The Importance Of Memory At Sea

As a new third mate I was always frustrated by those who demanded I memorize things and it was my belief that a good officer never guesses an answer but rather is able to find information. This is partly true, as the most successful officers have a good knowledge of finding information in publications and a great ability to ask the right people (e.g. Chief Engineer, Port Captain, Master), the right questions. The problem is, this only takes us so far. To truly excel in this profession you need to be a master at memorizing information and situations.
The primary reason memory is so important is that all other means of gathering information, from looking through publications to reaching for a calculator, is slow. This includes google. The time it takes to reach simple information critical to navigating a ship (e.g. the nav light configuration of an oncoming ship or the phone number of the engine room) may only take you 30 seconds to pick up your iPhone (or flipping through colregs) and find the information via google but, if memorized, can take less than one second to retrieve from your mind.
And this 30 second time difference is important. Sidelights are only visible at a range of 3 NM so if you are traveling 15 knots approaching trawler with an unusual configuration of lights that’s also going 15 knots you only have 6 minutes before collision and 3 minutes to make a decision. By not having memorized the information you have wasted nearly 10% of your available time.
So memory is an important skill! But, I know what many of you are thinking, ‘I have no talent memorizing things‘. I thought the same thing for many years but, it turns out, I was wrong.
In his new book Moonwalking with Einstein: The Art and Science of Remembering Everything Joshua Foer investigates the world of memory championships and discovers the best memory experts often had terrible memories before they began to practice. He writes:

“I asked Ed Cooke, a competitor from England — he was 24 at the time and was attending the U.S. event to train for that summer’s World Memory Championships — when he first realized he was a savant.

“Oh, I’m not a savant,” he said, chuckling.

“Photographic memory?” I asked.

He chuckled again. “Photographic memory is a detestable myth. Doesn’t exist. In fact, my memory is quite average. All of us here have average memories.”

That seemed hard to square with the fact that he knew huge chunks of “Paradise Lost” by heart. Earlier I watched him recite a list of 252 random digits as effortlessly as if it were his telephone number.

“What you have to understand is that even average memories are remarkably powerful if used properly,” Cooke said.

…At the time, I didn’t quite believe Cooke’s bold claims about the latent mnemonic potential in all of us. But they seemed worth investigating. Cooke offered to serve as my coach and trainer. Memorizing would become a part of my daily routine. Like flossing. Except that I would actually remember to do it.“

Foer provides details on how to improve your memory in his book (a great summary of tips can be found HERE) but the important lesson is that memory is a skill learned through hard work and practice… not through naturally born talent. This is important for mariners because having good memory leads to good seamanship, especially when “snap” decisions need to be made. But it’s also important because countless studies of great CEO’s and managers show that top performers have all developed great memories.

But memory is not enough. A study of historically great Chess Grand Masters found that many had only average IQ scores and some even had bad memories for remembering facts. In one example a master won the world chess championship and, when leaving, could not remember where he left his umbrella. This is because chess masters have a different kind of memory… situational memory.

Aboard my first ship the Captain told me that “Traffic situations are like chess games, you need to understand the flow of the game and predict the moves of your opponent long before he steals your first pawn.” He, of course, was right but how do chess masters know what moves their opponent are going to make?

It turns out the best don’t remember tactics they studied in books, although this does help, they remember stories from their earlier matches. They talk of past games as you and I would tell the story of a close call at sea and stories are things that stick in our brains better than anything. This is why experience counts, master’s with long careers have more stories stored in their memory than the rest of us and some of these memories stick in your brain.

But which ones stick? It turns out the ones that stick are the ones we tell others the most, it’s this repetition that build memory. Think back to the traffic situations you remember best. It was probably a close call right? Now think how many times you told the story of that near collision to others.

A common phrase is “I’ll never make that mistake again!” and this is correct but not because you remember the close call itself but because you built a story around the collision and retold that story many times in your career… a repetitive act that makes it “stick” in your mind.


