APPRAISAL OF SECURITY CHALLENGES IN MARITIME SECTOR: A STUDY OF TINCAN ISLAND

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APPRAISAL OF SECURITY CHALLENGES IN MARITIME SECTOR: A STUDY OF TINCAN ISLAND

CHAPTER ONE

INTRODUCTION

1.1 Background of the Study

Maritime Security is the grouping of preventive and responsive actions to guard the maritime sphere against threats and intended illegitimate acts (Feldt, Roeli, and Thiele, 2013). The maritime domain’s worth for states can be designated in terms of its natural assets, its importance for transport and trade, power forecast and defence, and the maritime atmosphere’s intrinsic value (Lundqvist, 2013). Thus, the United Nations Convention on the Law of the sea (UNCLOS) was established as a basic legal instrument for oceanic affairs as an offer of corollary rights for coastal states to ensure amongst others, sustainable use and defence of the marine environment and to guarantee the security of sea lines of communication (Jesus, 2003).

For the Gulf of Guinea, maritime insecurity has led to regional loss of revenue, limitations on investment and caused an increase in crime rates (2013: 58). According to the report of the International Maritime Bureau (IMB) during the first three quarters of 2009, the coast of Nigeria is said to rank as the second most perilous in the world in terms of attacks, with 20 reported. This is more obviously linked to militancy in the Niger Delta with traces of spreading into adjoining countries through organised criminal groups and divergent separatist sects. Given the political raids since 2006 by militants both at sea and in the Niger Delta intended at Nigeria’s hydrocarbon zone, the trend has received considerable awareness, since their net impact has been to cut the state’s oil exports by nearly one-third from 2.2 million barrels per day to about 1.6 million or so today (though, production is on the rise again in the tenuous peace following an amnesty granted to militants in 2009), the events of piracy for mainly lawless motives are somewhat a weird phenomenon (GlobeSec, 2010). While the legitimacy of many grievances cited by various groups in justifying these assaults cannot be denied, there are also distinctive signs that there are organised misconduct, rather than partisan engagement at work as reported in so many instances. This means that Nigerian maritime security has a direct bearing on the state’s capacity to secure its national assets, which is a vital asset for the country (National Security Strategy, 2011). Added to the above, is the security of international assets (strategic, economic and political) which widens the scope of its importance.

These threats, coupled with the inability of the Gulf of Guinea countries to adequately manage their maritime security have led to a call for regional approaches and external support. UNSC Resolutions “2018” of 31 October 2011 and Resolution “2039” of 29 February 2012 laid the groundwork which expresses concern posed by piracy and armed robbery at sea and threats to the security of maritime sea lines of communication. It also emphasises the need for coordinated progress and broad strategy to counter piracy including international assistance to states and regional organizations, as well as instituting information-sharing network between countries (Smith-Windsor and Pavia, 2013).

More recently, African initiatives to encourage wider regional and international approaches to tackle maritime insecurity have taken a new dimension. The meeting of Heads of States of three key regional organisations in the Gulf of Guinea (Economic Community of Central African States), the Economic Community of West African States (ECOWAS) and the Gulf of Guinea States (GGC) on 24 and 25 June 2013 at Yaoundé in Cameroon adopted the “Code of Conduct on the Prevention and the Suppression on Acts of Piracy, Armed Robbery against Ships and other Illicit Activities carried out at sea in Central and West Africa” (2013: 6). On the account of these threats of insecurity on Nigerian waters, what value is

Nigerian maritime security given the sensitive nature of Exports, Imports and Offshore facility, and what are the likely challenges that hinder the effective security of this sector from the Nigerian and Global perspectives, since it is not an internal problem alone? There are domestic challenges ranging from Corruption, Ill Equipped Navy and Geography. While at the international level (Regional and Global), the international actors have shown signs of weak responses despite their interests and together with lack of effective coordination with the host Gulf of Guinea states especially Nigeria towards a collective strategy. The outcome of most reports and researches on maritime insecurity in the Gulf of Guinea continue to make references to Nigeria as an international hotspot for illegal activities on sea.

