By Capt. Femi Amusa
As maritime commerce continues to serve as the lifeblood of global trade, piracy and armed robbery at sea remain persistent threats to regional stability, economic viability, and human security.
Despite a decade-long decline in global piracy incidents, recent data indicates a troubling resurgence in two historically vulnerable regions: the Gulf of Guinea (West Africa) and the Strait of Malacca/Sulu-Celebes Sea (Southeast Asia).
These two maritime corridors are among the most strategic and busiest shipping lanes in the world. Yet, they are increasingly becoming theatres of criminal opportunism, geopolitical laxity, and systemic governance failures. This column explores the recent uptick in maritime crime in both regions, the evolving nature of piracy, underlying causes, and pragmatic solutions.
A Worrying Trend: Data Doesn’t Lie
According to the International Maritime Bureau (IMB), piracy and armed robbery incidents increased in 2024 after years of decline. The Gulf of Guinea recorded 21 incidents in 2023, up from 19 in 2022, but with higher severity – including two kidnappings involving 17 crew members. Meanwhile, Southeast Asia – particularly the Singapore Strait, Strait of Malacca, and Sulu-Celebes Seas – saw a significant spike, with over 60 reported incidents in 2023, up from 55 in 2022. Most attacks occurred on anchored or slow-moving vessels, highlighting the persistence of petty theft as well as more organized and violent incursions.
In 2024 and into early 2025, preliminary figures suggest this upward trend is continuing, with more attacks reported by ReCAAP ISC, especially in the Singapore Strait where almost weekly incidents have been logged, most involving knives, firearms, and coordinated teams boarding tankers and bulk carriers.
West Africa: The Gulf of Guinea Under Siege
The Gulf of Guinea – stretching from Senegal to Angola – accounts for nearly all reported crew kidnappings globally. Pirates here are well-organized, well-armed, and increasingly transnational. These are not the disorganized hijackers of yesteryear but professional criminal networks with logistics, intel, and access to corrupt institutions.
Contributing Factors:
Weak maritime law enforcement across littoral states.
Poor interagency cooperation among ECOWAS countries.
High youth unemployment and poverty in the Niger Delta, which fuels recruitment into piracy.
Insecurity on land, including oil theft and armed militancy, often bleeds into the maritime domain.
Nature of Attacks:
Long-range attacks up to 200 nautical miles offshore.
Hostage-taking for ransom is preferred over cargo theft.
Use of “motherships” to extend operational range.
Southeast Asia: The Return of the Maritime Bandits
In Southeast Asia, piracy is less violent but more pervasive. The Singapore Strait alone saw 50 incidents in 2024, mostly at night and involving small armed teams boarding ships to steal engine parts, stores, or crew belongings. The Sulu-Celebes Sea, a corridor near the Philippines and Malaysia, remains a hotspot for Abu Sayyaf-linked maritime kidnappings, though down from its peak in the late 2010s.
Key Enablers:
Archipelagic geography and vast coastlines with minimal surveillance.
Porous maritime borders and limited radar coverage.
Political unrest in southern Philippines and parts of Indonesia.
Limited deterrence, with many captured pirates released without prosecution.
Unlike the Gulf of Guinea, Southeast Asian piracy is often non-lethal and opportunistic, though persistent and economically disruptive.
Economic and Human Costs
The consequences of these maritime crimes are manifold:
Rising insurance premiums, especially War Risk and Kidnap & Ransom covers.
Delays and rerouting, affecting supply chain timelines.
Crew welfare and mental health, especially after hostage incidents.
Deterrence of foreign direct investment in coastal infrastructure.
According to the Oceans Beyond Piracy (OBP) initiative, the economic cost of piracy in West Africa alone reached $1.94 billion in 2021, and though slightly reduced in recent years, the current surge suggests potential reversal.
International and Regional Responses
Efforts to address maritime piracy are growing, but often fragmented.
In West Africa:
The Yaoundé Code of Conduct (2013) remains the framework for cooperation but lacks full implementation.
Nigeria’s Deep Blue Project, with land-sea-air components, is promising but needs consistent funding and interagency integration.
Gulf of Guinea Maritime Collaboration Forum (SHADE-GOG) helps align industry and navy efforts.
In Southeast Asia:
ReCAAP ISC provides vital information-sharing among 21 countries, aiding early warnings and trend analysis.
The Malacca Strait Patrols (MSP) by Malaysia, Indonesia, Singapore, and Thailand demonstrate a model for joint sea and air patrols.
Philippines’ National Task Force to End Local Communist Armed Conflict (NTF-ELCAC) is tasked with reducing land-based insecurity that fuels maritime crimes.
But without persistent political will, coastal surveillance investment, and capacity building, these initiatives may fail to outpace the evolving nature of maritime criminality.
Recommendations: An Integrated Maritime Security Blueprint
1) Legal Harmonization and Enforcement: Countries must adopt uniform anti-piracy laws with clear prosecutorial mandates. Many captured pirates are released due to legal technicalities.
2) Maritime Domain Awareness (MDA): Invest in radar, satellite, and drone surveillance. Real-time data sharing between navies and shipping operators is essential.
3) Capacity Building: Crew training, coastguard empowerment, and regional naval coordination must be improved. Partnerships with IMO, UNODC, and private security operators can help.
4) Community Engagement: Addressing poverty and youth unemployment in coastal areas is critical to drying up pirate recruitment pools.
5) Private Sector Involvement: Encourage private-public partnerships for secure anchorage zones, convoy escort services, and better port security.
6) Crew Safety Protocols: Ship operators must update Ship Security Plans (SSPs), ensure citadels are functional, and drills regularly conducted.
Securing the Blue Economy
The resurgence of piracy and sea robbery in West Africa and Southeast Asia is not merely a maritime issue – it is a reflection of systemic governance, security, and socio-economic challenges onshore. As we advocate for the prosperity of the global blue economy, it is imperative to treat maritime security as a holistic, multi-stakeholder endeavor.
If the international community continues to underestimate these growing threats, the cost may not only be measured in dollars or tonnage, but in lives lost, trade routes endangered, and regional stability eroded.
The oceans connect us all. Their insecurity will ultimately ripple far beyond their shores.
References
ReCAAP ISC, IMB, and maritime security reports (2025).