We can all learn from this lesson by purchasing Foer’s book and working hard at the practice of memory skills but a far simpler solution is to simply tell more stories. For this reason I suggest that all cadets, as part of their summer seaterm project, write the stories of their traffic situations on paper and recount these stories in class.

For the rest of us, those of us long out of school, we too can start writing stories around traffic situations we encounter by starting a journal. But it’s not enough just to write, you have to go back and re-read your stories and make a point of sharing them verbally with others. And remember; the most memorable stories are the most interesting so… get creative!

And note… it’s important to be truthful in telling your sea-stories! Otherwise your memory of events, memories you will need the next time you encounter a similar traffic situation, are based less on the facts and more on the stories you have built around them!

Fonte: GCaptain

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Weekly Maritime Crime and Piracy Update – Week of 28 April 2011


A RoRo was robbed 2 May 2011 at 0740 UTC while anchored inposition 09:58.6N – 083:01.0W at the Puerto Limon anchorage, Costa Rica. Ten robbers boarded the ship, tied up the crew, kicked them, and stole their personal property. The crew freed themselves about 20 minutes after the robbers escaped with the stolen items. (IMB)


Three crew members were kidnapped off a tug 1 May 2011 at 1700 UTC while anchored in a position 20NM offshore from Bonny Island, Nigeria. Robbers used at least one speedboat to board the vessel. The robbers destroyed the communications equipment, stole the crew valuables, and seized three Nigerian national crewmembers, to include the Master and First Mate. The other six crew members were left onboard. (Commercial Sources)
Two robbers attempted to board a tanker 29 April at 2255 UTC while at anchor in position 06:06N – 002:37E, approximately 22NM south of Porto Novo, Benin. Seven armed robbers approached the tanker in a boat. Two robbers tried to board the tanker from the fenders. After an alarm was raised, the robbers aborted the attack and traveled toward Lagos, Nigeria. (IMB)

Cargo ship (ITAL GLAMOUR) was fired upon by one skiff with six pirates onboard 4 May at 0432 UTC while underway in position 13:50N – 06:554E, approximately 489NM southwest of Belekeri, India. A wooden mothership launched the skiff. The pirates fired upon the vessel with an RPG and automatic weapons. Vessel sustained some damage from the weapons fire. (UKMTO, IMB, Open Sources)
Chemical tanker (GEMINI) was hijacked 30 April at 0430 UTC while underway in position 07:01S – 041:22E, 140NM southeast of Zanzibar, Tanzania. Pirates attacked from two skiffs. (IMB, UKMTO)

Cargo ship (NAXIHE) was fired upon by one skiff with 3-4 pirates onboard 28 April while underway in position 12:53N – 04820E, approximately 110NM southwest of Al Mukalla, Yemen. (Operator, Open Sources)

A barge was robbed 29 April at 1730 UTC while preparing to be anchored in position 01:20N – 104:06E, approximately 14NM east of Singapore. Pirates boarded the barge while it was being towed by a tug and stole some of the cargo before they escaped. (IMB)

Indian Ocean Piracy Forecast, week of 5 May 2011:


Over the next 72 hours weather conditions will be conducive for small boat activity in the Gulf of Aden with winds at 5–10 knots and associated wave heights of 1–3 feet.


In the Indian Ocean off the east coast of Somalia, weather conditions are conducive to small boat operations. Forecasts indicate wind speeds of 10–15 knots with associated wave heights of 2–4 feet.

Weather conditions are favorable for piracy activity as we continue through the spring transition into the southwest monsoon season (June). Currents off the Somalia coast are variable with speeds up to 1 knot from the Equator to 5N. Current speeds up to 3 kts may be seen along the coast between 5N and 10N. Winds and seas will continue to increase through the month of May as the SW monsoon sets up, making the weather conditions less favorable to small boat activity.

