{"id":7904,"date":"2026-07-23T11:36:00","date_gmt":"2026-07-23T10:36:00","guid":{"rendered":"https:\/\/openafricantribune.com\/?p=7904"},"modified":"2026-07-09T14:56:15","modified_gmt":"2026-07-09T13:56:15","slug":"as-global-tensions-rise-somali-pirates-are-making-a-comeback","status":"publish","type":"post","link":"https:\/\/openafricantribune.com\/fr\/2026\/07\/23\/as-global-tensions-rise-somali-pirates-are-making-a-comeback\/","title":{"rendered":"As Global Tensions Rise, Somali Pirates Are Making a Comeback"},"content":{"rendered":"

For over a decade, the issue of Somali piracy seemed to be a thing of the past, as dramatic hijackings which once dominated headlines largely disappeared.<\/p>\n\n\n\n

From 2011, Somali pirates were subdued, particularly after naval patrols from Europe, the United States, China, India and other countries pushed the pirate groups from some of the world\u2019s shipping lanes. Commercial vessels have adopted new security measures, and armed guards have become the norm on high-risk routes, leading to a sharp decline in piracy incidents over the last 13 years.<\/p>\n\n\n\n

However, in recent months, the long suppressed crime of piracy appears to be making a comeback.<\/p>\n\n\n\n

According to a report on the BBC, a series of recent vessel hijackings and attempted attacks off the Somali coast has raised concerns among governments, shipping companies, and maritime security agencies. Among the most notable incidents were the hijackings of the oil tankers Honour 25 and MT Eureka, both seized by armed groups operating in the Gulf of Aden.<\/p>\n\n\n\n

Worryingly, maritime security organisations have also reported increased pirate activity across Somalia’s northern coastline, suggesting that the resurgence is not limited to a single criminal network or location.<\/p>\n\n\n\n

The renewed attacks come at a time of mounting geopolitical tensions across the Middle East. While the conflict between Iran and the United States appears to be easing up after the signing of a historic 14-point interim peace deal (Memorandum of Understanding) at the Palace of Versailles, the long-term effects of the months-long tensions also include the resurgence of Somali pirates.<\/p>\n\n\n\n

While piracy and geopolitical conflict are distinct threats, stakeholders increasingly believe that these overlapping crises are creating opportunities for criminal groups to re-establish themselves along the Somali coast.<\/p>\n\n\n\n

It is worth noting that the implications extend far beyond the Horn of Africa. The waters surrounding Somalia form part of one of the most important maritime corridors in the world. Disruptions to shipping in the Gulf of Aden and the wider Indian Ocean can therefore affect global trade, energy supplies, insurance costs, and consumer prices across multiple continents.<\/p>\n\n\n\n

The return of Somali piracy is not simply a regional security story. It is a reminder of how quickly local instability can ripple through an interconnected global economy.<\/p>\n\n\n\n

The World’s Most Important Maritime Neighbourhood<\/h3>\n\n\n\n

To understand why Somali piracy is pivotal, it is necessary to understand the geography of the region, with the Gulf of Aden being at the centre of  the chaos.<\/p>\n\n\n\n

Located between the Arabian Peninsula to the north and the Horn of Africa to the south, the Gulf of Aden connects the Arabian Sea to the Red Sea through the Bab el-Mandeb Strait. Together, these waterways form a critical route linking Europe, Asia, Africa, and the Middle East.<\/p>\n\n\n\n

As a result, thousands of vessels of different types transit these waters every year. Oil tankers, container ships, bulk carriers, and liquefied natural gas vessels all rely on the corridor to move goods between major markets.<\/p>\n\n\n\n

Shipping companies particularly rely on this channel since it offers the shortest connection between Europe and Asia through the Suez Canal. Without it, vessels must travel around the Cape of Good Hope in South Africa, adding thousands of kilometres to their journeys.<\/p>\n\n\n\n

It goes without saying that all factors considered, the economic significance of these waters is difficult to overstate.<\/p>\n\n\n\n

Approximately 10 per cent of global trade passes through the Bab el-Mandeb Strait, while millions of barrels of oil and petroleum products move through the route each day. Any disruption can increase transportation costs and place upward pressure on energy prices.<\/p>\n\n\n\n

Besides the conflict in the Middle East, the return of piracy adds another layer of uncertainty.<\/p>\n\n\n\n

