On January 1, 2024, the Hana 1, a small chemical tanker, was attacked by Nigerian pirates in Equatorial Guinea’s waters, resulting in the kidnapping of nine crew members. This incident underscores the persistent threat of piracy in the region, despite a notable decrease in attacks since their peak in 2019. Over the last decade, nearly 1,000 seafarers and local nationals have fallen victim to Nigerian piracy, prompting discussions about the inadequacy of current military and law enforcement responses.
The roots of piracy in Nigeria can be traced back to the discovery of commercial oil in the Niger Delta in 1956 by Shell, leading to environmental degradation, corruption, and divisive governmental policies that have incited conflict. Since the 1960s, the region has grappled with agitation, protests, civil strife, and armed insurgencies, particularly from groups seeking political autonomy and a share of the oil wealth. The Nigerian government’s 2009 amnesty program aimed to offer employment and training, but ultimately failed to tackle the fundamental issues, allowing criminal activities like oil bunkering to flourish and harm the environment.
Maritime crime in Nigeria and West Africa has evolved through distinct phases since the 1980s. Initially opportunistic, piracy became more organized and terrorism-driven with the rise of militant groups in the 2000s. Since the 2009 amnesty, financial gain has been the primary motive for piracy, as hijacking oil tankers became a modus operandi. By 2016, there was a shift towards kidnapping for ransom, a strategy that requires fewer resources and skills. The successful hijacking of MT Maximus that same year showcased both effective regional naval coordination and the adaptability of pirates to evolving maritime security measures.
Efforts to combat piracy in the Gulf of Guinea include Nigeria’s $195 million “Deep Blue” project and the EU-supported Yaoundé Architecture, designed to improve maritime domain awareness. However, sustaining larger naval fleets remains problematic due to endemic corruption and unstable economic conditions. Foreign naval interventions face challenges, including sovereignty issues and accusations of neo-colonialism, as seen in a 2021 incident involving the Danish navy.
Shipping companies now often bear the responsibility for their own security, increasingly relying on state naval assets while facing rising attacks on cargo ships. Though the industry lags in implementing consistent security measures, there is an emerging recognition of the need for professionalized security.
The underlying drivers of piracy persist, including risks of state collapse, exploitation by government and oil companies, and illegal markets for oil and fishing. Illicit fishing, a pressing issue in the Gulf of Guinea, complicates law enforcement efforts and undermines local economies. Additionally, China’s growing economic influence through investments in ports raises concerns in the West, although its military presence in the region remains limited compared to that of Western nations.
To fortify maritime security, it’s essential to engage coastal communities as stakeholders. Initiatives for environmental cleanup and equitable profit-sharing in oil and gas extraction can foster trust and cooperation. Western nations can support security and justice reforms while avoiding perceptions of interference, thereby empowering regional partners to address their own challenges. Acknowledging the strengths of Western nations in supporting democratic processes and promoting inclusive economic growth is crucial for maintaining influence and stability in West Africa.
