David Carradine's Death Likely a Sex Accident. Actor David Carradine was found dead in the closet of a Bangkok hotel room Thursday with a cord wrapped around his neck and genitals, leading Thai police to suspect his death was not a suicide but an accident resulting from dangerous sex practices. Worapong Chewprecha told reporters. Carradine had been in Thailand since May 2. Somprasong Yenthuam told the Associated Press. His father was actor John Carradine, and his brothers were actors Bruce, Robert and Keith Carradine. I had been thinking about calling him for the last several days and advise anybody who has been thinking about reaching out to a loved one to do so. Friends and family said he had no history of depression. I had a friend who was a mentor, and he suddenly said, 'I've never seen you abuse a substance before.' I said, 'Am I doing that now?' And I was. That was spring of 1. I like to think that I stopped drinking on St. Patrick's Day, but it was actually a month later. XVIDEOS Thai Trainee Teeny Supermarket Girl free. XVideos.com - the best free porn videos on internet, 100% free. The World's Most Dangerous Waters. Asia’s seas offer rich pickings for marauding pirates who steal oil and supplies worth billions of dollars every year. By Adam Mc. Cauley. Pictured above: Vessels anchor off the east coast of Singapore on Aug. Photograph by Edgar Su—Reuters. Two hours before sunset on May 2. Orapin 4. The ship was carrying large quantities of fuel between Singapore and Pontianak, a port on the western coast of Indonesian Borneo. Bursting onto the bridge, the attackers locked the ship’s crew below deck and disabled the communications system. They then scrubbed the first and last letter from the boat’s stern, leaving a new identifier, Rapi, in its place. Failing to hail the crew that evening, the Thai shipping company that owns Orapin 4 reported it missing. Directed by Danny Pang, Oxide Chun Pang. 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Over the next 1. 0 hours, the attackers siphoned more than 3,7. Finally, four days after the attack, the Orapin 4 pulled into its home port of Sri Racha, Thailand — the town, as it happens, where the namesake hot sauce was first brewed. While the 1. 4 members of the crew were safe, the pirates — and $1. Under most conditions, the brazen attack on the Orapin 4 would have been notable. But this was the sixth such attack in three months. Shipping Superhighways. When the world thinks of piracy, it thinks of Somalia and red- eyed young brigands peering over the barrels of their Kalashnikovs. It thinks of the 2. Hollywood movie Captain Phillips, which tells the story of the hijacking of the Maersk Alabama in 2. American captain. But the waters of the West Indian Ocean are not the world’s most dangerous. The most perilous seas, as the U. N. Each year, more than 1. Between 7. 0% and 8. China and Japan transits the straits. Southeast Asia was the location of 4. The West Indian Ocean, which includes Somalia, accounted for just 2. West African coast only 1. During those years, 1. Southeast Asian waters as a result of piracy — that’s twice the number in the Horn of Africa, where Somalia lies, and more than those deaths and the fatalities suffered in West Africa combined. According to a 2. One Earth Future Foundation, piracy drains between $7 billion and $1. The Asian share of that represents buccaneering on a lavish scale, and it is becoming more ambitious. In recent months, well- armed and organized criminal groups have focused their efforts on the oil tankers that exit the narrow Malacca and Singapore straits and venture into the South China Sea. Here, the territory is vast, law enforcement’s resources are stretched, and the potential profits are immense. While the majority of attacks are opportunistic — 8. These require military coordination and meticulous planning.“This trend only started in the last three months, and we expect there will be more,” Nicholas Teo told TIME in June. A former commander in the Republic of Singapore Navy, Teo is now deputy director of the Information Sharing Center (ISC) of the Regional Cooperation Agreement on Combating Piracy and Armed Robbery Against Ships in Asia (or, as it’s mercifully abbreviated, Re. CAAP). And yet, TIME’s investigation revealed evidence of this trend stretching back more than a year, with 1. Of those 1. 4 attacks, one specific company was targeted four times, a coincidence that experts suspect may be the result of a collusion between either the shipping company, or some members of the crew, and the alleged attackers.“We believe that there is some insider information,” Teo told TIME, citing the circumstances surrounding these specific attacks. The Floating World. The Orapin 4 is one of 1. Bangkok- based Thai International Tankers. In the past 1. 2 months, the company has fallen victim to four separate pirate attacks: the first in August 2. October 2. 01. 3, and the latest, against Orapin 4, in late May 2. Given the number of vessels that traverse the region, the odds that these ships would all fall victim at random may seem remarkably low.“At the ship level, it is really the captain that runs the operation,” says Karsten von Hoesslin, a special- projects manager for maritime security analysts Risk Intelligence. For the past decade, von Hoesslin has analyzed piracy from the Gulf of Guinea and Horn of Africa, to, more recently, the waters of Southeast Asia. Speaking hypothetically about oil thefts at sea, and not specifically about Orapin 4, he claims, “In order to move that much fuel that quickly, the captain and likely the chief engineer are involved.”However, this was not the case with the Orapin 4.