Maritime Piracy and Transnational Criminal Organizations

THE FEAT OF SURGICAL CHARLATANISM’S ALLURE IS THE COMPLETE LEAPFROGGING OF HIGHER EDUCATION’S “{UN}NECESSARY” ENDURE:               

NO FOOLING THE WITTING ABSENCE OF A MEDICAL SCHOOLING IS THE UNFITTING OF WHAT IT IS TO BE---THE DOCTOR

THE PLAGUE OF COMMONWEALTH NATIONS & THE WHOLESALE DECEPTION OF THEIR PEOPLE VIA DANGEROUS ATTEMPTS AT RIPPING OFF A UNIQUELY AMERICAN PROFESSION:  HIGHER EDUCATION FRAUD & SURGICAL CHARLATANISM IN PSEUDO-PODIATRY (CHIROPODY) ACROSS THE WORLD AS DESCRIBED IN SOUTH AFRICA JOURNAL 2008


WITHOUT PREJUDICE
IN THE PUBLIC INTEREST
AS A MATTER OF PUBLIC SAFETY
FOR PURPOSES OF EXPOSING INTERNATIONAL HEALTH POLICY AGAINST HIGHER EDUCATION FRAUD & SURGICAL CHARLATANISM

THE PLAGUE OF COMMONWEALTH NATIONS & THE WHOLESALE DECEPTION
OF THEIR PEOPLE VIA DANGEROUS ATTEMPTS AT RIPPING OFF A UNIQUELY
AMERICAN PROFESSION:  HIGHER EDUCATION FRAUD & SURGICAL
CHARLATANISM IN PSEUDO-PODIATRY (CHIROPODY) ACROSS THE WORLD
AS DESCRIBED IN SOUTH AFRICA JOURNAL 2008

NEVER MIND WHAT WIKIPEDIA SAYS;  NEVER MIND WHAT THE FOLLOWING COMMONWEALTH NATIONS SAY...NOR WHAT THEIR PARLIAMENTS SAY

Dennis Rehbock, the author of the South African Journal, is a Chiropodist; definitely not a Podiatrist; Podiatric Physician; Podiatric Surgeon.

The following Commonwealth Chiropody "Kingpins" are officially not Podiatrists; Podiatric Physicians; Podiatric Surgeons....but merely medically and surgically unqualified Chiropodists:  Mark Gilheany (Australia); Trevor Tillotoson (NZ); John Pickering (Australia); Alan Bryant (Australia); Andrew Knox (Australia); Alan Borthwick (UK); Paul Tinley (Australia) all of whom (and many more like them) are merely medically and surgically unqualified Chiropodists.

Women's participation in maritime piracy activities has spanned throughout the centuries and across the globe. However, women as perpetrators of contemporary maritime piracy have yet to receive academic attention. Based on ethnographic research conducted in Somalia, this exploratory study expands upon current understandings of Somali piracy by examining four roles women fulfill in the onshore infrastructure: relationship facilitators, resource dealers, care workers, and financial investors. It draws from piracy studies and utilizes a feminist countertopographies approach to analyze how these roles can aid in (re)conceptualizing Somali piracy as a gendered activity that enables the active participation of women.

The grand narrative of piracy has been instrumental in shaping how piracy o the coast of Somalia is understood and responded to. Self-proclaimed pirates, suspected pirates, and convicted piracy prisoners continue to tell the story of taking up arms against foreign illegal shers to protect their personal livelihoods as well as Somalia's natural resources. Although the grand narrative remains the most popular piracy narrative, this paper introduces and examines two newly emergent narratives of Somali piracy-the Somali women's narrative and the piracy prisoner self-narrative. I explore how these narratives reveal a central paradox surrounding piracy and social reproduction in Somalia that, until now, has been absent from discussions about piracy narratives and the issue of Somali piracy. Whereas the grand narrative of piracy fails to address gender demands and local political economic realities in Somalia, the new narratives present piracy as a gendered experienced that is situated within the broader, evolving context of courtship and marriage in Somalia. I argue the new narratives can help push beyond over-simplistic understandings of piracy o the coast of Somalia as a 'man's crime' that should be addressed by men.

In 2012 the United Nations Office on Drugs and Crime (UNODC) began implementing an awareness campaign to influence public opinion in Somalia against piracy. The campaign aimed to deter individuals from joining piracy by highlighting the dangers and problems associated with piracy. Despite the hype surrounding its commencement, the UNODC campaign was met with various challenges that resulted in minimal implementation and left a trail of angry donors, staff members and Somali government officials. This article examines awareness campaigns as a response to piracy. It provides a first-hand account of the actors and politics involved in shaping the design and implementation of the UNODC anti-piracy awareness campaign. It explores the implied and developed knowledges embedded within campaign messages and analyses how objects of intervention were produced and reproduced throughout the campaign.

