack the Corsairs of Algiers and end the Barbary menace. In Nelson’s own words, “My Blood boils that I can not chastise these pirates,” and Mahan identified with the sentiment. In practice, however, he supported Lord Nelson’s decision not to attack because it would split his force, and detract from his primary mission, which was the destruction of the French Fleet.
It wasn’t that attacking piracy was an invalid naval mission, as some who claim to be part of a Mahanian tradition maintain; it was that Nelson’s Fleet had a higher purpose that required concentration. Without that higher purpose, an attack on the Barbary Corsairs would have been an important and distinctly naval mission. In his biography of Admiral Pellew, ATM championed the 1816 attack on Algiers which did finally end the Barbary menace once and for all, an operation that would today be described as a multinational force conducting power projection against an asymmetric menace.
ATM also wrote about the American 1820’s counter-piracy campaign in the West Indies which was led by Commodore David Porter. In his brief discussion of the subject in his biography of Admiral Farragut, he approved of Porter’s decision to leave the heavy frigates and traditional naval warships behind in favor of Sloops-of-War, armed schooners, and gun barges. What he termed the Mosquito Squadron, fulfilled his thoughts on concentration, as the ships worked together to attack the pirates both offshore and in the shallows of Cuba. It also illustrated the point that he would made in his debates with William Sims over the need for a balanced fleet rather than a myopic focus on battleships.
In ATM’s eyes the effectiveness of the squadron fulfilled the important naval mission of providing for “the security of commerce.” Ultimately, because they could not take or occupy territory, ATM realized the influence that navies could exert on an enemy was based in the ability to impact economics. First and foremost the battlefleet had to be ready for fleet engagements to drive the enemy’s naval forces from the sea, to fight the decisive battle in blue water. However, naval forces also needed to be ready to conduct irregular missions, like counter-piracy, because ultimately Mahan believed that “Navies exist for the protection of commerce.”
They have been quiet recently – but you can’t count them out, so Somali pirates are discussed this week on Midrats in Episode 170: “Stolen Seas: Tales of Somali Piracy”:
We have heard from industry, military leaders, Marines, and private security providers, this Sunday we are going to look at piracy at a more personal level with director Thymaya Payne of the documentary, “Stolen Seas: Tales of Somali Piracy.”
He will be our guest for the full hour.
The filmmakers have spent the past three years traveling to some of the world’s most violent locales in order to make this documentary on Somali piracy, Stolen Seas. Utilizing exclusive interviews and unparalleled access to real pirates, hostages, hostages’ relatives, ship-owners, pirate negotiators and experts on piracy and international policy, Stolen Seas presents a chilling exploration of the Somali pirate phenomenon.
The film throws the viewer, through audio recordings and found video, right into the middle of the real-life hostage negotiation of a Danish shipping vessel, the CEC Future. As the haggling between the ship’s stoic owner Per Gullestrup, and the pirate’s loquacious negotiator, Ishmael Ali, drags on for 70 days, these two adversaries’ relationship takes an unexpected turn and an unlikely friendship is born.
Stolen Seas is an eye opening refutation of preconceived ideas on how or why piracy has become the world’s most frightening multi-million dollar growth industry.
Join us live (or download later) here at 5pm Sunday, 7 Apr 13.