takes aim during training to repel pirates in the Strait of Malacca, 1984.]]
Piracy in the Strait of Malacca has historically been an unresolved threat to ship owners and the mariners who ply the 900 km-long (550 miles) sea lane. In recent years, coordinated patrols by
Indonesia,
Malaysia, and
Singapore, along with increased security on vessels have sparked a dramatic downturn in piracy, according to the
International Maritime Bureau (IMB).
The geography in the Strait of Malacca makes the region very susceptible to piracy. It was, and still is, an important passageway between China and India, and was used heavily for commercial trade. As for modern times, the Strait is on the route between Europe, the Suez Canal, and the oil-exporting countries of the Persian Gulf; and the busy ports of East Asia. The strait is narrow, contains thousands of islets, and is an outlet for many rivers, making it an ideal location for pirates to hide and evade capture.
History
Historically, piracy in the Strait of Malacca was not only a lucrative way of life, but also an important political tool. Rulers relied on the region's pirates to maintain control. One example was the 14th-century rule of the
Palembang prince,
Parameswara. It was through the loyalty of pirate crews made of the
Orang Laut people that Parameswara survived expansion attempts of neighbouring rulers and eventually went on to found the
Sultanate of Malacca. Between the 15th and 19th centuries, Malaysian waters played a key role in political power struggles throughout
Southeast Asia. Aside from the local powers, antagonists also included colonial powers such as the
Portuguese,
Dutch and the
British. A record of foreign presence, particularly in the
South China Sea and the Strait of Malacca, is found today in watery graves for sailing vessels lost to storms, piracy, battles, and poor ship handling.
The 18th and 19th century saw an increase of piracy in the strait as European colonisers arrived in the region. In part the arrival of European newcomers was spurred by the economic imperative to control the lucrative spice trade. According to Charles Corn, author of The Scents of Eden: A Narrative of the Spice Trade:
Increased commercial traffic through the strait and the poor economic conditions of the local populations drove many people to piracy. Piracy was also sometimes used as a form of political resistance to colonialism. Pirate crews often came from the Lanun people, a people native to the coastal villages in the region. Chinese pirates, outcasts of Qing dynasty China, could also be found to prey on unsuspecting trading ships.
In the 1830s, the controlling colonial powers in the region, the British and the Dutch, agreed to curb the rampant piracy. They drew the British-Dutch demarcation along the strait and agreed to fight against piracy on their own side of the demarcation line. This demarcation line would eventually become the modern day's border between Malaysia and Indonesia in the strait. Increased patrolling and superior seafaring technology on the part of the European powers, as well as improved political stability and economic conditions in the region, eventually allowed the European powers to greatly curb piracy in the region by the 1870s.
Modern piracy
near waters off of western
Malaysia.]]
The
International Maritime Bureau (IMB) reports worldwide pirate attacks fell for the third year in a row in 2006. Attacks on ships at sea in 2006 fell to 239 vessels, down from 276 in 2005. That same trend echoed in the Strait of Malacca where attacks dropped from 79 in 2005 to 50 in 2006. Nonetheless, in 2004, the region accounted for 40% of piracy worldwide. The IMB reported in October 2007 that Indonesia continued to be the world's most pirate-struck region with 37 attacks since January 2007, though an improvement from the same nine month period of 2006.
The September 11 attacks also heightened the perceived threat of terrorism-related piracy. However, U.S. Maritime Administration (MARAD) experts point to the need to distinguish terrorism from piracy, and piracy from shore gangs who rob ships in port. Observers make the argument that there is not a single problem of violence at sea, but rather a collection of problems. Subsequently, different kinds of violence requires different defenses.
Technology is being used to combat pirates, in addition to air and sea patrols. For instance, the IMB's 2006 annual report notes that since July 2004 vessels 500 gross tons or more have to have security alert systems on board. Security systems include near real-time ship location devices. Furthermore, the Federation of Asean Shipowners' Associations (Fasa) has launched a database system to provide updated information on location, types of attacks, and outcomes. The system, Information Sharing Centre (ISC), is part of a 14-nation pact to combat pirates. According to the Singapore Transport Ministry's Permanent Secretary:
Violent, armed pirates robbing crews at sea grab attention-getting headlines. However, the direct economic impact of robbery at sea is constrained in context of the volume of global trade in the area. Typically pirate booty is limited ship's stores, engine parts, and cash and personal property from crew members. Nonetheless, the indirect costs of piracy are noted, including increased security measures and spikes in insurance premiums for shipping.
For instance, Lloyds of London previously declared the strait a high war-risk area for insurance purposes, underscoring the outlaw reputation of the Strait of Malacca in recent years. The action added a premium of 1 percent of cargo value, "infuriating shipping lines", according to news reports. The declaration of the sea lane as a high war-risk area referenced the waterway's "war, strikes, terrorism and related perils." However, company officials lifted the advisory in 2006, after Singapore and Indonesia launched their sea and air patrols.
Pirate attacks have not stopped the some 50,000 ships that annually transit the narrow passage. 40% of the world's trade passes through this strait. the Indian Navy and Indian Coast Guard finally agreed to join the multi-national piracy patrol in the Strait of Malacca in 2006.
India is also building a UAV-patrol base in the Andaman and Nicobar Islands to monitor the Andaman Sea which lies adjacent to the Strait of Malacca.
Due to cooperation between these countries, and to some extent Thailand, piracy in the region has been almost eradicated, with only two attempts in 2008. However, according to piracy expert Catherine Zara Raymond:
Prominent pirates in the Strait of Malacca
Liang Dao Ming (梁道明), 14th century
Rasmus Helms, 21st century
See also
Piracy
Piracy in the Caribbean
Piracy in Somalia
Ship location mapping service
Wokou
References
External links
Southeast Asia's modern-day pirates
2004 vs. 2007 global piracy summary, The Economist, published 23 Apr 2008, accessed 2008-04-28.
Pirates mock Malacca Strait security
"Tribute and Trade", KoreanHistoryProject.org
ISEAS publications regarding piracy
National Geographic article on modern pirates in Malacca Straits
ReCAAP: Regional Cooperation Agreement on Combating Piracy and Armed Robbery
Category:Piracy
Category:Strait of Malacca
Category:Southeast Asia
Category:Crime in Asia