Fonte: GCaptain

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A Turquia irá ter o seu próprio “Canal do Panamá”!

Turkey To Build Its Own ‘Panama Canal’?

“TANBUL (Dow Jones)–Turkey will build a new canal connecting the Black Sea with the Marmara Sea to reduce traffic in the Bosporus, one of the world’s busiest and most dangerous shipping lanes, Prime Minister Recep Tayyip Erdogan said.

The prime minister announced his plan Wednesday in the midst of a re-election campaign, comparing the project’s importance with the Panama and Suez canals.

Kanal Istanbul would cut through mostly undeveloped, state-owned land and forest just west of Istanbul, creating a second channel that ultimately connects the Black Sea to the Mediterranean. The project also would include construction of a new 60 million passenger per year airport for Istanbul and two new mini-cities, Mr. Erdogan said.

Mr. Erdogan gave no estimate of the new canal’s cost or how it would be financed, but said he was confident the project would attract private investors and that financing wouldn’t be an obstacle. He also said a study of the terrain will take two years and will determine the precise route of the canal, which is expected to be 25 meters (27 yards) deep, 150 meters (165 yards) wide, and 45 to 50 kilometers (28 to 31 miles) long.

“We are today starting to work on one of the biggest projects of the century, which leaves behind the Panama, the Suez and–in Greece–the Corinth canals,” Mr. Erdogan said. The Panama canal is 77 kilometers long, the Suez canal 80 kilometers and the Corinth canal six kilometers. Kanal Istanbul would be shorter and not as challenging to build as the Panama or Suez canals, but even if it took just half the Bosporus traffic, the new canal would be busier than either.

The prime minister wasn’t clear about who would build the canal, although he commented the project would be “open to the world.” Turkish construction companies, however, are fiercely competitive and could prove difficult to outbid.

Mr. Erdogan unveiled the project at a campaign rally in Istanbul, ahead of parliamentary elections on June 12. Opinion polls suggest the prime minister’s ruling Justice and Development Party, or AKP, will win a third term in office. The AKP is fighting a campaign based on its strong record of delivering economic growth, with ambitious pledges for the future that include a high-speed train network, a third bridge over the Bosporus and development of a Turkish aircraft industry. The new airport has been discussed for some time. The canal project itself, Mr. Erdogan said, would create thousands of jobs.

Given the timing of the announcement as a campaign promise, it isn’t certain the canal will get built. However, Mr. Erdogan, a former Istanbul mayor, has never hidden his ambition to leave an indelible mark on Turkey. He has also said he’d like to turn Turkey into a presidential republic, and if elected president could be ending his second term in 2023, the 100th anniversary of the Turkish Republic.

“We said Turkey deserves to enter 2023 with such a major, crazy and wonderful project, and we took the step for this,” Mr. Erdogan said in his speech.

Describing the plan as a “dream” that Turkish and Ottoman leaders have nurtured for centuries, Mr. Erdogan said the canal would enhance the city, moving the dangers of shipping accidents away from Istanbul’s densely populated center. The canal would be able to accommodate some of the world’s largest ships, up to 300,000 deadweight tons, he added.

The strait is just 700 meters across at its narrowest point and has strong currents and several blind turns that have contributed to catastrophic accidents over the years.

“Any such project should be good news for the international shipping industry” because it would increase safety and cut the density of two-way shipping traffic in the Bosporus, said Bill Box, spokesman for Intertanko, the international association of tanker owners.

But Mr. Box also said the project raised a lot of questions. One such question is whether the canal would fall under the 1936 Montreux Convention, which governs the Bosporus and guarantees passage to all civilian shipping in peacetime. Given that under the convention Turkey can’t charge a fee for ships to use the Bosporus, Turkey would have to work out how to charge for use of the canal without ships reverting to use of the Bosporus, he said.

Mr. Erdogan didn’t address this issue, but he did say the cost to shippers of the long waiting times to enter the Bosporus was $1.4 billion annually, providing a potential incentive for shippers to pay for wait-free passage.

