MARITIME LAW-PIRACYOld pirates, yes, they rob I

Sold I to the merchant ships

Minutes after they took I

From the bottomless pit Bob Marley, Redemption SongI. INTRODUCTIONPiracy is a worldwide issue.The following definition of piracy is contained in article 101 of the 1982 United Nations Convention on the Law of the Sea (UNCLOS):Piracy consists of any of the following acts:

(a)any illegal acts of violence or detention, or any act of depredation, committed

for private ends by the crew or the passengers of a private ship or a private

aircraft, and directed:

(i)on the high seas, against another ship or aircraft, or against persons or property on board such ship or aircraft;

(ii)against a ship, aircraft, persons or property in a place outside the

jurisdiction of any State;

(b)any act of voluntary participation in the operation of a ship or of an aircraft with knowledge of facts making it a pirate ship or aircraft;

(c)any act inciting or of intentionally facilitating an act described in sub-paragraph (a) or (b).

Acts of piracy threaten maritime security by endangering, in particular, the welfare of seafarers and the security of navigation and commerce. These criminal acts may result in the loss of life, physical harm or hostage-taking of seafarers, significant disruptions to commerce and navigation, financial losses to ship owners, increased insurance premiums and security costs, increased costs to consumers and producers, and damage to the marine environment. Pirate attacks can have widespread ramifications, including preventing humanitarian assistance and increasing the costs of future shipments to the affected areas.The 1982 United Nations Convention on the Law of the Sea (UNCLOS) provides the framework for the repression of piracy under international law, in particular in itsArticles 100 to 107 and 110. The Security Council has repeatedly reaffirmed that international law, as reflected in the United Nations Convention on the Law of the Sea of 10 December 1982 (The Convention), sets out the legal framework applicable to combating piracy and armed robbery at sea, as well as other ocean activities (Security Council resolution 1897 (2009), adopted on 30 November 2009). Article 100 of UNCLOS provides that [a]ll States shall cooperate to the fullest possible extent in the repression of piracy on the high seas or in any other place outside the jurisdiction of any State. The General Assembly has also repeatedly encouraged States to cooperate to address piracy and armed robbery at sea in its resolutions on oceans and the law of the sea. For example, in its resolution 64/71 of 4 December 2009, the General Assembly recognized the crucial role of international cooperation at the global, regional, sub regional and bilateral levels in combating, in accordance with international law, threats to maritime security, including piracy.

The Division for Ocean Affairs and the Law of the Sea, as the secretariat of UNCLOS, has a mandate to provide information and advice on the uniform and consistent application of the provisions of UNCLOS, including those relevant to the repression of piracy. It also has a mandate to provide information on relevant developments in oceans and the law of the sea to the General Assembly, as well as to the Meeting of States Parties to UNCLOS, in the annual reports of the Secretary-General on oceans and the law of the sea. These reports provide updated information on developments in respect of piracy and other crimes at sea.II. LEGAL CHALLENGESDespite significant, unprecedented moves by the international community to address the growing threat posed by maritime piracy, considerable legal challenges remain. It is clear that the current legal regime is not comprehensive with respect to the enforcement of either international law or domestic criminal law against those responsible for pirate attacks.South East Asia accounts for 55% of the worlds 54 piracy and armed robbery incidents since the start of 2015.

After a steady drop in global piracy over the last few years, attacks rose by 10% in the first quarter of 2015 on the same period of 2014.

Worldwide, pirates took 140 hostages in the first three months of 2015, three times as many as during the same period in 2014. A total of 13 seafarers were assaulted and three injured.

The jurisdiction of a State over acts of piracy is based upon nationality or territoriality. That is, there must be a genuine link between the State and the ship, or between the State and the waters on which the offenses take place. Unless Somali courts are willing and able to conduct prosecutions, the responsibility for enforcement will predominantly fall upon those members of the international community whose ships are currently patrolling off the coast of Somalia. The ability of a State with a ship in Somali waters to apply and enforce its own laws with respect to piracy and sea robbery will depend on whether the pirate ship or the pirates have the nationality of that State, or the degree to which the national law of the enforcing state makes piracy a universal crime which can be subject to arrest and prosecution anywhere throughout the world.

Resolution 1851 reiterated that the 1988 Convention for the Suppression of Unlawful Acts against the Safety of Navigation (the SUA Convention) provides for parties to create criminal offences, establish jurisdiction, and accept into their custody those persons responsible for piracy. The SUA Convention was a response to the highjacking of the Italian cruise ship, Achille Lauro, in the Mediterranean which resulted in the death of one passenger.

