The world is becoming increasingly turbulent. Incidents of piracy are occurring one after another around the globe.
Since the beginning of 2025, the global maritime security situation has deteriorated dramatically, with frequent incidents of piracy. From the Caribbean Sea to the Gulf of Guinea, from Somalia to the Strait of Singapore, attacks on merchant ships, injuries to crew members, and even kidnappings have occurred in waters spanning multiple continents. The maritime industry must always remember that piracy, this “old enemy,” has not disappeared; on the contrary, it is reemerging in many regions.
For example, in the early hours of April 3, 2025, a Panamanian-flagged bulk carrier anchored in Port-au-Prince (Haiti). These types of ships are used to transport non-liquid cargo in their holds (such as grain, coal, raw ore, cement, steel coils), i.e., materials that are not unitized in containers or pallets (loading pallets or colloquially known as pallets, platforms, or pallets). The ship was suddenly attacked by six unidentified individuals who emerged from a small boat. According to the maritime security agency Ambrey Analytics, several crew members were injured in the incident, but further details have not been disclosed. The ship, which had previously called at ports in Chile, Peru, and Guatemala, has a freeboard of approximately four meters and had been anchored for two weeks (freeboard refers to the vertical distance between the highest watertight deck—or a designated deck—and the waterline). The agency advised passing vessels to take more active anti-piracy measures and to be alert to suspicious activity by vessels in the vicinity of anchorages.
The continuing deterioration of the situation in Haiti has clearly had an impact on port security. According to The Guardian, Port-au-Prince is currently under threat from insurgent groups, and the Haitian National Police and UN-backed security forces are struggling to maintain control. As recently as April 2024, a violent shootout broke out in the area to rescue a hijacked US cargo ship, with the crew’s lives in danger.
On March 28, 2025, a Ghanaian fishing vessel was attacked by seven armed men in the country’s territorial waters. The captain, first officer, and chief engineer, all Chinese nationals, were initially missing, causing great concern and alarm.
The Ghanaian military and the Embassy of the People’s Republic of China in Ghana quickly activated a joint emergency response mechanism and confirmed on March 31 that all three crew members were safe and sound. However, the incident once again highlights the frequency and danger of pirate attacks in West Africa. In recent years, attacks in the Gulf of Guinea have spread from oil tankers to fishing boats and merchant ships in general, continuing to threaten the safety of navigation and fishing in the region.
On the evening of March 17, 2025, the Panamanian-flagged oil tanker Bitu River was attacked in West African waters. The ship was en route from Togo to Cameroon when it was boarded by five armed pirates. The crew attempted to take refuge in the safe room for self-defense, but subsequent reports suggest that up to ten crew members may have been kidnapped. The ship is controlled by the French company Rubis Energie and managed by the Indian company Maritec Tanker Management; the fate of the crew is currently unknown.
The International Transport Workers’ Federation has expressed grave concern and called on governments and maritime organizations to take joint measures to ensure the swift release of the crew members.
Somali piracy has reemerged. While the situation in West Africa continues to be turbulent, in the east, in Somali waters, which had remained calm for several years, there are once again reports of piracy.
On March 16, 2025, a Yemeni-flagged fishing vessel was seized by seven suspected pirates in waters off Durdura, Somalia, and the eight Somali crew members were taken hostage. The European Union’s anti-piracy operation, Atalanta (launched in 2008), classified the incident as a hijacking and began working with various parties to address the issue.
Furthermore, in February 2025, a sailboat and another fishing vessel, al-Najma, were attacked in the same waters. The latter was successfully rescued on February 14, but some of its goods and equipment were looted.
Everything suggests that Somali pirates are trying to rebuild their power, especially considering the increasing activity on Indian Ocean shipping routes, which makes the risks noteworthy.
The Singapore Strait is becoming a hotspot for pirates in Southeast Asia. As one of the busiest shipping routes in the world, the Singapore Strait has not been spared from piracy. According to data from the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP ISC), there were 21 attempted robberies in the area in the first two months of 2025, 76% of which were concentrated in the western section of the Singapore-Malaysia Strait, an increase of 250% over the same period last year.
Of particular note is the fact that in the early hours of February 28, 2025, three bulk carriers and oil tankers were attacked in quick succession within just six hours, demonstrating a high degree of coordination and planning. The victims were mostly low-speed vessels with low freeboard, demonstrating the pirate gang’s precise understanding of these weaknesses.
Analysts point out that criminals often disguise themselves as fishermen, taking advantage of heavy traffic and secluded, seemingly uninhabited islands to quickly commit crimes and escape, making it difficult for law enforcement to track them down.
The risks of piracy globally are increasing again, making shipping security an urgent issue.
In recent years, significant investment by the international community in the fight against piracy has led to a significant decrease in attacks in some maritime areas. However, since 2025, attacks in various locations, from the Caribbean to Africa to Southeast Asia, have demonstrated once again that the global threat of piracy has not disappeared, but has become more widespread and complex. In the first nine months of 2025, 116 incidents of maritime piracy and armed robbery were reported globally, according to the International Maritime Bureau (IMB). This represents an increase from the 79 incidents reported in the same period in 2024, with the aforementioned Strait of Singapore being a major hotspot.
Several international organizations and maritime intelligence agencies, including Ambrey, Information Fusion Centre-Indian Ocean Region, and ReCAAP ISC, have pointed out that weak local security forces, political instability, economic difficulties, and insufficient cooperation between law enforcement agencies are collectively leading to a “resurgence” of piracy.
Especially in the most critical areas such as Port-au-Prince, the Gulf of Guinea, and the coast of Somalia, shipowners and shipping companies need to reassess risk levels, plan routes rationally, increase security measures, and proactively participate in international security mechanisms, such as the Maritime Security Centre Indian Ocean (MSCIO) voluntary registration program.
At the same time, global law enforcement cooperation mechanisms need to be further strengthened. From improving the efficiency of information sharing to cross-border armed escort agreements, a profound revival of multilateral cooperation is needed.
Maritime transport is the lifeblood of the global economy, and behind every incident of piracy lies the danger to the lives of sailors and the vulnerability of the maritime system. In today’s increasingly turbulent world, ensuring the safety of navigation is not only a maritime issue, but also a benchmark for international stability and trust.
Author: Giancarlo Elia Valori – Honorable de l’Académie des Sciences de l’Institut de France, Honorary Professor at the Peking University, and President of the Foundation for International Studies and Geopolitics. He plays a leading role in fostering dialogue and cooperation between countries.
(The opinions expressed in this article are solely those of the author and do not necessarily reflect the views of World Geostrategic Insights).
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