This research work endeavours to explore the importance of Nigerian maritime security. It will then go on to determine the divergent perspectives thwarting Nigeria’s efforts at maintaining effective maritime security.

1.2 Statement of the Problem

Sea Piracy is a serious problem in Bayelsa State. In fact the gravity of the crime is so intense that it has affected socioeconomic activities in the area. Government on many occasions have developed policy issues to tackle the crime, but yet very little or no positive result is achieved. Residents of the state, market women and commercial ferry operators who do business on the high sea and territorial waters have spoken openly and condemned the crime, yet the perpetrators are still carrying-out the heinous crime unabated. The police and other law enforcement officers particularly the navy have on several occasion warned the perpetrators of sea piracy to stay away from the waterways, yet each time such warning is given, it appears that the sea pirates intensify their effort to rob on high seas. This is problem and it has affected the household economy of many who live on proceeds derived from commercial activities on high seas. It has also affected the economy of the state at large that also benefits from taxing the operators of businesses on high seas. People who before normally travel by water no more does so because of fear of attack by sea pirates. Expatriates who had companies in the area are also folding up because of attack and kidnapping by hoodlums who operate on waterways. Many security operatives have lost their lives in the bid to control the crime. These and many others constitute the problem caused by sea piracy in Bayelsa State. Findings of previous studies (Badejo, 2000; Igbokwe, 2001; Onuoha & Hassan, 2009; and Ezem 2012) revealed that study on sea piracy tend to focus mainly on attacks on “big” commercial boats and the oil industry; as a result, “small” trawlers and ﬁshermen, speedboat operators and traders are ignored whereas they are the ﬁrst- victims of pirate’s onslaughte. Although studies exist on sea-piracy and national security (Ochai, 2013; Oyetunji, 2012; Onuoha and Hassan, 2009), available literature reveals that no research exists in this area of study linking insecurity and criminality to business growth in the maritime sector of Bayelsa State.

It is in view of the foregoing, that this study was undertaken. This study therefore contrast previous ones by studying sea piracy and security challenges of maritime business operation in Nigeria by so doing, fills the gap that exist in the literature.

Given all this, the questions that therefore arise are: How has sea piracy affected Bayelsa waterways? To what extent does sea piracy affect fishing business in Bayelsa State? What are the security challenges faced by maritime business operations in Bayelsa State?

1.3 Significance of the study

This study is important because it aims at improving maritime industry’s business operation and harness Nigeria’s economic growth through adequate security framework . The inclusion of Nigeria as hub of sea piracy calls for attention to unravel the root causes of Maritime piracy since it constitutes a security challenge to the nation’s maritime business operation.

This study is one of such deliberate attempt to identify and strategically address various factors that sustain the surge in Bayelsa State waterways which constitute a national security challenge. This study have proposed a strategic mechanism which could enhance a better synergy among security operatives, as well as address the issues of security interference by none security operatives (government officials and others). This study has also added to the build-up on literatures that explains and focuses on sea piracy and security challenges of maritime business operation in Bayelsa State. Finally, this study has complemented locality/geographical specific studies on maritime piracy (especially in Bayelsa State waterways), which can collaboratively address the issues of insecurity in their waterways.

This exposition addresses the significance and two main complications within the theme of Nigerian Maritime Security. The major significance is why maritime security is relevant to Nigeria? Secondly, what are the constraints that hinder effective maritime security within Nigeria, as a sovereign state? The third question is what are the possible global challenges (regional and international) outside Nigeria that may be a limitation for Nigeria’s effort at securing its shores? Scholars have all cited divergent views and accounts on the persistent security challenges. However, there exist some gaps that need to be considered owing to uncertainties and inconclusive evidences from literatures reviewed so far.