Whilst the SUA Convention makes it an offence if a person seizes or exercises control over a ship by threat or use of force thereof or any other form of intimidation, enforcement relies upon the traditional jurisdictional bases of nationality and territoriality.

A 2005 Protocol has substantially expanded the scope of the SUA Convention to include acts of maritime terrorism, including what may be termed political piracy. However, the focus of the adjustments has not been acts of common piracy or robbery at sea and there remain important jurisdictional loopholes with respect to the pursuit of any criminal charges where non-nationals or non-state vessels are involved.

In this regard, some of the international legal challenges that have confronted the global efforts to bring terrorists to justice are not dissimilar. Both areas have raised issues concerning proscriptive and enforcement jurisdiction, and the political will on the part of States to take such action. That the SUA Convention arose out of a maritime terrorist act, and the 2005 SUA Protocol was a direct consequence of efforts to strengthen the law in this area as a result of the 2001 terrorists attacks upon Washington and New York, highlights the initiatives which have been undertaken in this area, but importantly they relate to only certain types of violent incidents at sea. Piracy, conducted without political motive, will not in most instances meet the SUA Convention definitions.

Whilst the intervention of the Security Council through its various Resolutions has gone some way to resolve these jurisdictional loopholes, there remain gaps which are compounded by a lack of political will on the part of some members of the international community to engage in law enforcement. One particular gap is that the Security Councils responses only deal with the situation in Somalia and do not extend to pirate attacks that may take place off adjacent coasts such as Kenya, or in other parts of the world. Thus the need to further protect ships from pirate attacks, or better yet, to deter piracy altogether so that such problem will be eradicated.

This writing shall proceed to present the craziest ideas on combating piracy whether on territorial seas or high seas.III. Proposed bill: ANTI PIRACY PRECAUTIONARY MEASURES FOR SHIPS

The bill shall be entitled Anti- Piracy Precautionary Measures for Ships A. Why is there a need for the Law?

The shipping industry through sea, also termed as the invisible industry by many, is decisive to the existence of the global economy, yet very few people have any idea what happens at the high seas. It is an industry which is secretive and fascinating at the same time. But as vital as the industry is to the world and its people, equally important is the work of the brave seafarers who perform one of the toughest jobs in the world by running those massive ships through the roughest seas and riskiest areas. If it hadnt been for them, the global trade would come to a standstill, people would be devoid of their basic necessities and some nations would find it extremely difficult to even survive. Life at sea is a unique existence. Indeed, one of the toughest lifestyle a person could have. Being a seafarer is a selfless profession for they endure limitless suffering, sorrow, and pain and his long experience in various ships and ports to make sure the world and its people continue to enjoy their life on shore. Almost inevitably, the work and conditions of those on board remain largely unseen. Seafarers are on-call as needed, and travel all over the globe to work in often unregulated conditions, with people they dont know and who may not speak their language. At sea for weeks at a time, theirs is a bleak world where no national laws rule and rogue waves can wash away life and limb. Taking cargo from one port to other often involves facing storms and monstrous waves. A sea isnt as friendly as it seems when watched from shore. In spite of all the latest technological advancement, a seafarer at sea is at the mercy of nature. But what may come, the cargo has to be shipped to the scheduled location and on the right time. The man who goes to sea, wrote Marco Polo, is a man in despair. This is true, but todays man of the sea is also probably poor, probably exploited, and living a life that contains, at the least, chronic fatigue and overwork; boredom, pirates and danger. Seafarers risk their lives through piracy. Pirates prey on all types of ships, from luxury yachts to fishing trawlers to oil and chemical tankers, particularly any vessel with few crew members. It is perfectly understandable why commercial shipping vessels are prohibited from carrying arms in international waters. This is strictly followed to prevent suicide on board and a crew might use it against another, thus making them defenseless. Obviously, they cannot fight with their bare hands. All they can do is to hide and try to escape from pirates. And if they are attacked, they have no choice but to surrender which is their only chance of not being killed.

Moreover, pirate ships usually carried far more crew than ordinary ships of similar size. This meant they could easily outnumber their victims. All these things together meant that victims often surrendered very quickly. A large ship now typically sails with at least three guards or they call it as armed guards. The industry has been dominated by British firms and guards who have had careers in the military, particularly highly experienced former Royal Marines who have been keen to cash in on their skills. Despite this, several ships are still being high jacked and many seafarers were taken as hostages by pirates. They are tortured, abused, and kept in miserable conditions as prisoners. Events of piracy have not stopped.

Thus, there is a need to pass a law that would ensure the safety of the seafarers against the pirates.

