By Dave Anderson:
The Somali pirates would have a hard time breaking into the Fortune 500 if all of their operations were aggregated into a single entity and all of the direct costs (ransom, increased insurance premiums, increased fuel bills as ships steam at non-optimal speeds and non-optimal routes) were counted as revenue streams for the pirates. The Somali pirates are a billion dollar a year banditry problem. However there are a couple of interesting second order impacts from piracy:
David Axe at War is Boring highlights one of these second order impacts:
Just this week, Taiwan admitted to the International Commission for the Conservation of Atlantic Bluefin Tuna that 66 of the country�s 141 tuna-fishing vessels in the Indian Ocean �have ceased their operations due to the escalating situation� off Somalia. Three Taiwanese fishing vessels have been captured by pirates. This at a time when world bodies are concerned that world tuna stocks might collapse from over-fishing.
A 2% loss rate has been sufficient to relocate a large fishing fleet from the northern Indian Ocean. Taiwan's fishing fleet is most likely not the only fleet that is much more reluctant to fish in the northern Indian Ocean as the risks no longer justify the rewards. EagleSpeaks has a great map of recent pirate activity and it is pervasive within one thousand miles of the central and northern Somali coast.
In this particular case, the diversion of large fishing fleets may be a net economic neutral as the tuna stocks may have a chance to regrow and repopulate (much like cod did in the North Atlantic from 1939 to 1945) for several years. Higher fish prices in the short run may lead to a more sustainable industry in the long run (that is a big-if though.)
However, this is just an easy example of second order impacts. The more likely and more visible impacts will be on tourism to the Maldives, Seychelles and the other Indian Ocean island nations if the risk of hi-jacking and piracy for ransom increases for the tourist ships and private recreational vessels. At that point, economic disruption moves from an eight to low nine figure problem to a low ten figure problem.
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