The Rise and Fall of Somali Piracy<\/h3>\n\n\n\n

In the early 2000s, Somali piracy emerged as one of the most fundamental international concerns which needed urgent attention.<\/p>\n\n\n\n

After the collapse of Somalia’s central government in 1991, large sections of the country’s coastline were left without effective maritime governance. Foreign fishing fleets increasingly operated in Somali waters, often with little oversight.<\/p>\n\n\n\n

Somali fishermen started lamenting the fact that industrial fishing vessels were depleting fish stocks and damaging local livelihoods. As a result, some groups took it upon themselves to take up the role of informal coast guards protecting territorial waters.<\/p>\n\n\n\n

Over time, however, this practice evolved into piracy and eventually morphed into a sophisticated criminal enterprise.<\/p>\n\n\n\n

By the late 2000s, pirate groups had developed highly organised operations. They used small, high-speed boats to intercept commercial vessels and deployed larger “mother ships” that allowed them to operate hundreds of kilometres from shore.<\/p>\n\n\n\n

Their mission was simple: pirates seized vessels, held crews hostage, and demanded ransoms from shipping companies and insurers. In some extreme cases, the ransom amounted to millions of dollars, and this \u2018business\u2019 became extremely profitable.<\/p>\n\n\n\n

At the height of piracy in 2011, more than 200 attacks were recorded, all believed to be from Somali pirates. According to World Bank estimates, piracy was costing the global economy billions of dollars annually through ransom payments, increased security costs, higher insurance premiums, and shipping disruptions. Something had to give, and this is when the international response started to be felt.<\/p>\n\n\n\n

Naval forces from multiple countries established anti-piracy patrols across the Gulf of Aden and the western Indian Ocean. The European Union launched Operation Atalanta. NATO and other multinational coalitions increased their presence in the region.<\/p>\n\n\n\n

Commercial shipping companies also adopted new security measures, as ships installed physical barriers, improved surveillance systems, and implemented emergency procedures. Armed security teams became increasingly common aboard vessels travelling through high-risk waters.<\/p>\n\n\n\n

This approach proved effective as by 2014, successful hijackings had considerably gone down, and for much of the following decade, Somali piracy appeared to have been contained for the most part.<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

Are Pirates Making a Comeback?<\/h3>\n\n\n\n

Because of the commendable efforts to curb piracy in the last decade, the latest reports of vessels getting hijacked are shocking to say the least.  Although attack numbers remain well below the levels recorded during the piracy crisis of the early 2010s, the pattern of incidents has alarmed maritime security agencies.<\/p>\n\n\n\n

Recent attacks suggest that pirate groups have regained confidence and operational capability. The hijacking of the Honour 25 in April 2026 ignited fresh concerns. The tanker was reportedly carrying approximately 18,500 barrels of oil destined for Mogadishu when it was seized by armed pirates.<\/p>\n\n\n\n

Days later, reports emerged that MT Eureka had also been hijacked in the Gulf of Aden and redirected towards Somali waters. The two incidents, coupled with other smaller seizures involving cargo vessels, indicate that pirate activity is becoming more frequent.<\/p>\n\n\n\n

According to security officials and maritime analysts, one of the most important factors behind the resurgence is the changing security environment in the wider region.<\/p>\n\n\n\n

Shift in Priorities<\/h3>\n\n\n\n

Al Jazeera<\/em> reports that since 2023, naval forces operating in the Red Sea and Gulf of Aden have increasingly focused on responding to emerging threats linked to regional conflicts.<\/p>\n\n\n\n

Guarding commercial shipping from missile attacks, drone strikes, and other security challenges is resource-intensive, and this has taken focus away from efforts to curb piracy. While naval patrols have continued, some analysts believe that pirate groups are capitalising on gaps in maritime enforcement and are exploiting them to the fullest.<\/p>\n\n\n\n

Since piracy does not require the complete absence of naval forces, criminal groups only need to believe that the risks of interception have fallen enough to justify renewed activity. If recent events are anything to go by, some pirate networks have reached that conclusion.<\/p>\n\n\n\n

A Look at Puntland, Where Piracy Resurgence is Most Dominant<\/h3>\n\n\n\n

The fact that much of the recent pirate activity appears concentrated in Puntland, Somalia’s semi-autonomous northeastern region, is not a coincidence. Puntland has long been associated with piracy because of its extensive coastline, proximity to major shipping routes, and limited state presence in remote coastal areas.<\/p>\n\n\n\n