B. Purpose of the Law

Mindful of the vital importance of safe maritime navigation to the economic society and lives of the people and the purpose of the United Nations Convention on the Law of the Sea, the draft Anti-Piracy Precautionary Measures Law criminalizes acts of piracy and provides necessary legal grounds for appropriate and effective response to acts of piracy, and the Law thereby aims to maintain public safety and order at sea.

C. Acts of Piracy- Punishable ActsThe Law defines the following acts committed on the high seas or territorial sea as well as internal waters by the crew or the passengers of a ship (except for warships and other government ships) as acts of piracy: (a) seizing another ship in navigation or taking control of the operation of another ship by rendering persons irresistible by assault, intimidation or any other means; (b) robbing property on board another ship in navigation or obtaining or causing others to obtain an unlawful profit by rendering persons irresistible by assault, intimidation or any other means; (c) kidnapping a person on board another ship in navigation for the purpose of taking the person hostage to demand a third person to deliver any property or to take any other unobligated action or to waive that persons right;(d) demanding a third person to deliver any property or to take any other unobligated action or to waive that persons right by taking a person, on board a robbed ship or a ship whose control is taken or kidnapped on board another ship in navigation, hostage;

(e) breaking into or damaging another ship in navigation for the purpose of committing the acts of piracy as referred to in subparagphs (a), (b), (c) and (d) above;(f) operating a ship and approaching in close proximity of, beleaguering or obstructing the passage of another ship for the purpose of committing the acts of piracy as referred to in subparagphs (a), (b), (c) and (d) above; (g) preparing weapons and operating a ship for the purpose of committing the acts of piracy as referred to in subparagphs (a), (b), (c) and (d) above.

D. Compliance before the law

Owners must ensure that these measures meet and comply with the regulations and licensing requirements of the following locations:

(a) the flag state;

(b) the port of embarkation;

(c) all areas of transit;

(d) any ports at which the vessel will moor;

(e) the port of disembarkation.E. When will the law apply?The Law provides that the Coast Guard takes necessary measures against acts of piracy. A Coast Guard Official may use any of the listed precautionary measures concerning to take actions to deter attacks of pirates and to ensure safety of the whole vessel. Thus, the Law permits the use of the listed precautionary measures in order to deter the acts of piracy, provided that the perpetrator or the ship disobeys other measures to deter and continues the act of piracy and that there is probable cause to believe in the lack of any other appropriate measures to stop the navigation of that ship, to the extent reasonably necessary and according to the situation. However, the Law provides for the Minister of Defense, with the approval of the President, to order anti-piracy response operations in case there is extraordinary necessity to take measures against acts of piracy. In obtaining the approval of the President, the Minister of Defense draws up and submits to the President the guidelines for response operations. In case of emergency, the Minister of Defense may only notify the outline of response operations to the President.F. Anti-Piracy Precautionary Measures1. Long range acoustic device (LRAD)2. Anti-piracy laser device3. The use of surveillance drones4. Cargo or merchant submarines5. Self-sealing bulletproof and fireproof ship

6. The heat ray or active denial system7. The rubber coat8. Electric secure fence9. Slippery foam mobile denial system10. Anti piracy curtain11. Foul smelling liquid liquid deterrent system (or using stun gun)IV. Contents of the bill: ANTI PIRACY PRECAUTIONARY MEASURES FOR SHIPS

1. Long Range Acoustic Device (LRAD)Long range acoustic device is a non-lethal anti-piracy device which uses pain inducing sound beam to drive away the pirates. The sonic weapon produces high-pitched noise that is higher than the tolerance level of an average human being.

TheLong Range Acoustic Device (LRAD)is a high-intensity directional acoustic hailer designed for long-range communication and issuing powerful warning tones. Layered defense force protection systems must be easily accessible and rapidly deployable for any operational scenario and allow for near instantaneous escalation across the force protection spectrum.

LRAD systems are easy to use through a simple, familiar, and standardized interface. Manual or autonomous systems are designed for around the clock operation in the harshest conditions.

What makes the LRAD product unique is its ability to transmit your message with exceptional voice intelligibility and tonal clarity in a highly directional beam, even with significant ambient noise. The directionality of the LRAD device reduces the risk of exposing nearby personnel or peripheral bystanders to harmful audio levels.

April 9, 2009 When Somali pirates armed with RPGs attacked the luxury cruise ship Seaborn Spirit in November 2005 it wasn't armed troops or the threat of artillery that deterred the attack, it was sound waves. The ship was fitted with a clever bit of tech called the Long Range Acoustic Device (LRAD), a system which can emit painfully loud sound frequencies that are concentrated in a narrow beam and easily direct them at a target, not unlike using a spotlight.

