Arctic Sea: Canadian spy goes missing in Med

Christopher Robert Metsos [or is it Christopher Robin?] a Canadian, perhaps, is on the Arctic Sea?

A Canadian man arrested in Cyprus on suspicion of being involved in a Russian spy ring in the United States went missing on Wednesday, just over 24 hours after a judge let him free on bail.

Oops - maybe not >>>>0.5 knots off beach


Golden Blessing: Dingheng Liantou chemtanker


In the early hours of 28 June, pirates took control of the MV Golden Blessing approximately 90 nautical miles off the northern Somali coast. On notification from the Master of the MV Golden Blessing that pirates were on board, the EU NAVFOR German warship Schleswig-Holstein immediately launched their helicopter and reported sighting suspected pirates on board the MV Golden Blessing.

The MV Golden Blessing, a Singapore flagged tanker with deadweight of 14445 tonnes, was carrying a cargo of glycoethelene. The MV Golden Blessing has a crew of 19 Chinese; there are no reports of injuries. The vessel is under pirate control and is now moving towards the Somali Coast. EU NAVFOR is monitoring.

housing glycol ethylene on board. It remains unclear if glycol ethylene was the object of desire for the Somali pirates. The poison is used in antifreezing processes.

Mr.Li Duozhu, main founder of Dingheng Group, graduated from Shanghai Maritime College (now named as Shanghai Maritime University), majoring in Marine Management, Bachelor Degree. It is his belief that the traditional Chinese culture, joined with the western institutionalized management, could form a strong competitiveness and lead the Chinese enterprises to be big roles in the global market. A new stage of industrial revolution may come in thirty years, when China is to be the world's economic power and it will be a time for the Chinese pattern in business management to replace the Western pattern.Golden Pacific International Holdings owns the Golden Blessing; it was being chartered by Shanghai Dingheng Shipping Co. Ltd. [Shanghai Dingheng Liantou Investment Co., Ltd.]


deepwater horizon: Ixtoc 1 a bigger spill

If your criterion for the worst oil disaster is the greatest volume of oil leaked, then the Lakeview Gusher of 1910 released at least twice as much oil into a semi-desert area of California as this leak has released so far. This leak is without question the worst oil disaster at sea in United States history, but it does not yet match the volume of an Mexican oil-well blowout known as Ixtoc 1, also in the gulf, in 1979-80.

effects of the oil spill? Under the Oil Pollution Act of 1990, BP, the owner of the well, has been named the “responsible party” and bears the brunt of liability for the spill. That means the company must foot the bill for the cleanup efforts and pay claims for economic damage, as well as penalties under the law. Other companies involved with the well could find themselves drawn into litigation.

BP is owned by investors all over the world. BP estimates that about 40 percent of their shares are owned by British investors, and nearly as much by American investors. Another 10 percent are owned by other Europeans, and the remaining 10 percent by investors from other countries outside Europe. Since much of the stock is owned by mutual funds, it is not easy to determine the exact percentages of the nationalities of its owners. Suffice it to say, many Americans and Britons depend on BP dividends. here

Anadarko Petroleum, has a 25 percent stake in the project, and its joint operating agreement with BP gives it a 25 percent share of the liability, a potentially ruinous amount. “The mounting evidence clearly demonstrates that this tragedy was preventable and the direct result of BP’s reckless decisions and actions,”

Mitsui Oil Exploration Company of Japan, which owns the remaining 10 percent of the well, said the company had given up its interest in oil from the well. The company may be hoping that relinquishing its interest will shield it from liability,

Lloyd’s of London may cover BP’s “excess liability” in cleanup and other costs. under its Transocean contract affording protection to pollution “originating above the surface of the land or water.” here


IOE: still an insurance mystery

A tourist 116 -foot boat popular with British diving enthusiasts was boarded by Somali pirates near the Seychelles, hundreds of miles from the hijackers’ lair on the East African coast.

The Indian Ocean Explorer had just dropped her passengers on Assumption Island when she was attacked, The vessel made only a handful of voyages each year for up to 12 passengers willing to pay to swim with whale sharks and green turtles. was registered in Panama and had been recently sold in March 2009 , but operators did not give the identity or nationality of the new owner. The owner paid $450,000 and all 7 crew of Seychelles nationality were released and repatriated . The ship’s owner was reported reluctant to negotiate the demanded ransom of $1 million and the hijackers reportedly decided to burn the ship off the coast of Harardheere, but so far no independent confirmation or evidence for the actual sinking received.


Deepwater Horizon: take good care of yourself

you belong to me...old song


Date: 11 May 2010
1. Operators of Marshall Islands flagged MODUs, regardless of where the unit operates, should:

a. Verify that all well control equipment and procedures are in compliance with applicable coastal State requirements;
b. Review all emergency shutdown and dynamic positioning procedures that interface with emergency well control operations to ensure they are appropriate and that personnel are familiar with them;
c. Inspect lifesaving and firefighting equipment for compliance with Marshall Islands requirements;
d. Ensure that all persons on board are familiar with emergency/firefighting equipment, as well as participate in an abandon ship drill. Operators are reminded that the review of emergency equipment and drills should be conducted after each crew change;
e. Review equipment maintenance and testing procedures to ensure the unit’s emergency source of power is operating properly and is tested regularly.