“The captain and crew have been cleared,” Sudakorn Sengprasert, manager of Thai International Tankers, told TIME. After the incident, the company submitted the crew of Orapin 4 to an investigation by Thai police and a review by company lawyers. Sengprasert said the attacks against the company were largely opportunistic, citing the vessels’ low freeboard (the distance that separates the surface of the water from the top deck) and the company’s high- value cargo, as precipitating causes. However, Sengprasert conceded that particular details regarding the May 2. Re. CAAP — had created cause for concern, prompting the company’s formal investigation. For example, after the attack, in which the vessel’s communication and navigation equipment was damaged, the captain was able to reconnect the GPS equipment but decided to sail to the company’s home port, Sri Racha, instead of nearby Malaysia to report the attack to regional authorities. He refused to clarify why the captain of another Thai International vessel, Danai 5, had also opted to sail back to home port, delaying the reporting of their October 2. Sengprasert said no charges were brought against Orapin 4’s captain or chief engineer. He told TIME that the captain had worked for the company for nearly two years on a series of two- to three- month contracts. However, the captain’s latest contract had expired, Sengprasert said, and he was “no longer employed” by Thai International Tankers. Sengprasert was unable to confirm whether the chief engineer was still working for the company. TIME also contacted the Shipowners’ Club, a marine liability insurer for the Thai firm, but were told that no one on staff was permitted to discuss current or ongoing cases. Experts say that employment by short- term contract ensures the fluid movement and steady supply of personnel in the industry but can make it difficult to trace shipping companies, captains and their crews.“In the past, you could be fairly sure, if you had a Russian vessel, that it would be owned by a Russian company, flying a Russian flag, had a Russian captain and a Russian crew,” says Peter Chalk, a maritime security researcher with the Rand Corp. Today, the system is much different. For instance, while a shipping company may be able to vet the captain of a ship, the captain will chose his crew, and that crew may have no contact with, much less loyalty to, the parent shipping company. These relationships often result in insufficient auditing of captains and sailors, and can increase the likelihood of theft and corruption. In a separate incident in April, after pirates stole 2,5. Reuters cited unnamed regional security officials warning of “armed gangs prowling the Malacca Strait . While conducting research in Pontianak, Indonesia, he heard of a chief engineer and captain selling information about an upcoming oil shipment, through a middleman, to a local criminal syndicate. With access to this information, the syndicate was able to commandeer the ship, steal its cargo and mix it with a second, legally obtained supply, before selling the mixed batch to an unwitting European buyer, von Hoesslin says.“When you siphon liquids, a ship’s engineer has to know what they’re doing,” Michael Frodl, a maritime security expert whose company, C- LEVEL Maritime Risks, advises insurers, shipowners, governments and piracy- reporting organizations in the region. Because of the complexity of oil siphoning, the individuals involved in these attacks must have oil- industry experience and contacts through which to sell the pilfered oil. The mixed oil, then, is resold to buyers whose owners, captains or crews may be ignorant of the fuel’s questionable origin. This fuel exchange, known as bunkering, may also take place at sea. According to its Port Authority, Singapore is the “largest and most important bunkering port in the world.”“The modus operandi . In another publication earlier this year, he said, “These hijackings are also under- reported . While the response has been credited with shrinking the number of attacks in the region to a low of 4. If there is any bottom line in the fight against piracy, it is always resources,” says the ISC’s Teo, who works with Re. CAAP’s 1. 3 member countries. This year, 1. 8 of the region’s 4. Batam, which lies a mere 4. Singapore’s main harbor. A barrel- chested man with gelled and impeccably parted hair, Sapta affirms Jakarta’s commitment to fighting piracy but disagrees that attacks are on the rise. In January 2. 01. Indonesian government announced a list of 1. Ships began avoiding those areas and Sapta contends that, since then, small- scale pirate attacks have decreased. But earlier this year, an 1. Batam and Bintan islands, has been added, hinting at another part of the problem: the sheer size of territory to be covered. Indonesia has 9. 5,0. On any given patrol, officers in Sapta’s sector stop and search between two and five vessels — a fraction of the traffic. He adds that poor information sharing and the existence of maritime boundaries limit the effectiveness of his patrols. His officers, for example, cannot chase suspected pirates from international waters into the territorial waters of neighboring countries (known as the “right of hot pursuit”) unless prior permission is given. These restrictions often give suspects an opportunity to flee, he says.
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