The American Technology Corporation, led by its founder Woody Norris, developed the LRAD following the bombing of theUSS Colein October 2000. Designed to enforce safe zones around US military vessels, the device can be set at a frequency up to 120dB to first warn any craft approaching a military vessel to change course. If the craft doesnt comply, then the frequency can be cranked up to 151dB, producing a loud, irritating and potentially painful noise. The idea is to act as a deterrent and avoid employing lethal force.

2. Anti-Piracy Laser Device

The anti-piracy laser device uses non-lethal laser beam to provide a visual warning to pirates and distract them temporarily. The laser device can be used during both day and night, and can be easily operated by the ships crew.

In order to help combat the growing piracy threat BAE Systems conducted a study of pirates behavior and a company-wide capability survey. This led to the development of the concept of using a non-lethal laser, which would leave only temporary effects, to distract and deter potential attackers from a distance.

Leveraging the capability of its Optics and Laser Technology Department within its Advanced Technology Centre, BAE Systems researchers conducted a number of experiments to assess the feasibility of laser distraction as a non-lethal weapon. The research team has now successfully demonstrated a suitable laser at the Pershore Trials Range in Worcester over a variety of distances in a variety of conditions.

The laser beam is capable of providing a visual warning to pirates at distances greater than 2km, and of disorientating attackers sufficiently at lesser distances so that weapons cannot be targeted effectively. At all times the power levels of the laser remain eye safe.

3. The Use of Surveillance DronesAnunmanned aerial vehicle(UAV), commonly known as adroneand also referred to as anunpiloted aerial vehicleand a remotely piloted aircraft(RPA), is an aircraft without a human pilot aboard. Beyond the military applications of UAVs with which "drones" became most associated, numerous civil aviation uses have been developed, including aerial surveying of crops,acrobatic aerial footage in filmmaking,search and rescue operations, inspecting power lines and pipelines,counting wildlife,delivering medical supplies to remote or otherwise inaccessible regions,with some manufacturersrebrandingthe technology as "unmanned aerial systems" (UASs) in preference over the military-connotative term "drones." Microdrones can be a useful instrument here, allowing the situation to be viewed from on high.

UAVs have been used by military forces, civilian government agencies, businesses, and private individuals. In the United States, for example, government agencies use UAVs such as theRQ-9 Reaperto patrol the nation's borders, scout property, and locate fugitives. One of the first authorized for domestic usage was the Shadow Hawk UAV in service in Montgomery County, Texas, and is being used by their SWAT and emergency management offices.Drones are capablehighly advanced surveillance, and drones already in use by law enforcement cancarry various types of equipment includinglive-feed video cameras, infrared cameras, heat sensors, and radar. Some military versions can stay in air the hours for hours or days at a time, and their high-tech cameras can scan entire cities, or alternatively, zoom in and read a milk carton from 60,000 feet.They can also carry wifi crackers and fake cell phone towers that can determine your location or intercept your texts and phone calls. Drone manufacturers even admit they are made to carry less lethal weapons such as tasers or rubber bullets. Thus, if only ship-owners can have a hand on these drones and equip themselves for reconnaissance operations to counter pirates in advancing or making a move to hijack the targeted ships, the captain together with its crew will strategize certain decisions on how repel such aggression by the pirates.

Imagine if ship-owners can use drones that can zoom in and read a milk carton from 60,000 above, captains, thus, can distinguish the payloads inside an approaching vessel whether the said payloads are for commercial goods or armaments that can be used to hijack the ship by the pirates. Surveillance drones also raise significant issues for privacy and civil liberties, a cruise ship, for example, may use such drone to spy a rival company to gather information to be use for its competitive advantage against any cruise ship or through an aerial view of the ship, one can copy the architectural design and use it for its advantage. But such use will be prohibited for it will be used to counter piracy, normally, when the radar detected an approaching vessel, the captain would radio the personnel of a suspicious approaching vessel, but if such response is of no avail and the said vessel moves quick towards a commercial or civilian ship, then its an indication that hostile groups are up to something, thus, in this case the use of surveillance drone is an advantage for ship-owners for they will immediately identify any unidentified vessels or vessels that wont identify itself through a radio communications.

