MELAKA STRAITS
Between 1995 and 2013, 41% of global pirate attacks occurred in Southeast Asia. This rate is twice as high as the 28% reported in the West Indian Ocean and exceeds the 18% seen off the West African coast. During this period, 136 seafarers were killed in Southeast Asia, a number greater than those killed in Africa combined.
Pirates in Southeast Asia have increasingly targeted oil tankers as they exit the narrow straits into the South China Sea, an area with limited law enforcement and high potential profits. Recent attacks exhibit greater coordination and planning, with pirates targeting oil tankers at sea. These attacks, unlike opportunistic robberies at anchor, often involve insider information and specialized knowledge for siphoning oil.
Insider collusion is suspected in some cases, as certain companies are repeatedly targeted. The multinational nature of shipping crews complicates tracking and vetting personnel, which heightens piracy risks. Stolen oil is frequently blended with legitimate supplies on mother ships at sea, making detection challenging. Singapore, the world’s largest bunkering port, plays a significant role in this process.
Efforts to combat piracy are complicated by regional politics and mistrust. Malaysia and Indonesia, not being members of ReCAAP (the anti-piracy organization), cite issues with Singapore’s handling of intelligence. Additionally, corruption in Indonesia impedes anti-piracy efforts. Indonesian pirate leaders, or “godfathers,” often secure early releases for captured pirates, and regional corruption and oligarchies exacerbate the problem.
Despite attempts to coordinate patrols and improve information sharing, piracy in Southeast Asia remains persistent. The number of attacks rose from 47 in 2009 to 128 in 2013, with an additional 47 attacks recorded by mid-2014.