Local pundits worry the project, expected to target mostly federal lands, will destroy forests, and make Istanbul’s growth even faster and more unwieldy. Istanbul, a city of at least 13.5 million people, is split in two by the Bosporus, with the eastern shore in Asia and the Western in continental Europe.

The Bosporus carries ships from the Black Sea to the Marmara Sea, through the Dardanelles to the Aegean and on to the Mediterranean. About 50,000 ships pass through the Bosporus every year, including some 8,000 oil tankers. Turkey’s government has been pushing for construction of an overland pipeline that would bypass the strait and reduce the most dangerous traffic, but has had difficulty persuading oil companies to commit to using the pipe. The need to unload and load the oil one additional time would make the route expensive, according to oil company officials.

Mr. Erdogan said ships carry 139 million tons of oil, 4 million tons of liquefied petroleum gas and 3 million tons of chemicals through the strait annually, putting at risk nearly 2 million people live or work directly on the two shores. From 1982 to 2003 there were 608 shipping accidents on the Bosporus, according to a study by the French Association of Ships’ Captains. In 1994, an oil tanker and cargo vessel collided in the Bosporus, spilling 9,000 tons of oil and closing the strait for days as some 20,000 tons of oil burned. A Romanian tanker crash in 1979 spilled 95,000 tons of oil.”

Fonte: GCaptain

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Navio Vestvind encalhado

Notícia transcrita de Shipwrecks Log:

The 2325 dwt freighter Vestvind was reported aground off Korsor, Denmark.   The vessel was en route from Travemunde to Mandal, Norway when the vessel went off course and grounded only 100 meters from the shore near the Great Belt Bridge.  After the grounding, officals did blood tests of the crew.  The mate, who was in charge at the time of the grounding, was found intoxicated.   The vessel was pulled free after being lighten.  The vessel will be inspected at Korsor for damage.  No reports of injuries or pollution being released.

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ILO at the IMF and World Bank spring meetings 2011

Each spring, thousands of government and international officials and representatives of the private sector, civil society and media gather in Washington, DC for the Spring Meetings of the World Bank and IMF. ILO Director-General Juan Somavia presented a statement to the International Monetary and Finance Committee and Development Committee. Mr. Somavia calls for an adjustment of macro-economic policies centered on rights and jobs: “If countries are to grow on a more equitable, sustained and balanced basis, the macro-economic policies will also have to target jobs creation on a priority basis. This is the central policy challenge we face in 2011 worldwide”.

ILO at the IMF and World Bank spring meetings 2011

Statement | April 15, 2011
The consequences of years of unbalanced growth, exacerbated by the global financial crisis, are increasingly apparent in rising social tensions in many parts of the world. I am extremely concerned that current policies are not addressing deep seated imbalances and inequalities within and between countries. The present form of globalization, dominated by a financial services sector that is ill-serving the global public interest, is unsustainable economically, socially and politically.

As ILO Director-General I have a duty to warn the International Monetary and Financial Committee and Development Committee that persistent weak growth in opportunities for decent work and widening social gaps threaten to undermine the still fragile recovery of the global economy. I rejoin the Managing Director of the IMF when he cautions “In too many countries, the lack of economic opportunity can lead to unproductive activities, political instability, and even conflict. Just look at how the dangerous cocktail of unemployment and inequality—combined with political tension—is playing out in the Middle East and North Africa.”1

Jobs and rights key to sustainable growth and development
On 2 February 2011, in a statement on the situation in Egypt, I recalled that “for many years, the ILO has been pointing to the gravity of the decent work deficit in Egypt and a number of other countries in the region, where unemployment, underemployment and informal work have remained among the highest in the world.” I pointed out that “the failure to address this situation effectively, with all of its consequences for poverty and unbalanced development, together with limitations on basic freedoms, has triggered this historic outpouring of popular demands.” In this regard, I stressed the fundamental concern of the ILO that “no person should suffer discrimination or reprisals of any type for having practised their fundamental rights.”