4. Cargo or Merchant SubmarinesMost of the victims who fell prey from these pirates are mostly cargo ships which belong to big companies. No wonder pirates target these types of ships because they pass at seas wherein over trillions of dollars crosses these trade routes, the West Philippine Sea, for example, over $5 Trillion dollars of goods move across the hotly disputed waters of the South China Seaon an annual basis. And the minimum ransom to free the crew from captivity is a whopping 5 million dollars. Paying off these pirates should be the last option because the more they receive blood money from ransoms the more they have to resources to conduct operations in capturing ships. But the question is, do these pirates have the technology and capacity to build their own submarines? The answer is no. And companies who were given the right to manufacture submarines just dont make a sale to criminal groups. Hence, the use of cargo submarines would drastically reduce piracy because for such reason that pirates dont have the means to acquire one or the capability to hijack a submarine not unless youre from the U.S navy S.E.A.L or British S.A.S.

But why are there no cargo submarines? Well, only two submarines have so far been purpose-built for non-militarymerchant shippinguse, outside of criminal enterprises, though standard or partly converted military submarines have been used to transport smaller amounts of important cargo, especially during wartime, and large-scale proposals for modern merchant submarines have been produced by manufacturers. Only two merchant submarines have historically been built, both inGermanyduringWorld War I. They were constructed to slip through the naval blockade of the Entente Powers, mainly enforced by the efforts of Great Britain'sRoyal Navy. The British blockade had led to great difficulties for German companies in acquiring those raw materials which were not found in quantity within the Germansphere of influence, and thus was hindering the German war efforts substantially. Another would be is the Deutschlandhad a carrying capacity of 700 tons (much of it outside the pressure hull), and could travel at 15 knots (17.3mph; 27.8km/h) on the surface and 7 knots (8.1mph; 13.0km/h) while submerged. It had a crew of 29 men and was commanded byPaul Knig, a former surface merchantmancaptain.

On its first journey to the US, departing on the 23 June 1916,Deutschlandcarried 163 tons of highly sought-after chemicaldyes, as well asmedical drugsand mail. Passing undetected through theEnglish Channel she arrived inBaltimoreon the 8 July 1916 and soon re-embarked with 348 tons ofrubber, 341 tons ofnickeland 93 tons oftin, arriving back inBremerhavenon 25 August 1916. She had travelled 8,450 nautical miles (9,724mi; 15,649km), though only 190nmi (219mi; 352km) of these submerged.

The profit from the journey was 17.5 millionReich mark, more than four times the building cost, mainly because of the high prices of the patented, highly concentrated dyes, which would have cost 26.8thousand U.S. dollars per pound once adjusted for inflation.

Obviously, history tells us that no company or country in the world has attempted to build another cargo submarine since the end of World War II. But in these modern times where humanity is technologically more advance decades ago, we can, maybe somehow, build another cargo submarine more advance than its two predecessors. Take the case of drug cartels, wherein narcosubs are being used to navigate and sail undetected by the navy to smuggle these drugs. If merchants then can take advantage of these technologically advance machine, then the captain and the crew can fulfill their duties in transporting these large containers unnoticed by the pirates.

And besides, submarines can travel through a storm depending on how big the waves are at the surface and how deep is the submarine. During normal weather conditions, a submerged submarine will not rock with the motion of the waves on the surface. In fact, during even moderate storms the submarine stays perfectly level at its submerged depth while the waves crash above. In extremely violent storms like hurricanes and cyclones, wave motion can reach 400 feet or more below the surface. Though not as violent as on the surface, these large waves can cause a submarine to take 5 to 10 degree rolls.

Not unlike cargo ships where they are susceptible to storms. Numerous cases had been reported of cargo accidents, for example from the report of CNN, the Svendborg Maersk, and the biggest recorded loss of containers overboard in a single incident. Their Danish-flagged ship was in the Bay of Biscay last week as hurricane-force winds battered the Atlantic coast of Europe. Amid waves of 30 feet and winds of 60 knots, the Svendborg began losing containers off northern France. After the ship arrived in the Spanish port of Malaga this week, Maersk discovered that about 520 containers were unaccounted for. Stacks of others had collapsed. Hence, if companies can build a submarine cheaper than building cargo ships, ship-owners can have a breathing space and worry less from these pirates, and maybe reduce the traffic at the high seas.

5. SELF-SEALING BULLETPROOF AND FIREPROOF SHIP

A projected image of a self-sealing bulletproof and fireproof ship

Sealing the Ship

The ship will be equipped with manual and automatic functions to seal it off as a preventive and/or defensive measure when the pirates are at bay. All the outer parts of the ship are built to be bulletproof and fireproof steel. This is so because in case of danger of being overcome by pirates, the ship will be sealed manually and automatically. All doors, windows, entrance and exit points, and all other possible opening shall be sealed off in order to prevent the pirates from entering the ships inner part. Although they are able to board, they cannot enter the ship and access the inside. The ship, the crew and the cargo shall remain safe from the pirates.Materials for bulletproofing

There are already available from manufacturers metal alloy or steel plates which are bulletproof ideal for shipbuilding. Of course, significantly, the hull and all the rest of the ship shall be made with said material. It is also called armor proof materials. They can withstand bullet fires from guns which may be used by the pirates. This defensive move can at least keep the ship and the crew safe from the dangers of the attack undertaken by the pirates.