DEEPWATER HORIZON Bob: Heyward’s yacht, Prince Andrew's connection

The big boat fleet is growing on a daily basis, Cowes based Gray, Laidlaw and Heyward’s Farr 52, Bob is the latest entry over fifty feet.

Bob - Farr 52
Previously 'Bear of Britain', now with new owners, we are taking on the management of this boat again. Bob has now had a complete refit, new winch package, new sail inventory and been IRC optimised with a large bowsprit, larger spinnaker area and a square top mainsail. This boat will be ultra competitive in the lighter winds and will certainly be one to watch in 2010.

Prince Andrew names Bear of Britain

The latest Bear was officially launched in London by HRH The Duke of York. The Duke said he was "delighted to be associated with Bear of Britain,
Prince Andrew named and officially launched Kit Hobday's & Tim Louis' brand new all Carbon Farr 52 Bear of Britain [2001] here

Design #444 Farr 52 One Design

Among the Pandemonium of Rating Systems, Rules and politics of racing sailboats there is some solace in the notion that there still exists the opportunity to produce a boat that is just plain quick for its size and a joy to sail. It is even more satisfying to find that a high performance boat will be competitive on corrected time with those choosing to be thoroughly optimized to a rule. Design 444, our new 52ft LOA One Design, follows the trend set by the very successful FARR 40 OD, a thoroughly fast boat for its size and a proven threat under both IMS and IRC rating systems.

The Farr 52 OD is a moderate to light displacement (DLR 96), powerful boat with a low center of gravity, a generous sail plan and up to the minute appendage design - all the ingredients necessary for some stimulating action on the water. For example, with the masthead spinnaker option, the Farr 52 OD is faster downwind than the current ILC Maxi World Champion in winds under 5 knots and over 20 knots and faster downwind than the CML 60 in all wind strengths. The all-carbon hull construction, combined with a cast steel keel fin, lead bulb and minimal internal ballast (just enough to allow tuning the total weight to the One Design limit), generates a 54% ballast ratio for high stability and scintillating upwind speed. The hull shape is long and lean and benefits from the results of our extensive research and testing in support of IACC and Volvo Ocean 60 designs.

VPP comparisons of performance versus rating between the Farr 52 OD and other top IMS designs around the same size are encouraging for those wishing to collect silverware in IMS regattas prior to or in parallel with proposed One Design activity. Around an upwind/downwind course the Farr 52 OD will be 30 to 50 seconds a mile faster upwind and 23 to 50 seconds a mile faster downwind (with standard fractional IMS spinnaker) than a typical optimal IMS 50 footer ­ course times equivalent to a 58ft IMS boat. This huge performance gap will provide the 52 OD crew with the potential to stretch out from the current IMS 50 fleet while having some exhilarating sailing and thoroughly competitive corrected times. In offshore events such as the Newport/Bermuda, the 52 OD will be a serious IMS contender.

The rig, with swept spreaders, short-footed headsail and no running backstays, has proven its place on the racing scene in terms of its simplicity, economy and performance versus rating. Great care is taken in deriving the tube stiffness that will make tuning the rig a simple task. A large, racing cockpit with twin wheels and pedestals for both the main and primary winches offers the crew a wide-open yet tidy workplace. Accommodation below is minimal, consistent with requirements for longer distance offshore events. here

Rim: Adrift in the Gulf of Aden

Another story about this mysterious little vessel, with Rambo and a cook.
One last pirate who had hid in a cabin jumped overboard himself when the ship started sailing. All six pirates were killed or went overboard. [no witnesses] here On Feb. 2,
the pirates hijacked the MV Rim, a Libyan-owned, North Korean-flagged cargo ship in the Gulf of Aden.


Iran sanctions: shipment of s-300 missiles frozen

Russia's Prime Minister Vladimir Putin, in talks with French President Nicolas Sarkozy on Friday, said that Russia had decided to "freeze the delivery of the S-300 missiles."

Putin also said supporting the Iran sanctions was a decision that "wasn't exactly easy," according to the presidential aide, who spoke on condition of anonymity in keeping with Sarkozy's office policy.

Russian President Dmitry Medvedev will issue a decree specifying which types of weapons cannot now be sold to Iran, Russia's Foreign Minister Sergey Lavrov said in Moscow.

Russia in the past has sold other air-defense missiles, aircraft and other weapons to Iran. here


Arctic Sea: at Damietta

EMethanex [Vancouver, Canada] is currently developing a 1.3 million tonne per year methanol facility at Damietta on the Mediterranean Sea in Egypt that, once operational, will be among the most competitive methanol plants in the world. Commercial operations from the facility are set to begin in 2010. This first-class production hub, which will supply primarily European methanol markets, will integrate seamlessly into Methanex’s global methanol supply chain. The EMethanex facility has the potential for future expansion and increased capacity to meet increased methanol demand.

