Recent reports indicate that the primary maritime security concerns for merchant fleet operators in Asia are centered around the South China Sea’s Saint Thomas Shoal and the Taiwan Strait. Although Chinese military exercises along the Taiwanese coast and provocations by the Chinese Coast Guard aimed at the Philippine Navy are significant, they have not yet resulted in major consequences for merchant shipping. Instead, opportunistic armed robbers and thieves have continued to focus on stealing vessels’ equipment and spare parts, particularly in regions farther south and west.
Risk Intelligence, in its daily security incident analysis and monitoring operations, recorded a total of 22 reported vessel boardings in Asian waters during the second quarter. Half of these incidents occurred in the Singapore Strait, making it the area with the highest frequency of boardings. Chittagong, Bangladesh, followed with two thefts and one inconsequential boarding at the anchorage. Other areas with reported incidents include Dumai, Vung Tau, Manila, Belawan, and Balikpapan.
The increase in incidents in Chittagong has drawn attention, including a special report from ReCAAP in June, which highlighted a dramatic rise from one reported vessel boarding in Bangladeshi waters in 2023 to nine between January 1 and May 31 this year. Despite the concerning increase, the number of incidents decreased from seven in the first quarter to three in the second quarter, offering some cautious optimism. Notably, when thefts are promptly reported to Bangladeshi authorities, they have a commendable record of apprehending perpetrators and returning stolen items.
It is important to recognize that crime reporting, whether on land or at sea, often suffers from underreporting. Therefore, the known tally of vessel boardings does not fully represent the actual crime level in any given strait, anchorage area, or port in Asia. Additionally, the term ‘piracy’ can be misleading, as it encompasses a wide range of crimes from hijackings and kidnappings to armed robberies and thefts. The accuracy of crime statistics varies, with hijackings and kidnappings being more reliably reported than armed robberies and thefts, due to the more severe consequences of the former.
Interestingly, not all vessel types are targeted equally by criminals in Asia. There have been no recorded incidents involving cruise ships or container vessels in the Straits of Malacca and Singapore. Bulk carriers, particularly when reducing speed to transit the Singapore Strait, are the most frequently targeted, followed by tankers and barges. Vessels with low freeboard, such as offshore supply vessels (OSVs) and heavy lift vessels, remain vulnerable due to their easy access from smaller boats.
Singapore Strait and Chittagong Among Key Areas of Concern
In the second quarter, 50% of the vessel boardings occurred within the International Hydrographic Organization (IHO) boundaries of the Singapore Strait. Of these incidents, nine involved vessels underway, while two took place at anchorages off Batam. June 2024 was notable as the first month since May 2021 where all reported maritime security incidents in Southeast Asia occurred within the Singapore Strait.
Bulk carriers are the primary targets within the Singapore Strait, followed by tankers and barges. In the second quarter, seven of the 11 incidents involved bulk carriers, with the remaining incidents involving a heavy lift vessel, an OSV, and two barges. Thieves typically seek scrap metal cargo in these incidents.
Despite the frequent boardings in the Singapore Strait, most incidents do not result in harm to the crew. The perpetrators usually focus on stealing spare parts and equipment that can be sold onshore. This situation marks an improvement from previous years, with no significant consequences stemming from hijackings or kidnappings currently affecting merchant shipping in Asia.
Maritime security concerns in Asia extend beyond the geopolitical activities in the South China Sea and general piracy. Merchant ships also navigate through areas with significant levels of migrant smuggling, a dark fleet operating under the radar, and drug and contraband smuggling. While these activities have not yet had a major impact on merchant ships, continuous monitoring is necessary due to potential future consequences.
One example of the dark fleet’s impact involves large tankers transporting sanctioned oil cargoes in Asia. These tankers disguise their activities by using the names and particulars of legitimate traders in their AIS broadcasts, which can lead to implications for the actual operators whose identities are misused. Additionally, smaller vessels engaged in illegal fuel trading pose a risk, although conventional cargo vessels are rarely impacted unless deceived into purchasing fuel from rogue traders.
Widespread smuggling at sea in Asia primarily involves crime syndicates using small boats to move contraband, thereby avoiding conventional ports. However, occasional concealments in containerized cargo do occur. Illegal movements of migrants and refugees also typically involve small boats, without significant impacts similar to those seen in the Mediterranean.
Awareness of potential threats among vessel operators and crew remains the best defense against the various risks present in Asian waters. While the threat levels in Asia are not as severe as those in the Red Sea and Indian Ocean, the nature and significance of these threats are constantly evolving and require continuous attention.