Materials for fireproofing

Under the bulletproof material can be laid fireproofing rudiments or bloating layer which further reinforces the ship. Already available in the market is a structural steel which can withstand fire and keep it down to a temperate of 540 degrees Kelvin in case fire ensues. It raises fire resistivity limit of the steel elements to 1 hour up to 1.5 hours depending on the thickness of the steel plate. These elements can be used on the ship bulkheads, horizontal span of plating and beam sets, carlings etc. in ship hulls.

This is measure is to further reinforce the ship and in further compliance from the law requirement for ships to equipped with firefighting materials as provided for by The Merchant Shipping (Fire Protection) Regulation 1998 on Firefighting Equipments. This is just not to equip the ship with firefighting materials but to fireproof the ship as a whole.

6. THE HEAT RAY or ACTIVE DENIAL SYSTEM

Active Denial System Pain Ray (Electromagnetic wave)

Officially known as the Active Denial System (ADS), the Pain Ray is a non-lethal weapon which transmits a narrow beam of electromagnetic energy to heat the skin without causing permanent damage. The wave penetrates beneath the skin which causes unbearable burning sensation, forcing pirates to run away or jump overboard.

The military is packing a lot more heat. As in, an ultra-sci-fi sizzler dubbed theActive Denial System, known in comic book parlance as a heat ray. TheActive Denial System(ADS) is anon-lethal,directed-energy weapondeveloped by theU.S. military, designed for area denial, perimeter security and crowd control.Informally, the weapon is also called theheat raysince it works by heating the surface of targets, such as the skin of targeted human subjects.Raytheonis currently marketing a reduced-range version of this technology.The ADS was deployed in 2010 with the United States military in theAfghanistan War, but was withdrawn without seeing combat.On August 20, 2010, theLos Angeles Sheriff's Departmentannounced its intent to use this technology on prisoners in thePitchess Detention CenterinLos Angeles, stating its intent to use it in "operational evaluation" in situations such as breaking up prisoner fights.The ADS is currently only a vehicle-mounted weapon, though U.S. Marines and police are both working on portable versions.ADS were developed under the sponsorship of the DoD Non-Lethal Weapons Program with the Air Force Research Laboratory as the lead agency.

The military claims the device, mounted on a vehicle as far as a kilometer away, rains non-lethal electromagnetic waves at misbehaving crowds. The payload is apparently so unbearably intense -- the equivalent of standing in front of an open furnace -- crowds reverse course in a hurry.

As theGlobe and Mail reports, the military is particularly proud of its latest crowd-busting cannon. "You're not gonna see it, you're not gonna hear it, you're not gonna smell it: you're gonna feel it," Marine Col. Tracy Taffolatold reporters during the system's public unveilingat a U.S. Marines base near Washington, D.C. But is it safe? According to the military, the heat ray, or ADS, is its "safest non-lethal" option -- essentially a strong suggestion to its target to run away immediately.

The military has a name for that too: 'The goodbye effect'. Officials say they tested the heat ray on thousands of presumably willing targets, resulting in only two injuries. According toThe Week, the weapon has been in development for 15 years. And it has seensomereal-world action -- a stint in Afghanistan in 2010 that was quickly scuttled when General Stanley McChyrstal citedconcerns the Taliban might use it as a "propaganda opportunity". Marine Colonel Tafolla, however, says the heat ray is ready for action. And there's a lot of that to be had -- "perimeter security, crowd control, entry control points. You name it." And yes, a handyminiature heat rayis coming soon. The full-sized version, however, appears to be geared more towards the military with its 100,000-watt beam heating anything in its path. AsCBS News reports, video gamers should feel comfortable with the system, thanks to its inclusion of a joystick for zeroing in on a target.

The high-energy torrent has been calibrated at afrequency that's penetrates up to 1/64th of an inch into the skin, promoting staggering, but temporary discomfort. AsDailyTech reports, the trigger only activates the system for three seconds -- even if most triggers were made to be pulled repeatedly. "I think its applicable wherever you want an alternative to lethal force," program manager Brian Longtold the UK's Daily Mail.Ship cargos usually install water cannons to drive off pirates as they approach, but pirates dont feel any pain or are not afraid from the gush of the water from these water cannons, and will not stop the pirates momentum in attacking a ship.