1.4 Objectives of the Study

1. To analyse the importance of an effective Nigerian maritime security and the various challenges faced by it.

2. To identify potential security challenges faced in Nigerian Maritime sector

3. To recommend solutions to maritime security challenges in Nigeria maritime sector.

4. To determine the domestic views that may thwart Nigeria’s quest for an effective maritime security.

5. To determine also, the international aspect (Regional and International) constraints that may hinder Nigerian maritime security.

1.5 Research Questions

1. What is the importance of an effective Nigerian maritime security and the various challenges faced by it.

2. What are the potential security challenges faced in Nigerian Maritime sector

3. What arethe domestic views that may thwart Nigeria’s quest for an effective maritime security.

4. What are the constraints that may hinder Nigerian maritime security.

1.6 Purpose of the Study

To explore the rationale for the importance of Nigerian Maritime Security.

1.7 Research Hypothesis

The following hypotheses will guide the study:

i. There is no significant relationship between Sea piracy and Maritime business operation in Bayelsa state.

ii. There is no significant relationship between Sea piracy and fishing business in Bayelsa State

iii. Poaching does not significantly affect sea faring operation in Bayelsa State

iv. There is no significant relationship between Sea piracy and Security surveillance in Bayelsa territorial waters.

CHAPTER TWO

Literature review

Conceptual Framework

Sea piracy: A conceptual clarification `

According to Onouha (2010) piracy is a term used to describe acts of armed robbery, hijacking and other malicious acts against ships in international waters. They are carried out with the intent of stealing valuables onboard or extorting money from ship owners or other third party interests by holding the ship or crew interests by holding the ship or crew to ransom. This definition has featured implicating factors that are against violence acts carried in local waters which does not meet the specification of 12 mile limit as specified in Vogt’s (1983) definition of piracy. However, the above definition has failed in terms of location, but has a strong point in the areas of intent and specification.

Section 101 of the 1982 United Nations Convention on the Law of the Sea, defined maritime piracy as attack that occur on “the high sea” “outside the jurisdiction of any state”. Attacks that take place within the territorial waters are regarded as armed robbery. This definition is adopted because of its specification and captures the act / location (Bayelsa Territorial waters). Hence, this study defines sea piracy simply as sea robbery.

Sea Piracy and Maritime Transport

The increasing cases of piracy, sea robbery, illegal bunkering and unauthorized midstream discharges, among several other criminalities according to Ezem (2012), constitute a major source of concern to maritime administration in the Gulf of Guinea, including Nigeria. These acts constitute security threat to maritime transport. According to Igbokwe (2001), maritime transport which is also called waterborne transport, is one of the modes of transportation of goods and persons. This is essential to the proper operation of any country’s economy and a vital part of a nation’s transport infrastructure.

Igbokwe (2012) decried the increasing menace of piracy and armed robbery on Nigerian’s territorial waters particularly, Bayelsa waterways. He contends that piracy and robbery within Nigeria’s maritime domain was a disincentive to the needed inflow of foreign investment (including local businesses) to develop the economy.

To drive home the magnitude of attacks of sea pirates on seafarers in Nigerian waterways, the IMB reports (2012) show that 56 piracy cases were recorded on Nigeria’s territorial waters off the Gulf of Guinea in 2010 and 119 in 2011, as at September 2012, 37 attacks were recorded, an average of about four per month. NITOA (2008) fact also show that in 2003-2008, members Vessels that were attacked by pirates and armed robbers in Nigerian waters were 4, 11, 34, 57, 107 and 60 respectively. The above reports show the severity of the menace on maritime transport. According to Igbokwe (2012), Ezem (2012), Badejo (2000), the figures has far reaching implications on maritime transportation and seafaring business which is vital to the nation’s economy.

Igbokwe (2001) summarized other importance of sea transport to include facilitation of trade and commerce, revenue generation and availability of finance, promotion of tourism, development of related economic activities, employment and job opportunities, enhancement of industrial growth and development, institutional development, international relations and peaceful co-existence.

