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Posted: November 5th, 2022
Analysis of Piracy Trends off the Coast of West Africa and Evaluation of Private Security Utilization on Tankers
Piracy and maritime crime are serious threats to the safety and security of seafarers, vessels and cargo in the Gulf of Guinea, a region that encompasses the coastal waters of West Africa. According to Dryad Global, a maritime risk company, the Gulf of Guinea has been the global epicenter of maritime crime and piracy for some time, but in 2021 there has been a significant decline in incidents compared to 2020 (Dryad Global, 2021). However, this does not mean that the risk to commercial operations has lessened, as there are various factors that may explain the reduction in attacks and the situation remains volatile and unpredictable. This paper aims to analyze the piracy trends in West Africa, focusing on the causes, patterns and impacts of piracy, and to evaluate the utilization of private security on tankers, which are often targeted by pirates due to their valuable cargo and low speed. The paper will also discuss the challenges and opportunities for enhancing maritime security in the region, as well as provide some recommendations for stakeholders.
Piracy Trends in West Africa
Piracy in West Africa is mainly driven by economic and political factors, such as poverty, unemployment, corruption, instability, weak governance and lack of law enforcement (BBC News, 2019). Pirates often operate from Nigeria, which is the largest oil producer in Africa and has a history of militant groups demanding a share of the oil wealth. Piracy in West Africa can be classified into two types: petro-piracy and kidnap-for-ransom. Petro-piracy involves hijacking tankers or other vessels carrying oil or gas products and stealing or siphoning off their cargo. Kidnap-for-ransom involves boarding vessels and abducting crew members for ransom payments. Both types of piracy pose serious risks to the safety of seafarers, as well as to the security of energy supply and trade in the region.
According to Dryad Global (2021), there were 112 incidents of piracy and maritime crime in West Africa in 2020, which was an increase of 27% from 2019. Of these incidents, 95 involved actual or attempted attacks on vessels, 25 involved vessels being fired upon, 77 involved vessels being boarded and 50 involved crew kidnappings. The majority of these incidents occurred in Nigeria or its adjacent waters, followed by Benin, Ghana, Congo-Brazzaville and Cameroon. The most affected types of vessels were tankers, bulk carriers, fishing vessels and tugs. The most common modus operandi of pirates was to use speedboats or skiffs to approach vessels at high speed and board them using ladders or grappling hooks. Pirates were often armed with firearms or knives and used violence or threats to subdue the crew.
However, in 2021 there has been a sharp decline in piracy incidents in West Africa. As of November 2021, there were only 49 incidents reported, which was a decrease of 56% from 2020. Of these incidents, only 15 involved actual or attempted attacks on vessels, only three involved vessels being fired upon, only 52 involved vessels being boarded and only 17 involved crew kidnappings (Dryad Global, 2021). The reasons for this decline are not clear, but some possible explanations are:
– The impact of the COVID-19 pandemic on the global economy and trade, which may have reduced the demand and price for oil and gas products, as well as the availability and movement of vessels in the region.
– The increased presence and coordination of naval forces from regional and international actors, such as the Economic Community of West African States (ECOWAS), the European Union (EU) and France, which may have deterred or disrupted pirate activities.
– The improved implementation of best management practices (BMP) by ship owners and operators, such as increasing speed, maneuvering evasively, using citadels or safe rooms, reporting incidents promptly and hiring private security.
– The internal dynamics and conflicts among pirate groups or networks, which may have affected their operational capabilities or motivations.
However, these factors are not conclusive or consistent, and they may change over time depending on various circumstances. Therefore,
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