And if ships can have the access to acquire and mount these non-lethal weapons into their ships, they can easily fend off these pirates because the heat ray "boasts a reach far beyond any other non-lethal system" -- a reach of "about 7 footballs fields.", now imagine if ships use this to repel incoming aggressors without inflicting any lethal damage against pirates and since such pain is too painful for them to bear. Such use would be beneficial to both parties as it will not lead to loss of lives.

7. The Rubber CoatThe vessel here will be made where the exterior shall be of rubber. Rubber is a material which has the properties that allows it to bounce back from impact. It is a material referred to as a shock absorber that prevents the devastating effects of impact to the ship upon collision. Rubber has been used throughout history as a material which is resistant to impacts which protects the inner thing it covers up.

The illustration below will show where the rubber material shall be placed. It shall be made into the outermost part. Instead of only metal, the metal shall be reinforced with rubber.RUBBER COATFigure 1:VESSEL The Type of Rubber to be used:

Nitrile / Buna-N (NBR)(Hycar)

This is a copolymer of acrylonitrile and butadiene. It has excellent physical properties; however its claim to fame is based on its resistance to water, petroleum products and fuels. When compounded properly, it has good low temperature properties as well as good heat resistance. It does not have good ozone, oxygen or sunlight resistance without the addition of special additives. Useful temperature range is -40 F to +275 F (-40 C to +135 C).

Neoprene / Chloroprene (CR)

This elastomer is made by the polymerization of Chloroprene. It has excellent physical properties. It is moderately resistant to petroleum products, sunlight, ozone and heat. It is flame resistant and will not support combustion. Useful temperature range is -40 F to +275 F (-40 C to +135 C).

The two types of rubber shall be combined to make it a water and flame resistant mixture. This will make the vessel highly resistant from the waves of the sea as well as from the extreme heat brought by the sun. The main reason for the rubber is that, when an accident will occur, instead of a devastating collision, both vessel with rubber coats shall bounce back from each other, avoiding damage and explosion. This will not only save a lot of lives but also prevents the overwhelming cost of ship repairs by the owners.

Non-elongated Design

The design of the vessel will also be changed. From the usual elongated model, it will be made from a more stable and buoyant model. This type of design will be best suitable for violent weather and uncertain sea conditions.Figure 2:

A

B

Most vessels are fashioned as elongated (B), which are built for speed and time efficiency while traversing the seas. It is long and efficient; it can navigate the waters more freely avoiding water resistance because of its elongated shape. It can also withstand the waves. However, due to its elongated shape, when a violent force comes from the sides it would easily capsized. It may be invincible, when the force comes from the front or back, but when the force comes from the sides, the law of gravity shall easily apply, overturning the vessel.

The non-elongated model (A) will be less in length and height, but more in width. This will allow the vessel, however slow in travelling because there will be more water resistance, have more grip in the water. Its stability will be more than that of the elongated model. It will withstand violent weather, take up more cargo and passengers, and build up more safety than the model B. the surface tension will also be lesser making it more buoyant.

The illustration is an example of its resistance to danger.Figure 3:

VESSEL

MOVEMENT VIOLENT FORCE

SEA

Hence, instead of capsizing, when a violent force of the sea shall hit the vessel, it will just move from the other side even if it is hit on the side. The Floater

The Floater is a device installed in a vessel. It is placed just above the water which is connected to the vessel. It shall be at least 20 feet away from the vessel. This device shall, in case of collision, collide with another vessel or any obstacle without harming the vessel, its cargo or passengers. This device shall further the protection of sea transports and prevention of the disastrous effects of collisions.Figure 4:

FLOATERVESSELThe composition of the floater will be the metal platinum. Platinum is a metal that is harder than steel, malleable, resistant to flame and can withstand extreme pressure. The role of the floater is to collide in case of an accident in the sea, which leaves the vessel unharmed along with the cargo and passengers. The vessel may have an additional weight to it but it will further its protection and security of the passengers.8. Electric Secure Fence

Electric fence non-lethal system consists of an electric fence which surrounds the ship and prevents pirates from climbing. The system is a collapsible fence which can be folded and kept safe when not in use.

We feel that the principles involved in ourElectro-Fence system could be used in anElectro-Net systemto repel unauthorized persons from gaining access to the deck of a ship. The system would be similar to that of the 5-strand wire outrigger used on the top of perimeter fencing. The Electro-Net would be attached to the foot-well or rail of the deck at an angle of 45 degrees and extend outwards for approx 50cm which would make climbing aboard from below without touching the Electro-Net impossible they would have to climb up, out and over without touching the Electro-Net. The Electro-Net would give a short, sharp shock similar toElectro-Fence which has been proved to deter anyone from having a second attempt. Full monitoring facilities would be installed producing an alarm if the system were interfered with by shorting, cutting or reducing the voltage. Detection of intruders is also the same as our Electro-Fence system. The Electro-Net could be rolled up and stowed until next required. Easy installation fixing for different ship decks would need further investigation and development but should not be a problem.