Several locations linked to recent incidents, including Qandala and Caluula, have featured prominently in previous piracy operations, particularly because the geography favours criminal activity. Small fishing communities dot hundreds of kilometres of coastline. Monitoring every inlet, beach, and harbour is a difficult task even for well-resourced governments.<\/p>\n\n\n\n

Local authorities have made efforts to strengthen maritime security, particularly the Puntland Maritime Police Force, which has played an important role in disrupting pirate networks over the years. However, the threat remains prevalent, mostly because economic opportunities in many coastal communities are limited. Infrastructure is often underdeveloped. Government resources are stretched across multiple security priorities.<\/p>\n\n\n\n

As a result, criminal groups continue to find areas where they can operate with relative freedom.<\/p>\n\n\n\n

Piracy Begins on Land<\/h3>\n\n\n\n

Unbeknown to many, the return of piracy doesn\u2019t solely hinge on events at sea. In fact, the root of the problem can be easily attributed to what goes on on land.<\/p>\n\n\n\n

As of 2026, Somalia remains one of the world’s poorest countries despite political progress in recent years. Many communities continue to struggle with poverty, unemployment, and limited economic opportunities. With opportunities for young people extremely scarce, pirate groups exploit these conditions to recruit vulnerable youth into the system.<\/p>\n\n\n\n

A successful hijacking can generate far more income than most legitimate occupations available in remote coastal communities. The prospect of financial gain continues to attract recruits despite the many risks involved.<\/p>\n\n\n\n

Also, illegal fishing is another pressing issue along the Somali coastline, which stretches more than 3,300 kilometres. Despite this extensive coastline and potential for lucrative fishing ventures, large sections of its maritime resources remain vulnerable to exploitation by foreign vessels engaged in illegal, unreported, and unregulated fishing.<\/p>\n\n\n\n

Research organisations estimate that Somalia loses hundreds of millions of dollars annually because of illegal fishing activities. Many local fishermen view this as evidence that international actors profit from Somali waters while coastal communities remain impoverished. Some have used this to justify piracy, although there is a caveat.<\/p>\n\n\n\n

Modern pirate groups are organised criminal enterprises motivated primarily by profit. However, illegal fishing contributes to broader economic frustrations that make recruitment easier.<\/p>\n\n\n\n

While Somalia’s federal government has made progress in rebuilding state institutions, it still faces enormous challenges. The ongoing fight against al-Shabaab consumes significant security resources, while maritime enforcement capabilities remain limited.<\/p>\n\n\n\n

The shift in focus to other, more pressing matters inevitably enables piracy, which tends to thrive under these conditions.<\/p>\n\n\n\n

\"\"<\/figure>\n\n\n\n

Pirates Are Adapting to Modern Methods<\/h3>\n\n\n\n

Today’s pirate networks differ from those that dominated headlines 15 years ago. The basic business model remains the same, as these criminal groups simply seize vessels and seek financial gain through ransom negotiations. It is the methodology that has evolved.<\/p>\n\n\n\n

Modern pirate groups increasingly rely on satellite communications, GPS technology, and sophisticated intelligence gathering. Information about vessel movements is easier to obtain than it was a decade ago.<\/p>\n\n\n\n

Further, some groups continue to use mother ships that allow them to launch operations far from the Somali coastline. In turn, this extends their reach and increases the number of potential targets.<\/p>\n\n\n\n

Recent attacks also suggest that pirate groups have become more flexible organizationally, as instead of maintaining large permanent structures, some networks operate through smaller, adaptable cells that assemble for specific operations, making it harder for authorities to identify and disrupt them.<\/p>\n\n\n\n

At the same time, shipping companies have become more security conscious.<\/p>\n\n\n\n

Most vessels travelling through high-risk waters now follow strict security procedures. Many maintain close contact with maritime security agencies and implement best management practices designed to deter attacks.<\/p>\n\n\n\n

The result is a constant contest between increasingly adaptive criminal networks and evolving defensive measures.<\/p>\n\n\n\n

The Price of Hijackings<\/h3>\n\n\n\n

When discussing piracy, the focus is often on geopolitics and economic ramifications. However, the human impact is often neglected, despite being one of the more noticeable effects of the vice.<\/p>\n\n\n\n