At the joint invitation of the Minister of Finance, Mr Samir Radwan, and the Minister of Manpower and Migration, Mr Ahmed El Borai, I subsequently visited Egypt from 11 to 13 March 2011, meeting the Prime Minister, Mr Essam Sharaf and senior government officials, as well as representatives of the independent trade unions, youth leaders of the revolution and civil society actors. I welcomed the Declaration by Minister El Borai which guarantees that all trade unions will be registered and can freely pursue their legitimate activities. I stated on that occasion that “the fact that the ministers of finance and labour are inviting the ILO to work together indicates the important policy convergence of the issues on which they are requesting our contribution: freedom of association, wages, social protection and employment, especially for youth”. The ILO is similarly engaged in other countries in North Africa and the Middle East.

I am convinced that if countries are to grow on a more equitable, sustained and balanced basis, the macroeconomic policies will also have to target jobs creation on a priority basis. This is the central policy challenge we face in 2011 worldwide. The harsh reality is that the tools of conventional economic analysis, such as GDP growth, are failing to capture the underlying imbalances in societies not only in North Africa but in many other parts of the world. Restrictions on freedom of association, high un- and under-employment, wide income and social gaps are indications that issues of central importance to people’s lives are being neglected. Financial stability is an ephemeral goal if it is bought at the price of social instability.

It is time to re-conceive adjustment policies as policies that adjust to people’s needs and aspirations for decent work and a better life for themselves and their children. All too often policies are putting the burden of adjustment on to working families when onerous public and private debt originated in the disastrous lending practices of major financial institutions.

Such policies are pushing us to the brink of social, economic and political unsustainability.

Macroeconomic indicators pick up but not jobs or wage incomes, except at the very top
The number of unemployed worldwide stood at 205 million in 2010, essentially unchanged from the year earlier and nearly 30 million higher than in 2007, with little hope for this figure to revert to pre-crisis levels in the near term. At the global level, the employment-to-population ratio, measuring the employment-generating capacity of a country or region, declined from 61.7 in 2007 to 61.2 in 2009 and is estimated at 61.1 per cent in 2010. Around 1.2 billion working women and men are living with their families on less than $2 a day per person. This is 39 per cent of the global labour force. Many economies are simply not generating sufficient decent employment opportunities to absorb growth in the working-age population and reduce poverty.

Real wage growth slowed in 2008 and 2009 to below 1 per cent in most countries with many workers having to take reduced hours. Furthermore this crisis came after several years of wages failing to keep pace with productivity growth. Overall, for the period 1980–2007, 7 out of 10 countries for which data are available registered a fall in the share of wages in national income. The recent global trends in wages and in the wage share should also be seen against a backdrop of widespread and rising wage inequality, characterized by rapidly increasing wages at the very top and stagnating wages at the median and bottom of the distribution. The distance between the lowest paid 10 per cent of workers and the best paid 10 per cent has increased in 17 out of 30 countries for which data to compare the last three years with the mid-nineties are available.2

Furthermore the rise of the top decile’s share in income is overwhelmingly accounted for by what has happened to the earnings of the top 1 per cent of earners in the country – and, sliced even more thinly, what has happened to the earnings of the top 0.1 per cent of the distribution. By 2007, the top 1 per cent of earners in the United States accounted for 23.7 per cent of total income in the country. Moreover, between 1976 and 2007: “the share of an even wealthier group – the top 0.1 per cent – has more than quadrupled from 2.3 per cent to 12.6 per cent over this period.”3

Enriching the policy toolbox
The uneven recovery described in the IMF’s latest World Economic Outlook poses major policy challenges for many countries and for the coordination of mutually reinforcing policies globally. Large fiscal deficits and growing public debt will have to be reduced but the major cause of these problems, collapsing tax revenues as a result of recession will only be addressed fully by private sector recovery which in too many countries is weak and dependent on continued public policy support. The dilemma of balancing a credible medium-term fiscal consolidation with short-run support for a still weak recovery is particularly acute in countries that were hit hardest by the successive waves of disruption in international financial markets that followed the bursting of the credit bubble in 2008.