Sea Piracy and Fishing Business

It is estimated that Nigeria losses about 26.3 billion US dollars annually to various criminality including piracy and sea robbery. Specifically, Ezem (2012) in his report quoted the president of the Nigeria Trawlers Association (Mr. Joseph Overo) to have raised alarm over the menace of sea robbers, saying that “the industrial fishing sub-sector in Nigeria lost in excess of 119 billion naira in the last eight years in fishing revenue alone”. In his opening remarks during a workshop on: “harnessing the potentials of Nigeria’s maritime sector for sustainable economic development”. The President of the Federal Republic of Nigeria, (represented by minister of finance and coordinating minister for the economy, Dr. NgoziOkonjo – Iweala), lamented that piracy in the Gulf of Guinea has threatened about 600 million US Dollars worth of fishing exports. According to him, the cost of piracy to our economy is unacceptably high. Pirates frustrating fishing activities and threaten investments in the West Africa Coast (Oyetunji, 2012).

Onuoha and Hassan (2009) have also noted the viability of fishing business to the nation’s economy. Maritime trade is a significant contributor to Nigeria’s economic development, especially in the area of fishing business. Ochai (2013) further observed that the price of sea foods is likely to increase soon if steps are not taken to check the increasing rate of sea pirates on the Nigerian waters. According to him, the activities of sea pirates have made fishing difficult; consequently, some of the fishermen have abandoned their trawlers because of t insecurity. NITOA (2008) has raised alarm over hijacks on fishing trawlers by pirates within Nigerian territorial waters. Ochai (2013) NITOA president, blamed the attacks on vessels on the inadequacy of security and management.

Security Challenges and Maritime Operation

Security challenges in the Nigerian waterways has been documented in the literature (Zabadi and Onuoha, 2009; Onuoha, 2009, Ochai, 2013). Security has a bugging impact on business operations within this sub-sector of the nation’s economy. According to report by Ochai (2013), since May 2013, there have been increasing reports of pirate attacks in the Gulf of Guinea including the waters of Nigeria and Bayelsa State. In response to this ugly development, the International Maritime Bureau (IMB) has rated the coastal parts bordering Lagos and the Bonny waters as one of the most piracy attack – prone areas of the world. According to the IMB (2013) report, Nigeria and Benin Republic have recorded more than 22 incidents of piracy in 2013 only, the highest ever recorded on the West African Coast.

Severally, these attacks have been aimed at oil tankers, Cargo Vessels, fishing trawlers and speed boats conveying passengers from one destination to another (Onuoha & Hassan, 2009) Also, (Ochaia, 2013) reports that speed boats were attacked with passengers onboard along Nembe waterways in Bayelsa State. In the same vein, pirates according to the report attacked four of the passengers speed boats which were conveying traders to Yenagoa, the capital of Bayelsa State. Some of the passengers were ordered by the hoodlums to jump into the water after being dispossessed of their cash and other valuables. These scenarios paint an ugly picture on maritime business operations.

Fear and anxiety has become a constant companion of people living in the coastal areas of Bayelsa state, following the upsurge of criminal activities and frightening security challenges along its water ways. The incessant attacks by pirates on travelers, traders, fisher men/women, and inhabitants of the water ways around Brass, Nembe, South Ijaw, Ekeremor, and other hotspots route have made sea business operation more challenging than ever before.

These incidences occur on daily basis, leading to either loss or maiming of life and hijacking of fishing trawlers. Others who are simply fortunate to be alive, had to part with their hard earned income, or trading capital. Reports by (IMB, 2012 ) shows that sea piracy often attacked and robbed vessels, kidnapped crews, attacked trawlers and water ways traders, travelers and displaced them of their valuables and monies along the coast, rivers and surrounding waters of Akwa Ibom, Rivers and Bayelsa. Available data from IMB and Crime Diary of the Bayelsa State Police Command show that, of the over 8062 cases of attacks on sea between 2003-2013 (the comparison of the total sea attacks on Nigeria), sea robbery attacks on Bayelsa water ways stood at about 48 percent, while other water ways in Nigeria accumulate the remaining 52 percent (IMB, 2003 – 2013; NPF, 2010 – 2013).