Iran sanctions: SDN IRISL list w/ IMO numbers

The following 71 vessels have changed names at least once since the designation of IRISL, and their new names will be updated on the Office of Foreign Assets Control’s List of Specially Designated Nationals and Blocked Persons (SDN List):
Brightness (aka Iran Brightness) Marigold 9051648
Brilliance (aka Iran Brilliance) Mulberry 9051636
Dais (aka Iran Dais) Admiral 8309696
Dandy (aka Iran Dandy) Anil 8320157
Dapper (aka Iran Dapper) Angel 8309646
Decorous (aka Iran Decorous) Agile 8309658
Delegate (aka Iran Delegate) Aerolite 8320121
Devotee (aka Iran Devotee) Alias 8309608
Devotional (aka Iran Devotional) Acrobat 8309684
Diamond (aka Iran Diamond) Attribute 8309593
Dignified (aka Iran Dignified) Aquarian 8309610
Diplomat (aka Iran Diplomat) Amplify 8309701
Dreamland (aka Iran Dreamland) Atlantic 8320183
Drifter (aka Iran Drifter) Accurate 8320169
Dynamize (aka Iran Dynamize) Agean 8309634
Eleventh Ocean Daffodil 9209324
Fifth Ocean Decker 9349667
Iran Adl Pantea 8108559
Iran Afzal Parmida 8105284
Iran Amanat Tabak 8112990
Iran Arak Valili 9270646
Iran Ardebil Sepanta 9284154
Iran Azarbayjan Zawa 9193185
Iran Bam Horsham 9323833
Iran Birjand Tongham 9305219
Iran Bojnoord Uppercourt 9305207
Iran Brave Margrave 9051650
Iran Bushehr Silver Zone 9270658
Iran Deyanat Markarid 8107579
Iran Dolphin Alameda 8320195
Iran Entekhab Assa 7632814
Iran Esteghlal Gomidas 7620550
Iran Fars Sewak 9283021
June 16, 2010
Iran Gilan Bluebell 9193202
Iran Hamzeh Atrium 8320171
Iran Ilam Sepitam 9283033
Iran Jomhuri Amitees 7632826
Iran Kerman Silver Craft 9209350
Iran Kermanshah Acena 9213399
Iran Khorasan Khorasan 9193214
Iran Kolahdooz Despina 7428809
Iran Madani Adventist 8309622
Iran Matin Abba 9051624
Iran Navab (aka Iran Destiny) Apollo 8320145
Iran Piroozi Sakas 9283007
Iran Sepah Hootan 7375363
Iran Shariat Barsam 8107581
Iran Tabas Shere 9305192
Iran Tuchal Tuchal 9346536
Iran Yasooj Simber 9284142
Iran Yazd Lancelin 9213387
Iran Zanjan Visea 9283019
Lucky Lily (aka Iran Lucky Lily) Goldenrod 9165827
Lucky Man (aka Iran Lucky Man) Garland 9165839
New State (aka Iran New State) Dandelion 9209336
Ninth Ocean Galax 9165798
Ocean Candle (aka Iran Ocean Candle) Lantana 9167253
Persian Gulf (aka Iran Persian Gulf) Vobster 9305221
Pretty Sea (aka Iran Pretty Sea (Khuzestan)) Lavender 9167277
Ra‐Ees Ali Iran Sahar 8203608
Sea Bloom (aka Iran Sea Bloom) Lodestar 9167291
Sea Flower Limnetic 9167289
Sea State (aka Iran Sea State) Lilied 9167265
Seventh Ocean Gabion 9165786
Shaafi (aka Iran Shaafi) Chastity 9386500
Sixth Ocean Decretive 9349679
Tenth Ocean Gladiolus 9165815
Twelfth Ocean Dandle 9209348
Vaafi (aka Iran Vaafi) Chimes 9387786
Delight Iran Jamal; Adrian 8320133
Iran Ghazi Dynasty ; Ajax 8309672
June 16, 2010
IRISL has acquired the following 27 vessels since its designation and new records for these vessels will be added to the SDN list:
Aaj 8984484
Aali 9405942
Abtin 1 9379636
Alim 9465849
Azim 9465760
Baaghi 9405930
Baani 9405954
Eighth Ocean 9165803
First Ocean 9349576
Fourth Ocean 9349605
Glory 9369710
Graceful 9369722
Haadi 9387798
Haami 9405966
Hakim 9465863
Iran Beheshti 7389792
Iran Kong 9007582
Mekong Spirit 9118513
Raazi 9387803
Saei 9387815
Samin 1 9420370
Second Ocean 9349588
Shaadi 9405978
Shayan 1 9420356
Taban 1 9420368
Third Ocean 9349590
Palmary 9346548



Arctic Sea: approaching Damietta, Egypt

Great Lakes Feeder Lines recently took delivery of a second multi-purpose ship, the 4,705-deadweight-ton ice-class Arctic Sea. The Arctic Sea will be used to carry breakbulk, project, bulk and containerized cargo. It has two box-shaped hold and a combined lift capacity of 45 metric tons. The vessel will call Canadian and U.S. ports.