With fiscal policy options constrained and monetary policy in danger of falling into a “liquidity trap” in which low interest rates feed new asset bubbles rather than productive investment, governments need to diversify their policy toolbox. The IMF Managing Director put it well “we need financial sector reform and repair, to put the banks back in the service of the real economy, and direct credit to small and medium-term enterprises—key drivers of employment and indeed of growth. … But growth alone is not enough. We need direct labour market policies. The crisis taught us that well-designed labour market policies can save jobs.”4

The employment challenge is often defined narrowly in supply-side terms of the need to maintain competitiveness in the context of the resumption of rapid globalization and a continuation of rapid technological change. This of course is important but the over-riding problem many countries face is on the demand-side. In this context it is important to align wage developments more closely to changes in productivity. Divergent trends in relative unit labour costs have been one of the underlying problems brought to the fore by the ongoing sovereign debt crisis on the Eurozone.5 Allowing wages to rise faster than increases in productivity courts the risk of a loss of competitiveness and painful subsequent adjustments. Equally, however, a policy of wage compression in order to increase competitiveness entails costs in terms of a lower level of effective demand and an adverse shift in wage shares.

These considerations underscore the importance of effective institutions of social dialogue and collective bargaining for ensuring stable growth in output and employment. It is also relevant to note that a high level of social protection in the form of employment protection laws, collective wage agreements, and unemployment insurance has played a significant role in dampening the extent of contraction of effective demand in the aftermath of the financial crisis.6

The adjustment required in highly indebted countries will inevitably involve significant social pain. But the extent of this pain can be mitigated if governments give high priority to employment and social justice in the design and implementation of adjustment programmes rather than focus exclusively on fiscal consolidation. Maintaining expenditures on active labour market and other programmes to boost employment is vital. Such programmes are important not only for preventing a rise in long-term unemployment but also for facilitating the structural shifts in the economy that are required as part of the adjustment process. In addition, ensuring that the burden of adjustment is fairly distributed across all income groups, can do a great deal to lessen the hardship faced by the poor. This will also be important for building broad social support for programmes.

Deepening policy coherence
An uneven global recovery is likely to produce increasing tensions within and between countries. Faster growing countries are likely to become increasingly concerned by risks of inflation or asset bubbles. But a policy-induced slow down in the growth poles of recovery will make it even harder for deficit countries to adjust without deepening the jobs and social crises they face. Not only do countries need to enrich their policy toolbox, they also need to deepen international cooperation to reduce the imbalances that threaten recovery. It is urgent to deepen and broaden the dialogue and cooperation between ministers of finance and ministers of employment and labour.

Unbalanced labour market and employment developments lead to a situation where the gains from productivity growth are not broadly shared, where income is increasingly concentrated at the top, with consequences for the sustainable growth of domestic effective demand. This can lead to pressures to stimulate demand by expansionary fiscal policies, very low interest rates and/or via exchange rates. These pressures on macroeconomic policies can in turn lead to asset bubbles as well as global trade tensions and competitive devaluations. All countries have a shared interest to achieve high levels of employment and labour force participation, with wages growing at rates close to productivity growth, in order to sustain strong effective demand without the need for ultimately unsustainable stimulation policies.

Macroeconomic frameworks, and the degree of expansiveness or restrictiveness of fiscal and monetary policies, need to be responsive to the employment outlook. Balanced development of labour markets, employment and social protection is an indispensable pillar of balanced global growth.

I invite the International Monetary and Financial Committee and Development Committee Members to take account of these inter-relationships in their deliberations and future actions.