The state of insecurity on Bayelsa water ways have generated concerns on the inadequacies of the various policies and strategies adopted so far by the Nigerian Maritime security comprising the Joint Military Taskforce (JTF), Marine Police, Nigerian Navy, National Security and Civil Defence Corps (NSCDC), Nigerian Maritime and Safety Agency (NIMASA) among others to combat or arrest water ways criminality in the study area. Maritime business operators have attributed their situation to security inadequacies and incomprehensive security surveillance along the water ways. Others attribute it to government insensitivity, corruption among maritime security stakeholders, coupled with lack of alternative road networks.

Empirical Framework

No fewer than 80% of world’s trade carried out globally travels by sea. This represents around 93,000 merchant vessels, 1.25 million seafarers, and almost six billion tons of cargo yearly (Bowden, 2010).These figures show an increase in seaborne trade in recent times. Currently, the International Communities have witnessed one of the world’s oldest crimes against sea trade-sea piracy. Generally, African waters harbor important seaways of growing maritime concerns, namely the Coast of the Horn of Africa (HoA) and the Gulf of Aden (East Coast of Africa), and the Gulf of Guinea (West Coast of Africa). These waterways and availability of ports have becomes mine field for sea pirates. From 2007 to date, maritime operators have witnessed intense attacks. The attacks have been largely concentrated in waters off the coast of Nigeria and Somalia. In view of this, Nincic (2009) avers that maritime insecurity in Africa and in Nigeria waters in particular, has grown at a disturbing rate and threatens the global flow of goods and services across the world’s shipping lines. To Potgieter (2009), this portrays a pervasive maritime insecurity and a threat to economic growth in Africa.

Consequently, the Gulf of Guinea (GoG) and the surrounding ports and waterways suffer from a substantial amount of maritime criminal activity, ranging from illegal fishing, to robbery and militant activities against commercial assets. In Nigeria, Piracy and maritime militant activities are particularly prevalent in the waters and around the coast of the Niger Delta. It ranges from poaching and robbery especially in the waters off Lagos and within its ports, to attacks on ship and offshore facilities and the hijacking of vessels for ransom notably in the area near the Niger Delta including the Bayelsa waterways, Utawa – Opobo, Opobo- Andoni and Oron-Calabar waterways in Rivers and Akwa Ibom States.

The frequent attacks on the fishing activities led to the reduction of the numbers of trawlers from 250 to 150 in 2003 according to the chairperson of Nigerian Trawler Owners Association (NITOA). This poses significant challenge and cost on local fishing economies. In the same vein, Oyetunji (2012) reported the Nigerian minister of finance and coordinating minister for the economy (Dr. Ngozi Okonjo-Iweala), to have lamented that piracy in the Gulf of Guinea have threatened about 600 million Dollars’ worth of fishing exports, as well as a loss of over 2 trillion Naira yearly in capital flight to foreign countries.

ASSESSMENT OF ECONOMIC WASTE IN ROAD CONSTRUCTION INDUSTRY IN ABUJA, NIGERIA

CHAPTER THREE

3.1 Methodology and procedure

In this research the researcher among other methods used the descriptive research method. The descriptive research is concerned with the collection, presentation, analysis and interpretation of data for the purpose of describing vividly existing conditions, prevailing practices and beliefs, attitudes, on-going procures etc. the descriptive research goes beyond the description of the conditions or phenomena to include discovery of meaning. It also focuses a discovery of trends that are developing. The main objectives of descriptive research is to get detailed and factual information about issues, events, problems and describe the events as they are.

The descriptive research method enabled the researcher to describe in a systematic manner appraisal of security challenges in maritime sector: a study of tincan island

. The essentials of the descriptive research cannot be over-looked, it is a research that gives the true picture of the whole situation or problem. It gives the basis for eliciting possible policies for alleviating problems. It also saves time. The data for the descriptive analysis was generated through various types of data collection; they are interviews, which are structured interview and unstructured interview, also through an empirical investigation. They all will be discussed below.