GLFL president Aldert Van Nieuwkoop said GLFL plans to use the vessel in a regular “European style” breakbulk and container coaster service from Lake Erie to Montreal. GLFL already operates another multipurpose vessel, the Dutch Runner, on a regular weekly service between Halifax and St. Pierre and Miquelon, islands that are French territory off the coast of Newfoundland.

“We are looking at possibly adding a third vessel by the end of summer,” Van Nieuwkoop said. “This year is looking a little busier than last year. More steel is moving, more steel mills are kicking up again…. We are careful, but optimists.”
Great Lakes Feeder Lines was successfully formed in continuation to its founders forming Canada Feeder Lines, a now Dutch based European shipping company with no further ties to Canada, Great Lakes Feeder Lines, its founders, or to trading vessels in Canada or the United States.

The Arctic Sea was the vessel involved in an alleged hijacking off the coast of Sweden during the summer of 2009.

methanol plant damietta

Arctic Sea: Estonian 'mastermind' controversial

"In addition to Laar, other senior government figures
faced scandal in 2001 in connection with the planned
privatization of the country’s national railway, Eesti
Raudtee. Media scrutiny revealed that a convicted felon,
Italian-born Antonio Angotti, was among the managers
of the international investment group that had been
awarded purchase of the railway and that President Meri’s
national security adviser, Eerik Kross, had assisted Angotti
in entering the country. Kross resigned his position in April
. "[2002]

current events

Eerik Kross, Hans, now, not by expansion of the Russian market, but restriction of the political interests of "defense". Russia's interest is on the low-voltage line konfliktikolle and perhaps also political control of the market in Estonia, not the expansion of the market

Hans H. Freedman: Eerik, I am talking about Russia's increasingly more õnnestuvatest attempts to expand its gas market, and expand the activities of Russian companies in their own toorainemaardlates, Shell, and others capturing the rest of the world influenced by the mining companies to go. It also extends the power of the state of mass communication, the last one fell Kommersandi activist publishing.

Eerik Kross: Moscow's gas policy is still first of a new era of aggressive security policy. Moscow believes that global supplies of gas if the checks, then checks to consumers. In reality, it is not so easy, because consumers will depend on the good cooperation of the supplier to the consumer in the same way. Woe to the fact that the Russian gas sector is currently behaving jõupoliitilistest positions, but the economic and commercial positions in the light.

Eerik Kross: Baltic Sea gas pipeline itself has no security threat. Security threat is the way they were in Germany and Russia agreed. Such records management means that the EU and in other cases may be behind the country's neighbors to agree on anything and we do not know where the boundaries of the possible arrangements


Arctic Sea- the movie

EerikNKross [on Twitter]

1. It looks like the Russian Prosecutor's Office has decided to talk to me through media. Can answer their q-s in Twitter, more modern.

Hope is not a plan: the war in Iraq from inside the Green Zone
By Thomas S. Mowle 2007

Office of the Secretary of Defense, Developing Iraq’s
Security Sector
The Coalition Provisional
Authority’s Experience
This report would not have been possible without the help of numerous
individuals. At RAND, Tom Sullivan provided invaluable statistical
support. Nora Bensahel, David Gompert, Walter Slocombe, and
Ambassador Richard Jones provided frank and insightful reviews,
which greatly improved the report.
During the preparation of this report, former and serving coalition
officials gave generously of their time to check facts and to provide
their interpretation of decisions and events. We are particularly
grateful to Fred Smith, Bruce Fein, Douglas Brand, Matt Sherman,
Celeste Johnson Ward, P.J. Dermer, and Eerik Kross.

Estonia's diplomatic representatives to the United Kingdom:

Kaja Tael, Ambassador (2001–2006)
Raul Mälk, Ambassador (1996-2001)
Riivo Sinijärv, Ambassador (1993-1995)
Allan Sepp, Chargé d'Affaires a.i. (1992-1993)
Eerik Niiles Kross, Chargé d'Affaires a.i. (1991-1992).


Arctic Sea: Estonian security guy denies it all

Kross denied the allegations.

“The allegations that I ordered the seizure of the Arctic Sea are at variance with the facts,” he was quoted as saying by Estonian daily Eesti Paevaleht. “I believe that these fabrications are connected to my consultation services for Georgia on security matters. Georgia is not Russia’s best friend.”

Kross owns Trustcorp, a consultancy firm that has in the past few years been working with Georgian state agencies.
Latvian prosecutors said there was no evidence linking Kross to the Arctic Sea seizure.