1 The Global Jobs Crisis— Sustaining the Recovery through Employment and Equitable Growth, Speech by Dominique Strauss-Kahn, Managing Director, International Monetary Fund, Washington, D.C., 13 April 2011

2 ILO: Global Employment Trends 2011, January 2011

3 Anthony Atkinson, Thomas Piketty, and Emmanuel Saez: “Top Incomes in the Long Run of History”, Journal of Economic Literature, 2011, Vol. 49, No. 1

4 Ibid

5 J. Filipe and U. Kumar: Unit Labour Costs in the Eurozone: The Competitiveness Debate Again, Working Paper No. 651, Levy Economics Institute, February 2011

6 Paul De Grauwe: Flexibility is out: now we see rigidity’s virtues, Centre for European Policy Studies, February 2009

Fonte:ILO – International Labour Organizatios

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Emprego Port Captain – Moçambique

Anúncio publicado em Expresso Emprego:

Somos uma Empresa líder mundial no sector Mineiro, presente em 38 países dos cinco continentes. Na fase actual, pretendemos admitir o seguinte profissional para Moçambique:

Para assessoria de todas as Operações Portuárias e Logísticas em assuntos da área Marítimo-Portuária, pretende-se profissional com o seguinte perfil:

- Formação superior;
– Experiência na função;
– Conhecimentos de Inglês.

Ref.: 13/0388/10044

Para responder a este anúncio clique AQUI.

Se preferir também o poderá fazer através do nosso site (ofertas de emprego)

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Weekly Maritime Crime and Piracy Update – Week of 14 April 2011


Details of pirate activity from the past week – April 14-20
1. (U) ARABIAN SEA: Container vessel (HANJIN TIANJIN) was boarded 20 April at 2049 UTC while underway in position 12:58N – 05855E, approximately 262NM northeast of Socotra Island, Yemen. (Commercial Sources, Operator)
2. (U) INDIAN OCEAN: Fishing vessel (GLORIA) was hijacked 19 April 2011. On 20 April 2011 the Seychelles Coast Guard conducted an operation 150NM northeast of Mahe Island, Seychelles, to rescue the four fishermen and detain the seven pirates. One fisherman and three pirates were injured during the operation. (Commercial and Open Sources)
1. (U) INDONESIA: One robber boarded a chemical tanker 18 April at 1955 UTC while anchored in position 01:42.33N – 101:27.16E, in the Dumai inner anchorage, Indonesia. Six to seven robbers in a wooden boat approached the vessel. One robber boarded the vessel, but escaped after the duty deck crew noticed him onboard and the alarm was raised. (IMB)
2. (U) SINGAPORE: Robbers boarded a barge 17 April at 2112 UTC while underway in position 01:15.2N – 104:03.2E, approximately seven NM southeast of Changi, Singapore. The Singapore Police Coast Guard (PCG) sighted a sampan alongside the vessel. The PCG spotted four to five men departing the barge on two sampans. Four containers on the barge were broken into, and some items were missing. (ReCAAP)
3. (U) INDONESIA: Three robbers boarded a tanker 14 April at 1750 UTC while anchored in position 01:41.6N – 101:29.8E, in the Dumai anchorage, Indonesia. The robbers entered the engine room through the steering gear room entrance after breaking the padlock. The third engineer was threatened by one of the robbers with a knife and pushed to the corner of the store room. The oiler on duty raised the alarm after spotting the robbers and the robbers escaped. (IMB)
Indian Ocean Piracy Forecast – April 21-27
Weather conditions this week are expected to be mild and conducive to small-boat operations throughout the piracy operating area, to include the southern Indian Ocean and Mozambique Channel. Mariners are advised the Arabian Sea, Somali Basin, Gulf of Aden, and Mozambique Channel are high-risk areas for piracy. When transiting the region, mariners are encouraged to contact UKMTO and all appropriate authorities.

Fonte: Gcptain

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