INTERVIEWS:

Interviews involve eliciting information from the respondent through some verbal interaction between the interview and the respondent. It is a face to face interaction situation in which one person the interviewer questions, which are responded to orally. The questions which are properly framed, allows the respondent easy understanding of the information that are being sort for.

3.2 The empirical investigation

The researcher conducted a detailed empirical investigation in tincan island. The method here was based on sustained participant observation approach (Scott, 1965). Data were collected through interviews, study of secondary material and observation. The observation is an investigation method used to obtain direct information method used to obtain direct information on the behavior of individuals, objects or situations. It involves watching people, situations phenomena and getting first-hand information relating to particular aspects of such people, events, situations or phenomena.

Information relating to certain aspects of human behavior can only be obtained in the particular settings where such behaviors are exhibited. Use of interviews are discussed above. Secondary materials are those source of information which other people did not participate or witness the events. The author of a secondary source material tries to collect and synthesize a pool of materials, which include encyclopedia, dictionaries, textbooks, journals and periodicals, newspapers and magazines as well as publications. Extensive use was made of personnel interviews. In this research the researcher concentrated on focused interviews. This involved the use of guided questionnaire sheet which are designed to assist the researcher to obtain desired information from the respondents. This technique was aimed at giving the respondents the freedom to answer questions asked, while the interviewer occasionally directed the discussion towards the course that will enable him obtain the required information.

3.3 Reliability of data collected

interviews used where the structured interviews and unstructured interview. The structured interview is a rigidly standardized and formal kind of interview. The questions were presented to the different respondents, in the same order and choice of alternative responses, and it is restricted to predetermined list. The structured approach allowed for reliable data analysis. In the unstructured interview, which is a flexible type of interview which contains very few restrictions on the respondent’s answers, the respondents were encouraged to express their thoughts freely.

The secondary materials that were studies were those relating to internal topic. These include textbooks, publications of government, newspapers, journals and periodicals. The textbooks were gotten from the library to provide detailed information and knowledge. Generally, the textbooks provided interpretation in the topic. The government publications like books, pamphlets, e.t.c. from different government agencies and parastatals contain very rich information concerning the topic, they included statistical reports, research reports, official reports, laws and other materials that are not readily available elsewhere.

The newspapers on the other hand provided current information concerning peoples’ views and opinions in the area of study. The formed valuable sources of information from where good ideas have been obtained to be helpful in designing and executing a very good work

3.4 RESEARCH DESIGN

In this study, the research method had great emphasis toward the descriptive sample survey. This approach was adopted here because the researcher worked with a much number of potential variable of interest with little previous knowledge of theory that would inform us on where to begin. It is considered that a more flexible and exploratory approach will be needed.

A possible compromise between the exploratory research of the single participant observer and a much more systematic and standardized approach is the descriptive sample survey. In this sample survey, a premium is placed on certain kinds of standardization, here the research was concerned with the methodology areas.

This final to collect data in such a way that all respondents are confronted with rarely identical questions.This seems is concerned with sampling are the question of generalization in making results. The third is with specifying standard criterion for data analysis procedure so that different analysis may reach similar conclusion based on the available data.

3.5 Population of the study

The available population of the affected states is two hundred and fourteen (200), the information was obtained from the records of various sources.

3.6 Instrument for data collection

Two instruments where used in the study and it yields a lot of contribution and contents.

i. Oral Interview: The research used face-to-face interview with the interviews with the respondents to obtain the necessary information needed from the organization.

ii. Questionnaire: The research used questionnaires to gather information from the respondents. The questionnaire contains difference questions. Some option from which the respondents were, required to choose

3.7 Validation of the instrument

The instrument was subjected to both content and face validity by supervision, after all the corrections, the validated instrument was taken back for conformation to ensure that suggestions and observation were incorporated.

3.8 Reliability of the instrument

The instrument was subjected to test, retest reliability test. The result showed a good internal consistency.