"The argument that I ordered a hijacking, the Arctic Sea, not true," said Kross "I think it is an invention of the Georgian Security advice - Russia, Georgia is not just the greatest friend." Kross, confirmed that he is accused of hijacking Dmitri Savinsit because he rented office space. „"I know him like that and we sat in one office," said Kross.
"The Prosecutor's Office and the security police have checked every known criminal in terms of important linkages between individuals and Dmitri Savinsi, with whom he interacted with Estonia," said the Arctic Sea in Estonia process leading prosecutor Lavly alder."Today, the data gathered during the criminal-Eerik Kross Niiles occupation does not confirm the link between the Arctic Sea." -Google translation



Next spring, opens the doors to a spectacular eakatekodu Keila alongside Villa Benita, which founded by her husband ex-intelligence head Eerik Niiles Kross, Kross and Terje Linnamäe Margus businessman, .



Kross went on inside a marriage

Businesswoman Terje Kross (38) security consultant in the marriage-Eerik Niiles Kross (42) broken. Eerik-Niilese pugenud heart is one of the southern belle domestic origin. Terje said they moved to leave the Niilesega Eerik-half years ago. Going into the marriage contract was signed in the autumn, and then finalized the divorce.

"Grew apart. We were both busy and good at their fields," says Terje, who is a luxurious Villa Benita eakatekodu owner. "We definitely complement each other, and we are now just that, as we have, because with a year spent on. It was both our decisions. Our lives do not come to the third persons. But if the relationship is a dignified completed, you want to, of course, both to pursue their personal lives and we will definitely do well - after all we are still young. I'm happy that one phase of life has been completed, "says Terje Chronic Kale Kross.

Thus, Terje and Eerik-Niilesel is behind the previous partnerships. When working at the State Chancellery chief coordinator, divorced Eerik-Niiles Kross, Cynthia married the American Babskiga. Terje is 18 years old daughter lives with Diana Klaisiga Janek. Klais, Klais, who was associated with allilmaga, tried to pull Terjet dark transactions. Early 90s, they lived in the U.S., where Terje request assistance from the Estonian embassy. There she met Eerik-Niilest.


Asian Glory: released - who paid the ransom?

The Asian Glory,was released on June 11 at noon. With a 4,000 car carrying capacity, it was enroute to Saudi Arabia from Ulsan carrying 2,405 automobiles and out of this number 2,388 were Hyundais.
Asian Glory was boarded by pirates off Somali coast on January 1 2010. But who paid the ransom? Hyundai Motor and Kia have asked for a quick and safe return of the crew but in an email to Bloomberg Hyundai quickly removed itself from any responsibility when it said: “As soon as the vessel embarks, all risks related to the vessel are the responsibility of the distributor. All payments for the cars have been made, while the cars are also insured.”The pirates reportedly demanded $15 million in ransom. Supposedly, the figure was the "insurance of the ship and the value of the cargo – all vehicles included".

Arctic Sea: It was Estonians, Germans and Israelis

An Estonian businessman contracted the hijacking of the merchant vessel “Arctic Sea”, a suspect has told a Moscow court. The pirate attack, which drew worldwide media attention in June 2009, was done for ransom.

The alleged organizer of the crime is Erik-Neiliss Kross – an Estonian businessman involved in oil trade and development – according to one of the arrested hijackers, Dmitry Savins.[Who has been a prisoner in Moscow since 2009]. more

Savins told a Moscow court that he helped Kross, his business partner and friend, to hire people for the attack and was the one in charge of the operation. Kross planned the hijacking for purely financial reasons. He needed money to cover debts he had accumulated as a result of the economic crisis, which had hurt his business greatly. Crew - also in custody -story more

According to the defendant, two other people had been involved in arranging the crime – Sergey Demchenko from Germany and Aleksey Kertsbur from Israel. The man didn’t provide any proof of his accusations.

Dmitry Savin, or Dmitri Savino Mālpils (Dmitrijs Savins on the passport), attributed the organization of the corporation owning the phantom vessel Arctic Sea to The Latvian Aquaship Ltd . Dmitris Savins, a resident of Latvia, was the chairman of a tanker company Pakri Tankers - a subsidiary of a larger Estonian company Alexela Logistics. Savin, apparently, is still one of the owners and other firms Juhtimise Partnerid, also associated with Alexela Logistics. Moreover, a couple of years ago the Savin firm rented office at the former coordinator of intelligence in Estonia Eerik-Niylesa Cross.


IRISL : Germany, and Hong Kong.