“De los anatolios a los holandeses: la proveniencia de los corsarios otomanos en los siglos XVI-XVII,” III Congrés Internacional, Les ciutats mediterrànies: Mobilitat i desplaçament de persones, Institut d’Estudis Catalans, 19-21 Şubat 2020, Barcelona, İspanya.

The oceans are increasingly understood as a security space. Does the new maritime security agenda lead to new spatial configurations? This chapter introduces the concept of 'pragmatic spaces' to explore spatial configurations produced in responses to maritime security. Four exemplary spaces are discussed: how counter-piracy led to the development of high risk areas, how maritime security capacity building produced new regions constructed through codes of conduct, how the identification of smuggling routes established new forms of international partnerships, and how maritime domain awareness systems advance new transnational spaces of surveillance. These new spatial configurations were introduced to manage maritime security issues and enable transnational forms of governance.

The study is a comparison of the circumstances which led to the founding, operation, fall and liquidation of Nigeria’s and Ghana’s first national carriers. They emerged as part of the anti-colonial struggles by nationalist leaders in both countries to establish a supportive economic base for the impending flag independence of the heady 1960s in Africa. The carriers exemplify strong waves of economic nationalism. The thesis interrogates the success or otherwise of such policies and aids a pedagogical understanding of typical liquidation processes of failed state-owned shipping lines in the continent and elsewhere. Maritime traders with a focus on West Africa or Africa as well as students of social change and development would find that the study supplies insightful information to understand a thorny subject enmeshed in the politics of newly-independent, poverty-stricken, multi-ethnic societies grappling with the problems of mass illiteracy, lack of social amenities, violent partisan politics and poor human development indices.

The study presents primary and secondary data, inclusive of archival information from London and Liverpool maritime repositories, the interviews of actors who participated in the real-life administration and operation of the carriers until their liquidation bring home the palpable empathy for seafarers, master mariners, engineers or radio officers who sailed to Abidjan, Lagos, Port Harcourt, Takoradi, Tema, Freetown, Warri or Bioco for over forty years aboard the ships of the two carriers and took care of sailor-families in different locales along the Dakar-Luanda range.

The centre-of-gravity of world's economic power is shifting eastwards to the Indo-Pacific, a maritime-configured macro-region that spans the maritime underbelly of Asia connecting the Indian and the western Pacific oceans. The security environment in the Indian Ocean and the western Pacific are different; nonetheless, strong maritime security linkages emerging between the two oceans has led to the reincarnation of the concept of Indo-Pacific. Since the turn of the 21st century, new maritime insecurities have taken root, including in terms of China's revisionist positions on the established maritime order. Notwithstanding the US response in the western Pacific and the recent articulation of its Indo-Pacific strategy, it is unclear how the regional countries and the major regional stakeholders will manage to address the emerging maritime insecurities in the Indian Ocean, including in terms of China's expanding politico-military footprint. This paper attempts to examine the security environment and geopolitics in the Indo-Pacific in context of India's national security interests.

The purpose of this paper is to identify the range of primary security issues in the Indian Ocean region and serve as a reference for the Sasakawa Peace Foundation USA’s contribution to the Quadripartite Commission on Indian Ocean Regional Security. These issues will be divided for analysis into the categories of traditional and non-traditional security (NTS). The paper finds that traditional security threats in the Indian Ocean such as maritime boundary disputes are low compared with those in the Pacific Ocean. The potential for the territorial conflict between India and Pakistan to spill over into the Indian Ocean remains the greatest traditional security challenge. Meanwhile, NTS issues such as trafficking and illegal fishing will continue to pose challenges to the Indian Ocean region. Given the persistence of these threats, attention will need to be focused on addressing them because they generally fly under the radar compared with more widely recognized NTS challenges such as natural disasters and terrorism from Islamic extremist organizations.

In the 21st century, maritime transport should be considered as the backbone of globalization and extremely vital for all “just in time economies”, considering that extremely large quantities of global trade (by volume) are being carried by sea.The Gulf of Guinea (GoG) is a busy shipping area and an important geopolitical choke point for vessels transporting oil extracted in the Niger delta, as well as goods to and from central & southern Africa. The GoG is a vast and diverse region stretching from Senegal to Angola, including approximately 6,000km of coastline. Piracy, armed robbery at sea, illegal fishing, as well as smuggling and trafficking activities are unfortunately rather frequently recorded; these “threats” ultimately impact negatively the economic development of the entire region. The International Maritime Organization (IMO) defines Maritime Domain Awareness (MDA) as “the effective understanding of anything associated with the maritime domain that could impact the security, safety, economy, or environment”. In the above definition, the maritime domain includes all areas and things of, on, under, relating to, adjacent to, or bordering on a sea, ocean, or other navigable waterway, including all maritime-related activities, infrastructure, people, cargo, and vessels and other conveyances. “Integrated Maritime Surveillance” is about providing authorities interested or active in maritime safety and security tasks with ways to exchange information and data.; sharing data will make surveillance cheaper and more effective. Building further and simultaneously “integrating” the already existing maritime surveillance capabilities can be made via the creation of a common network, with suitably layered information. This can also facilitate the various different public actors/stakeholders to better communicate and exchange information and therefore is paving the way for the required “effective understanding”.