3.9 Methods of data collection

The data for this study where obtained from primary data where obtained from respondents, through direct interview and questionnaire method.

The secondary data were obtained through the stocks of material from the researchers’ friends and associates and National library. More so, an experience from observation was very helpful in this research work.

3.10 Methods of data analysis

The analysis of data was organized along the following lines. Descriptive statistical analysis was used to indicate percentage scores of all the respondents. The calculation of respondents were equally drawn up on the table.

CHAPTER FOUR

Question one

Does maritime security have a strong impact on development of maritime industry?

Table one

S/N0	Respondents	Percentage (%)
Yes	178	89
No	22	11

89% of the population agreed that maritime security have a strong impact on development of maritime industry. 11% said no

Question two

Is maritime security an effective means in influencing development of maritime industry?

Table two

S/N0	Respondents	Percentage (%)
Yes	121	60.5
No	79	39.5

60.5% of the respondents said that maritime security is an effective means in influencing development of maritime industry. 39.5% disagreed.

Question three

Is there a relationship between maritime security and development of maritime industry?

Table three

S/N0	Respondents	Percentage (%)
Yes	109	54.5
No	91	45.5

54.5% of the population said that there isrelationship between maritime security and development of maritime industry. 45.5% said no.

Question four

How would you categorize the relationship between maritime security and development of maritime industry?

Table four

S/N0	Respondents	Percentage (%)
Strong	125	62.5
Yes	75	37.5

62.5% of the population said it is strong. 37.5% of the population said it is weak

Question five

Would you advise an increased spending on maritime security?

Table five

S/N0	Respondents	Percentage (%)
Yes	188	94
No	12	6

94% of the population said that they advise an increased spending on maritime security. 6% said no

CHAPTER FIVE

Summary and Conclusion

5.1 Summary

Another fundamental security challenge Nigeria’s new leaders must face lies at sea. The security of the Gulf of Guinea is integral to the economic health of West Africa. The Gulf is the transit hub for much of the region’s $253 billion of commerce—most notably petroleum products. Yet, in recent years, the Gulf of Guinea has also become a hotbed of piracy, overshadowing the Gulf of Aden. In 2014, there were just 11 incidents in the latter compared to 41 in the Gulf of Guinea.

Pirates brazenly steal oil and cargo from the many defenseless and isolated vessels transiting the Gulf. In recent years, kidnap-for-ransom incidents have increased, reflecting the greater return on investment. For example, the three VLCC Kalamos crew kidnapped in February 2015 were reportedly ransomed for $400,000 a few weeks later.

Fishing vessels net large quantities of quarry from West Africa’s waters without anyone knowing. Illegal, unreported, and unregulated fishing accounts for about 40 percent of fish caught in West Africa. The Gulf of Guinea also remains an important transshipment point for narcotics trafficking from Latin America to Europe. The UN estimated about $1.5 billion worth of cocaine had passed through West Africa in 2013.

Piracy and maritime crime are the most pronounced in and around the territorial waters of Nigeria, the region’s top oil producer. Nigeria loses between 40,000 and 100,000 barrels of oil a day due to theft. According to Nigerian Chief of Naval Staff Usman Jibrin, oil theft alone costs the Nigerian government 433 billion naira (about $2 billion) each year. The Ministry of Finance claims this number is even higher.

Piracy and Crime in and around Nigeria’s Waters

Many of the pirates in the Gulf of Guinea come from the militarized groups of Nigeria’s oil-producing Niger Delta region. These groups were offered an amnesty arrangement—lay down arms in exchange for a monthly stipend and job training. But the amnesty, which is scheduled to end in 2015, has achieved mixed results. In an area with extensive environmental damage and few employment opportunities, oil theft has proven to be a reliable source of income for many youth in the Delta. In 2013, 1,951 illegal oil refineries were destroyed in the Niger Delta alone.