IRISL has been transferring nominal ownership of the ships to shell companies, mainly in Malta, Germany, and Hong Kong. IRISL already had operations in these locations, making them convenient spots to set up new front companies. IRISL (Malta) Limited, for example, now shares its office space in a low-rise apartment building in the city of Sliema with a host of newly formed companies, including Jackman Shipping Company, Newhaven Shipping Company, Lancing Shipping Company, Oxted Shipping Company, and ten others, each of which is now the new registered owner of an IRISL vessel. The same pattern was followed at IRISL’s German branch. The Hamburg address of IRISL Europe GmbH is now also home to “Seventh Ocean GmbH and Co.,” “Eleventh Ocean GmbH and Co.,” and “Twelfth Ocean GmbH and Co.” These companies are the new owners of the sanctioned vessels formerly known as “Seventh Ocean,” “Eleventh Ocean,” and “Twelfth Ocean,” which have been re-named “Gabion,” “Daffodil,” and “Dandle,” respectively.
http://www.iranwatch.org/enforcementnotebook/irislreport.htm here

Malta among the countries in which Iran is using to set up companies to circumvent current and future embargoes.

Other countries that are mentioned are Cyprus, Hong Kong, Germany and the Isle of Man.

Iran’s state shipping company is carrying out a systematic campaign of deception to protect its international trade from current and future sanctions at the United Nations Security Council.

The Islamic Republic of Iran Shipping Lines (Irisl), which has close links with the country’s notorious Revolutionary Guards, is to be singled out in sanctions that are being voted on in the Security Council today.

The organisation’s campaign of deception is outlined in a report released last month by the Wisconsin Project on Nuclear Arms Control into Irisl’s reconfiguration. The report details at least 80 ships out of a known fleet of 123 that have been renamed in the past two years, with telltale names such as Iran Gilan substituted by innocuous-sounding English titles such as Bluebell and Angel. One was renamed Alias, the report states.

The report named “shell companies” that have been set up in locations from Malta to Germany to run supposedly independent shipping lines.

These secretive shell companies could come under review if a potential embargo is placed against Iran, and Malta-registered entities could be banned under international law. here

The Islamic Republic of Iran Shipping Lines (IRISL), which has as its Mediterranean hub the Malta Freeport, is in the PSI’s sights. With some 150,000 TEUs per annum, IRISL generates more than 10% of the Freeport’s existing business. It is the Middle East’s largest commercial shipping company – and it has set up base in Malta as well.
And the Freeport is certainly a matter of interest for the US. The US Department of State and Department of Defence joint report to Congress, an annual report justifying military grants to Malta, described the Malta Freeport in 2005 as a “potentially serious weapons of mass destruction (WMD) transhipment threat.” It claimed the greatest concern to the US on the Freeport is the potential movement of WMD and missile-systems-related items. “The threat of WMD and dual-use material transhipment through the Maltese Freeport is potentially serious. In 2004, the Islamic Republic of Iran Shipping Lines (IRISL) established Freeport as its Mediterranean hub. Also, Malta is close to other states of interest (Libya and Algeria).”
With nearly one-third of all international maritime traffic passing through Maltese waters, the Freeport also serves as a transit link in the flow of goods to and from “sensitive areas” such as Libya, Iran and the Balkans. And although the PSI won’t grant the US a carte blanche to board Maltese-flagged vessels, the target will include transhipment operations for goods destined to the Middle East.
And yet, trafficking in weapons of mass destruction is not the real problem because, except for North Korea, no states are known to have exported WMDs. That’s because nonproliferation is not about intercepting complete weapons systems in transit, but to prevent the shipment of the ingredients to build WMDs. These ingredients – components, technologies, and production materials associated with WMD — are far more elusive because they have civilian as well as military uses and their trade is not illegal. here

previous post


Iran Sanctions: corporate prestidigitation

Nigel Howard Malpass
Having lived and worked in Ramsey for 20 years I believe that
I have that local understanding. For over ten of those years I
was the Managing Director of an Isle of Man based
International group of companies dealing daily with both local
and global issues.

Nigel Malpass
10 Clifton Drive
Isle of Man
Telephone: 813774 / 814913 / 491234
Email: nigel.malpass@liberalvannin.org

Nigel Howard Malpass of 10, Clifton Drive,
Ramsey. International Marine Consultant

Shallon Overseas Limited

The Isle of Man company, Shallon, is part of a network set up with the help of Nigel Howard Malpass, a British shipping consultant who serves on the boards of Smart Day and companies connected to 43 other ships previously registered to Irisl, records show.

And the shares of many of those companies are held by yet another Isle of Man company, Woking Limited, which records show is wholly owned by none other than Irisl.

“I did used to be involved with Irisl,” Mr. Malpass said in a telephone interview, adding that while he had set up companies at the company’s behest, he had since “disassociated” himself.

interactive graph

Pirates: insurance policies to say negotiators

The report also states that skilled ransom negotiators can help to keep risk to life and vessels, as well as ransom payments, to a minimum. Where ship owners intend to pay a ransom to recover their vessel and crew, and recommends that they use experienced and effective ransom negotiators. Where insurance policies do not already insist on experienced negotiators, they should do so.
The pirates were largely based around three clans, which tended to have their own "pirate companies". They left from numerous pirate ports, including coves and harbors along the 3,000 km-long coast. They brought seized ships back to a central location, where they maintained the security of the ships and conducted ransom negotiations
A significant number of Somali pirates are organized in clan-based sophisticated criminal networks. However the method of attack has remained basic. Ironically, it is a measure of the success of Atalanta and other international forces in the Gulf of Aden that pirates have been forced to operate further offshore in the Indian Ocean. This increases the risk-to-reward ratio for the pirates as they have to use mother ships which are more easily identified by surveillance.