Also, The high-level integration of Gallaghers electric perimeter fence security system delivers full configuration, control and monitoring capability for multi-zoned, multi-site perimeter security.

Features and Benefits

Deter criminals with high voltage perimeter security fence energisers

Fully monitored detection of potential intruders

A scalable networked perimeter security solution

Configure unlimited, uniquely identified fence zones to facilitate a fast, appropriate alarm response

Centralized monitoring and control of multiple remote sites

Single management system for central or distributed alarms management across multiple sites

Integrated imaging systems for visual record of events

This superior level of integration allows for the incorporation of a combination of any of the following: Perimeter security (electric fence and/or sensors) Electronic access control and PhotoID (wireless, data on card, wired and biometric fingerprint) Intruder alarms Imaging systems (DVR, NVR, CCTV) Building management systems such as air conditioning and lighting

9. Slippery Foam Mobile Denial System

Slippery foam or Anti-traction material is a non-lethal substance which can be used to make the deck or sides of a ship slippery to avoid pirates from climbing it. The highly viscous substance substantially reduces traction of anything that comes in contact with it, making it difficult to walk or stand.The Mobility Denial System is an oil-slick-in-a-can, a combination of Drilling Mud Additive, Flocculent and water that renders surfaces as slippery as wet ice. Lots of tasty acronyms and buzzwords on the sell page, including Anti-Traction Material (ATM) and Non-Lethal Slippery Foam.

Once applied, the material will degrade or impair the adversarys ability to move. For Interior applications it can be applied to flat, smooth, non-porous surfaces such as linoleum, tile, wood floors or staircases. Exterior applications include sloped, rough, porous surfaces such as concrete, asphalt, and grassy areas.

10. Anti Piracy Curtain

This is a device which makes use of the most abundant resource commercial ships have while at sea: water. Essentially, the anti-piracy curtain super soaks the pirates with fire hoses, preventing them from getting on the ship and also filling their boats with water. Its main purpose though is to deter pirates in the first place by being seen from far away.

The system consists of two elements, the first sprays water from high-volume nozzles, which hinder the pirates from boarding the ship, as well as filling up the pirates vessels with water, and the second are hoses which whip around violently, with the purpose of intimidating pirates from a distance.

11. Foul smelling liquid Liquid Deterrent System (or using Stun Gun)

An anti-piracy technology by the International Maritime Security Network of US involves showering approaching pirates with slick, foul-smelling green liquid, which stinks and burns. The burning sensation and the nasty stink forces pirates to jump into the water, thus stopping a possible pirate attack.

V. CONCLUSION:The issue on ways of combating piracy is a controversial one. This does not, however, mean that it should be dismissed by responsible authorities. Rather, it deserves a wider public attention. Thus, communities whether international or local should join hand in hand to combat this crime against National Security and Law of Nations. The challenges of operations in the maritime environment are unique and skillsacquired in land based security activities, even over many years, do not necessarily translate into capability on board ship. The skill sets of the seafarers should be relevant to the mission and therefore they should undergo training in anti-piracy techniques and specific rules of engagement at sea. Attacks by pirates involve the boarding of the ship and the stealing of money and various articles, and they consistently try to capture vessels and hold their crews for ransom. This threat has continued amongst seafaring nations. Thus, all possible means on how to deal with pirates should be taken into account. Effective ship security must include a range of measures to create layers of defense against various threats or risks. Thus presented here above are the anti-piracy precautionary measures for ships that will surely ensure the lives of seafarers.

In the 18th century, successful pirate attacks became so frequent and troublesome that governments were forced to take strong action. They sent heavily armed naval warships to the pirates favourite hunting grounds. Terrible battles were fought. Other pirates were captures and put on trial, and were then executed amidst great publicity. Bodies were coated with tar and hung in special iron cages as a dreadful deterrent to others thinking of taking up piracy.

However, in view of the international concern on the protection of human rights which predate general principles of international law, inhuman and degrading treatment must be excluded. Thus, taking into account the developments in the field of Human Rights, this proposed law constitutes effective non-lethal technologies to help seafarers have effective options to achieve missions in the field that do not include shooting by the armed guards their primary weapons. The primary goal being to minimize the civilian loss of life in conflicts that fall short of total war while still keeping sailors safe on the sea.

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