IVE months after Somali pirates captured an oil tanker carrying a 19-member multinational crew, Somali maritime police have recovered the vessel off the coast of Puntland. The Foreign Office has confirmed five casualties out of the 10 Pakistani seamen, three have died with four wounded during the rescue operation; a total of five sailors lost their lives. Despite efforts social media videos show hostages asking the Pakistani government to engage with their captors; hapless families staging protests and facing police brutality, and even calling on foreign governments and international agencies to take coordinated action losses could not be averted.

Regrettably, a forceful approach involving collaborative action with Indonesia, India and Sri Lanka was missing on the part of the government. Hence, this homeward journey is bittersweet.

Seajacks by pirate gangs had subsided around the Gulf of Aden and the Indian Ocean. But, fuelled by political upheaval, poverty and aid cuts, piracy is back with a vengeance. Recent instances suggest that, due to the closure of the Strait of Hormuz, this route needs amplified transnational patrolling. Clearly, this year`s tally of over 100 ships struck and 40 hijacked with 15 attacks in April alone confirms that a prime trade passage has become perilous. We cannot lose more time. An international naval cover, comprising satellite information, emergency services, and a tracking dashboard effective in strife-torn waterways for navigational safety, is vital. In short, only a modern maritime protection framework alongside contingency plans can prevent future shocks. Meanwhile, local labour rights bodies must protect sailors from the coercive policies of shipping companies and other patrons. Global trade relies on mariners.

They must have the power to choose secure routes without fear of repercussions. Additionally, the government is obligated to provide compensation to affected families and to ensure that no distressed citizen faces official apathy.