Hostage taking and ransoms

53. Rear Admiral Hudson [Rear Admiral Peter Hudson CBE] said that the piracy of ships for ransom had generated around $80 million in 2009. Generally, hostages had been well treated notwithstanding the psychological impact. Tracing where the money went was a key part of the overall assault on piracy but he did not believe there were any direct links between terrorist organisations such as Al-Qaeda and piracy (Q 108). We understand that it is very difficult to ascertain the ultimate destination of proceeds of piracy. Although the Government have so far found no evidence of any operational or organisational link between piracy and terrorism,[14] there must be a danger of such links.

54. Lord Malloch-Brown (then FCO Minister) acknowledged the reality that ransom payments were made by ship owners to save the life of their crews, and confirmed that such payments were not illegal under international law. However, the Government would not endorse, condone or participate in such a transaction, in line with the common EU position (QQ 79-80).

55. Baroness Kinnock of Holyhead confirmed that the payment of ransoms was not a criminal offence under UK law; the Government's position was that such payments should be discouraged as they would only exacerbate the piracy problem[15]. Mr Holtby stated that once a ransom was received by pirates it became criminal proceeds which could then technically be recovered (Q 340).

56. The insurance industry confirmed that the payment of a ransom was insurable and it was not illegal to insure such a payment[16] (Croom-Johnson Q 278). The FCO told us that the US had recently suggested that pirate individuals should be designated under the UN anti-terror sanctions regime, which could require States to freeze funds and financial assets associated with an individual. They noted the reported concerns of the shipping industry that such a move might render the payment of ransoms more complicated and thus potentially endanger the lives of crews (Q 340).

57. We support the status quo whereby the payment of ransom to pirates is not a criminal offence under United Kingdom law. We recommend that the Government continue to monitor the potential risks of monies reaching terrorists.

58. We understand that skilled ransom negotiators can help to keep risk to life and vessels, as well as ransom payments, to a minimum. Where ship owners intend to pay a ransom to recover their vessel and crew, we recommend that they use experienced and effective ransom negotiators. Where insurance policies do not already insist on experienced negotiators, they should do so.
Combating Somali Piracy: the EU's Naval Operation Atalanta - European Union Committee, by Sub-Committee C (Foreign Affairs, Defence and Development)


RIM: drifting in heavy seas, pirates lurk

The Spanish Ministry of defense states:"The ship 'RIM', with North Korean flag, was abducted on 3 February and was anchored near Garacaad, on the coast of Somalia. His crew got today to regain control of the ship and fled due south, while being pursued by another ship hijacked by pirates. The frigate 'Victoria', on the instructions of the commander of the operation 'Atalanta' against piracy in the Indian Ocean, on June 3 went to meet a North Korean merchant ship whose crew had managed to break free from their captors.

On being informed of the facts, the commander of the operation 'Atalanta' ordered the frigate 'Victoria', which was about 100 miles and was the ship closest to the 'RIM', go at full speed to provide relief to a merchant .The frigate 'Victoria' sent a helicopter to link with the crew of 'RIM' and learn about the internal situation of the staff.

The helicopter remained in the vicinity of the North Korean merchant to protect, to the attempt by pirates kidnap again using another of the hijacked ships.[VOC Daisy] . The pirates gave up their attitude to the warnings thrown from the Spanish helicopter . -Google translation, some editing.

Dutch Ministry of Defense states:
The amphibious transport ship Hr. Ms. Johan de Witt has provided emergency assistance to the crew of the North Korean merchant vessel MV-RIM. The hijacked ship was for about four months off Garacad, the Somali pirates camp, until the crew last week single-handedly managed to get rid of her enemies and head for open sea.. 3 crew members were injured by this action, and have been taken onboard the Johan de Witt for care.

The merchant ship was in very poor condition so the engines dropped after a short time. . . The rudderless ship floating constituted no danger to shipping.
. Ms. Johan de Witt was ordered to assist, mainly because there are 2 hospital onboard. A Spanish helicopter brought a crew member with a gunshot wound aboard the Johan de Witt for immediate surgery .

. Technicians of the Dutch naval vessel noted aboard the RIM that the ship is not beyond repair, the electricity had gone, like the navigation. The poor condition of the ship combined with the high seas and wind caused the ship to take on water , resulted in the captain of the RIM to order his crew abandon the ship. Operational headquarters of Operation Atalanta was informed.
The three injured have been discharged from the hospital and have been instructed to care for their injuries. Soon they landed in Djibouti.

The merchant vessel is monitored by the operational headquarters of Atlanta so as not to endanger shipping. -Google translation, some editing.
here here


RIM: What cargo? What destination?