Once a vessel is seized, the sailors instantly become hostages, and crew members can spend weeks or months in captivity while negotiations take place. They often face uncertainty, isolation, and psychological stress. Many seafarers come from developing countries where maritime employment provides critical income for entire households. Extended hostage situations can create severe emotional and financial hardship.<\/p>\n\n\n\n

Even when hostages are eventually released unharmed, the experience can leave psychological scars which can last a lifetime. The recent resurgence has therefore raised concerns among maritime labour organisations and shipping companies responsible for crew welfare.<\/p>\n\n\n\n

Oil Tankers Emerge as Attractive Targets<\/h3>\n\n\n\n

Oil tankers continue to attract pirate attention for several reasons. Firstly, they are valuable assets since a tanker and its cargo can be worth tens of millions of dollars. Even if pirates do not intend to steal the oil itself, the value of the vessel strengthens their bargaining position during ransom negotiations.<\/p>\n\n\n\n

Secondly, oil tankers present complex operational challenges for rescue forces. Military authorities must carefully balance efforts to free hostages with the risks associated with flammable cargo. Aggressive intervention can create environmental disasters or loss of life.<\/p>\n\n\n\n

The seizure of an oil tanker generates significant publicity, potentially enhancing pirates\u2019 reputation among criminal networks and recruits. The hijackings of the Honour 25 and MT Eureka are prime examples of why these vessels remain attractive targets despite heightened security measures.<\/p>\n\n\n\n

Piracy Remains a Threat to Global Markets<\/h3>\n\n\n\n

Beyond immediate victims, shipping companies operating in high-risk areas must often pay higher insurance premiums. They may also invest in additional security measures or alter routes to reduce exposure.<\/p>\n\n\n\n

From an economic standpoint, these costs will eventually trickle down to consumers, as longer shipping routes increase fuel consumption and transportation expenses. Delays affect supply chains and disrupt delivery schedules.<\/p>\n\n\n\n

With energy markets being sensitive to maritime insecurity, any threat to these routes, like the Gulf of Aden and the Red Sea, can influence market expectations and contribute to price volatility.<\/p>\n\n\n\n

The impact becomes even more significant when piracy coincides with other regional security challenges.<\/p>\n\n\n\n

Can Piracy Be Contained Again?<\/h3>\n\n\n\n

Based on history alone, the issue of piracy, while it is an endemic threat, is fully containable.<\/p>\n\n\n\n

However, sustaining the gains that have been made since 2011 in combating piracy requires constant attention, and the vice should not be treated like an afterthought.<\/p>\n\n\n\n

While naval patrols remain essential, they are not enough on their own. Long-term success depends on strengthening governance, expanding economic opportunities, improving coastal security, and supporting legitimate maritime industries. Addressing illegal fishing is also important. Protecting Somalia’s maritime resources could help reduce some of the economic grievances that continue to affect coastal communities.<\/p>\n\n\n\n

Ultimately, piracy is a symptom as much as a cause and reflects deeper problems related to governance, economic development, and security.<\/p>\n\n\n\n

All these issues need to be addressed, otherwise criminal networks will continue to find opportunities to thrive.<\/p>","protected":false},"excerpt":{"rendered":"

For over a decade, the issue of Somali piracy seemed to be a thing of the past, as dramatic hijackings which once dominated headlines largely disappeared. From 2011, Somali pirates were subdued, particularly after naval patrols from Europe, the United States, China, India and other countries pushed the pirate groups from some of the world\u2019s […]<\/p>\n","protected":false},"author":131,"featured_media":7986,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"saved_in_kubio":false,"footnotes":""},"categories":[19,30,25],"tags":[],"class_list":["post-7904","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-economy","category-governance","category-security"],"_links":{"self":[{"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/posts\/7904","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/users\/131"}],"replies":[{"embeddable":true,"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/comments?post=7904"}],"version-history":[{"count":2,"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/posts\/7904\/revisions"}],"predecessor-version":[{"id":7996,"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/posts\/7904\/revisions\/7996"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/media\/7986"}],"wp:attachment":[{"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/media?parent=7904"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/categories?post=7904"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/openafricantribune.com\/fr\/wp-json\/wp\/v2\/tags?post=7904"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}