O presente artigo tem o objetivo de destacar a importância da região do Golfo da Guiné como área de interesse estratégica para o Brasil em termos de defesa e segurança. Para tanto, busca-se descrever e analisar a importância da África tal como descrita na Estratégia de Segurança Nacional do Brasil, destacando as iniciativas do país neste campo, apresentando os principais elementos que devem ser levados em consideração para a consolidação de uma política efetiva na região, como a questão dos hidrocarbonetos e da instabilidade causada pela pirataria. O método adotado para a produção deste texto baseia-se na pesquisa em fontes documentais e bibliográficas, disponíveis também em meio eletrônico, buscando as informações concretas sobre a realidade da região, à luz da proposição teórica de Barry Buzan relacionada à importância da securitização. Ao final, apresentam-se as iniciativas oficiais de países na região, sobretudo os signatários da Convenção de Montevidéu (2013), de modo a demonstrar que uma efetiva consolidação da política brasileira de segurança e defesa só poderá ser alcançada em parceria com os países da região, levando em consideração as suas especificidades sócio-históricas, econômicas e políticas.

This book examines the nexus between maritime security and the ‘blue economy’ in sub-Saharan Africa. In recent years, maritime security issues have received increasing attention, but academic and policy-related discussions are largely limited to counter-piracy operations and, to a smaller extent, problems related to illegal fishing. This project offers an essential addition to the current academic and political discourse, combining a broad range of statistics with primary research and findings from more than 40 interviews with key stakeholders. It provides a unique analysis, recognizing that maritime security is not an end in itself but rather linked to economic and immaterial benefits of a more secure environment at sea.

Palabras: "Pirata" por Dardo Scavino a leyenda cuenta que cuando Alejandro Magno le recriminó a Diomedes sus pillajes, el marino le respondió: "Tú haces lo mismo que yo por todo el orbe, pero como yo lo hago con un barco y tú con una flota, a mí me llaman pirata y a ti emperador". Tomás de Aquino, quien refiere esta leyenda, añadía que el incremento del poderío militar no bastaba para elevar al pirata a la dignidad de emperador. La diferencia entre la soberanía y el latrocinio, explicaba, es la legalidad. Un acto es un delito o no, en función de si transgrede o no una norma instituida. Y como el soberano es quien instituye esas normas, él decreta si sus propios actos son delictivos o no. Además de una flota, Alejandro precisaba una vasta escuadra de letrados que transmutara sus exacciones en hazañas, sus ejecuciones en justicia y sus invasiones en pacificación. El modesto barco de Diomedes le había impedido extender sus tropelías a todo el orbe conocido y el moderado monto de sus pillajes no le había permitido granjearse las simpatías de los doctores y poetas capaces de legalizarlos o enaltecerlos. Hay muchas anécdotas de encuentros entre Alejandro y los personajes de su imperio, como aquella que evocaba otra réplica desenfadada: la de Diógenes el cínico. Pero no deja de resultar llamativo que en el apólogo evocado por el teólogo italiano, los guardias condujeran a Diomedes ante el emperador y no ante un juez. Los piratas tenían un estatuto particular que los distinguía de los delincuentes. Aquellos perpetraban sus exacciones en el mar y, como consecuencia, en un espacio sustraído a las jurisdicciones estatales. Y como no puede considerarse delito una acción cometida en un lugar donde está ausente la ley, el pirata no podía ser juzgado por los tribunales ordinarios. Diomedes constituía una amenaza para el comercio del imperio, pero en términos estrictos no era un delincuente. Y hasta tal punto es así, que el derecho internacional moderno surgió cuando los juristas tuvieron que encontrar una solución al problema de la piratería en altamar.

These are some proposed solutions regarding Marine Autonomous Surface Ships (MASS) for builders, operators, insurers, governmental agencies, international organizations, and crew members. This white paper addresses some safety, security, and crewing issues while satisfying most legal requirements or issues associated with MASS operations all while maintaining a vibrant merchant marine.