The crew of MV RIM abandoned the ship on the request of the master June 5. EU NAVFOR warship Johan de Witt was close to the position and engaged in the rescue. The mysteries surrounding the MV Rim and The rumours surrounding the ownership and cargo of the 4,800 tonne freighter persist. Although listed as Libyan owned the uninsured vessel was said to have been purchased by North Korea. If the cargo is really only clay, as stated by the owner - a 3 million dollar ransom wouldn't make sense.

Seized February 02, 2010. The North-Korean-flagged, Libyan owned general cargo vessel MV RIM was captured - en route from Eritrea to presumably Yemen - in the north-western Gulf of Aden just south of the Yemeni coast on 2nd February 2009 . Though a coalition ship USS PORTER that works closely with EU NAVFOR and a helicopter from USS FARRAGUT, both of CMF CTF 151, confirmed that the RIM had been hijacked, EU NAVFOR headquarters first declined to confirm the report on 2nd to Somalia's anti-piracy envoy - only to report it then a day later.
EU NAVFOR then stated that the vessel was sea-jacked to the north of the Internationally Recommended Transit Corridor (IRTC), was not registered with MSC HOA and has had no communications with UKMTO, the British operation in Bahrain.
The relatively small coastal cargo ship of 4,800 tonnes is still listed in the ship registers as being owned by White Sea Shipping of Tripoli in Libya, while in reality it was allegedly sold now to another company for her last cargo trip with a load of clay and with a final destination at the scrapyards in India.
Her crew comprises at the moment of 10 sailors - all of Syrian nationality. An actual crew-list has now been provided. The vessel and crew are neither covered by an ITF Agreement nor an appropriate insurance.
The ship was first commandeered to the Somali Gulf of Aden coast near LasKorey where it encountered Puntland forces and the pirates exchanged fire with them. Then it sailed around the tip of the very Horn of Africa to Garacad on the Indian Ocean side.
The vessel has been moved from Garacad - because local elders protested - to Kulub, where it is held 5.3 nm off the shore at the North-Eastern Indian Ocean coast of Somalia. Negotiations between the pirates and the owners have commenced, while nosy naval vessels nearby drew in one case fire from the pirates. Numerous sidelines opened by Somali brokers make the case difficult. The captors have threatened to kill the captain if their ransom demand- $3million - is not fulfilled. If rational, the reason for the high demand for a ship which is on her last leg to the scrapyards can only be found in the cargo, which - if really only clay, as stated by the owner - also wouldn't make sense.
The Syrian crew of MV RIM are now on board Johan de Witt and will be transferred to a safe port.

>>> What if the real cargo was discharged at Garacad? The crew "overcomes" pirates, sails away and abandons the vessel?


QSM Dubai: Captain killed as Puntland boards

Security forces in Somalia’s semi-autonomous northern region of Puntland June 3 freed a QSM Dubai, a Panama-flagged vessel seized by Somali pirates in the Gulf of Aden.

The pirates killed the Pakistani captain of the MV QSM Dubai during the clash, according to a Somalian government official.But most navies will not intervene after pirates are onboard a ship for fear of harming the hostages. "Hitherto, Somali pirates have merely treated hijackings as a business transaction and have been fairly consistent about not purposely harming anyone," said James Gosling, a London-based partner at Holman Fenwick Willan, who has advised ship owners in nearly 30 ransom negotiations off the Horn of Africa. "My hope is they will just continue as before ... But obviously we are very concerned about what impact the latest events will have." The QSM Dubai is beneficially-owned by Lebanese interests. A wrongful death action by the captain's heirs may have different consequences for this owner than for shipowners in western countries.

VOC Daisy: maneuvers Spanish helo, impedes

There were however, pirates in the vicinity who were attempting to impede the EU NAVFOR operation by utilising another hijacked vessel the MV VOC DAISY. When SPS VICTORIA’s helicopter approached 47,183dwt MV VOC DAISY she changed her course – no warning shots were fired.

It is believed that some of the pirates were killed during the incident; Rim (IMO: 7328554)Flag: Libya [LY] is now under the control of the Syrian crew.

VOC Daisy IMO: 9154555
Geared Bulk Carrier - They have cranes, derricks or conveyors that allow them to load or discharge cargo in ports without shore-based equipment.
Ex: Golden Daisy (2000)
DWT: 47,183
LOA: 185.73
Built: 1998. Oshima Shipbuilding Co Ltd



Rachel corrie: Irish FM Micheál Martin T.D.

Micheál Martin T.D.
“I again repeat my urgent call to the Israeli government to allow safe passage of the Irish owned vessel, the MV Rachel Corrie, which is still sailing towards Gaza to deliver its consignment of humanitarian aid. It is imperative that there should be no further confrontation or bloodshed arising from what has been all along a purely humanitarian mission by those involved in the Gaza flotilla. The Government will be maintaining close contact with the Israeli government on this issue in the coming days.”