Fighters in a boatGroups with access to weapons and boats—be they ex-insurgents, local gangs, members of international organized criminal networks—have advanced from stealing oil in the inland waterways to hijacking cargo and tanker ships on the high seas. Delta-based pirates have gone so far as to take a vessel from its Angolan anchorage 900 nmi away.

Collusion among pirates, compromised elements in the oil industry and security agencies, as well as international organized criminal networks helps piracy thrive. This underscores the challenge of strengthening military professionalism throughout the Nigerian security sector—and not just in northern Nigeria.

5.2 Conclusion

Nigeria has been developing its maritime security strategy to address piracy and crime in its waters. Joint task forces (mostly between the Nigerian Maritime Administration and Safety Agency (NIMASA) and the Nigerian Navy) conduct law enforcement and antipiracy patrols backed with electronic surveillance assets that can track the International Maritime Organization number for all cooperating vessels in Nigerian waters. This represents only a proportion of all ships, however. Strengthening maritime domain awareness—the knowledge of the movements of all craft transiting Nigerian waters—must be a top priority.

In 2013, the Nigerian Navy, with two private maritime security firms, launched a Secure Anchorage Area (SAA) around Lagos Port—an area clogged with hundreds of vulnerable vessels waiting for days to offload cargo due to the antiquated facilities ashore. In the SAA, the Navy offers armed protection for ships wishing to either anchor or conduct ship-to-ship transfers offshore.

The SAA is an example of how Nigeria and its neighbors can better manage their maritime space. In addition to designated anchorage sites, clearly defined transit corridors (much like the International Recommended Transit Corridor in the Gulf of Aden) are needed—not only across the region, but also within each country’s territorial waters. With designated shipping lanes and anchorage sites channeling merchant vessel traffic into narrow routes, enforcement agencies like NIMASA would be able to focus and simplify their patrol and surveillance demands.

Nigeria has teamed up with its neighbors to create regional security zones across the Gulf of Guinea. This is in recognition of the fact that the West African countries must harmonize their law enforcement tactics to prevent pirates from merely moving their activities to the most vulnerable or least punishing jurisdiction. However, partnering states have struggled to operationalize these coordination mechanisms.

Untitled1One key gap is in the area of assets. To patrol its 459 nmi of coastline and waters going out 200 nmi, Nigeria has only 2 frigates, 10 large patrol boats, 15 small patrol craft (inshore patrol craft and seaward defence boats), and 4 maritime patrol aircraft. And Nigeria is one of the better resourced littoral states in the region. At a minimum, says Rear Admiral Adeniyi Adejimi Osinowo of the Nigerian Navy, West Africa would need 90 offshore patrol vessels to cover its 3,000 nmi of coastline. Currently, the region has only 32. As a result, Nigeria, as well as some of its neighbors, has come to rely on private military and security contractors. The rise in the number of contractors could become a concern itself, however, as they have financial incentives to see the security threats they’re combating to persist.

References

• Adeniyi Adejimi Osinowo, Combatting Piracy in the Gulf of Guinea, Africa Security Brief No. 30, February 2015

• United States Department of State Bureau of International Narcotics and Law Enforcement Affairs, United States Coast Guard, and the African Center for Strategic Studies, Gulf of Guinea Maritime Security and Criminal Justice Primer, April 2015

• Greenpeace, Africa’s Fisheries’ Paradise at a Crossroads: Investigating Chinese Companies’ Illegal Fishing Practices in West Africa, May 2015

• Lansana Gberie, Crime, Violence, and Politics: Drug Trafficking and Counternarcotics Policies in Mali and Guinea, Brookings Institution, 2015

• Emile Ouédraogo, Advancing Military Professionalism in Africa, ACSS Research Paper No. 6, July 2014

• Helmoed Heitman, Optimizing Africa’s Security Force Structures, Africa Security Brief No. 13, May 2011

• Augustus Vogel, Investing in Science and Technology to Meet Africa’s Maritime Security Challenges, Africa Security Brief No. 10, February 2011

• “Chasing West Africa’s Pirates,” BBC Radio, November 16, 2014

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