High-Risk Zone
The growing incidents of anti-hijacking and anti-piracy activities of India in the Arabian Sea have intensified the debate on the question of whether India has emerged as a net security provider in the Indian Ocean Region (IOR). The region ranges from the eastern shores of Africa to the western coasts of Southeast Asia, including the Arabian Sea, Bay of Bengal, Andaman Sea, Flores Sea, Great Australian Bight, Gulf of Aden, Gulf of Oman, Java Sea, Mozambique Channel, Persian Gulf, Red Sea, Savu Sea, Strait of Malacca, Timor Sea, and other tributary water bodies covering about 68.55 million square kilometers.
It also occupies about 20% of the world’s ocean area which is over 10,000 km long from north to south, and about 9,500 km breadth from east to west, and ranks as the world’s third-largest ocean. IOR hosts more than 38 littoral States located in Africa, Asia, and Australia with more than one-third of the world population or about 2.5 billion people. It has emerged as a focal point for geopolitical competition among major powers, harbours four crucial maritime passages, the Suez Canal, Bab-el-Mandeb, Strait of Hormuz, and Strait of Malacca.
The significance of the IOR lies in the global shipping activity. Nearly 90,000 vessels in the world’s commercial fleet transport and about 9.84 billion tonnes of goods annually pass through this region. Approximately 36 million barrels per day, accounting for around 40 percent of the world’s oil supply and 64 percent of oil trade, transits through key entry points such as the Straits of Malacca, Hormuz, and Bab-el-Mandeb. The coastal areas of the Indian Ocean region contain about 58 percent of the world’s oil reserves and about 46 percent of the gas reserves.
Though there is no clear-cut region-specific illegal trafficking, the share of drug trafficking in Southeast Asia dominated these activities while the hijacking of ships, and armed robberies were recorded high on the eastern coasts of Africa. The Gulf of Aden suffers from illegal, unregulated, unreported fishing activities, and developments in the Red Sea, where Houthi’s attacks on commercial fleets have made the region become a zone of high risk. As a result, about 40 to 50 percent of the ships are taking a longer route of Cape of Good Hope avoiding the Gulf of Aden increasing the freight insurance rate up to 40 percent.
Though, since 2008 India started deploying ships against piracy in the region, a significant change in India’s maritime strategy was marked in 2015 when the Indian Navy released “Ensuring Secure Seas: Indian Maritime Security Strategy”.
Enhancing Interoperability
In this context, a Net Security Provider encompass a broad range of activities including patrolling key sea lanes to keep them open and secure for international maritime traffic, conducting counter-piracy operations to prevent and respond to piracy threats, and providing humanitarian assistance and disaster relief (HADR). Combating non-traditional security threats such as smuggling, illegal fishing, and environmental degradation is another critical responsibility. The role also involves participating in regional cooperation and diplomatic engagements through various forums and agreements, maintaining search and rescue operations to assist vessels in distress, and ensuring freedom of navigation by upholding international maritime laws and norms and enhance interoperability and mutual trust.
As the leader in the maritime domain with about 150 warships to protect its interests of about 7500 km of coastline, it becomes a natural responsibility for India to act as a Net Security provider in the region for ensuring security, stability, and safeguarding sea lanes. It not only requires showcasing naval strength but also maneuvering with diplomatic skills with regional and extra-regional actors. Indian Navy’s anti-piracy operations have been going on since 2008 in the IOR and for the same, the country deployed 106 patrolling ships including 21 naval ships and about 5000 personnel to act as the first responder during times of distress, particularly in the disturbed waters of Gulf of Aden.
Though, since 2008 India started deploying ships against piracy in the region, a significant change in India’s maritime strategy was marked in 2015 when it released “Ensuring Secure Seas: Indian Maritime Security Strategy” by the Indian Navy, underscoring several pivotal aspects. It prioritized strategic naval deployments acrosscritical maritime zones, such as the Arabian Sea, Red Sea, Gulf of Aden, Bay of Bengal, and the southern Indian Ocean, aiming to deter piracy and swiftly respond to security threats. Collaboration with regional and international partners is also pivotal, involving coordination, joint exercises, and intelligence sharing to address common maritime threats effectively.
Jurisdictional complexities stemming from overlapping maritime jurisdictions and exclusive economic zones (EEZs) present legal challenges in addressing piracy and maritime security.
Legal Frameworks
In the year 2022, The Maritime Anti-Piracy Act was adopted to combat sea piracy including attacks on ships, crew, and cargo within maritime zones through patrols and surveillance measures. The Act establishes legal frameworks for prosecuting pirates. Safeguarding the economic interests of the country by reducing piracy risks to commercial shipping routes and ensuring the stability of the global trade network is also part of it. The Act underscored the protection of human rights, especially for seafarers and passengers.
It covered the territorial waters, Exclusive Economic Zones (EEZs), and the high seas extending from the coastline to a distance of up to 200 nautical miles. Beyond this EEZ are the high seas and international waters which need collaboration with other countries. The agreements like United Nations Convention on the Law of the Sea (UNCLOS), the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP), participating in international naval task forces such as Combined Task Force 151 (CTF-151) and the European Union Naval Force (EUNAVFOR) are such collaborations.
This represents a departure from a purely national-centric approach to maritime security and highlights India’s growing role as a responsible stakeholder in the international maritime domain. Three, Countering emerging threats such as missiles and drones targeting maritime assets suggests a shift towards modernizing and adapting India’s naval capabilities to meet evolving security challenges. This reflects a forward-looking approach aimed at maintaining technological superiority and staying ahead of potential adversaries.
Mistrust and Reluctance
In the IOR, there are numerous challenges, firstly, the region comprises diverse countries with varying maritime capabilities, priorities, and interests, leading to fragmented cooperation efforts. This fragmentation is exacerbated by differing national agendas, historical animosities, and geopolitical rivalries, hindering coordinated action against piracy and maritime security threats. For instance, India’s naval capabilities contrast with Bangladesh’s limited resources, while India-Pakistan, and Saudi Arabia-Iran tensions complicate unified action against piracy and security threats.
Secondly, despite regional mechanisms like the Indian Ocean Rim Association (IORA) and the Indian Ocean Naval Symposium (IONS), limited information sharing persists among IOR countries. Inadequate communication channels and mistrust, such as the reluctance of India and Pakistan to share sensitive intelligence, hinder effective information exchange. India’s advanced maritime surveillance systems are underutilised in regional anti-piracy efforts due to concerns over sharing data with neighbouring countries like Sri Lanka and Bangladesh, which may have differing security priorities and alliances. This mistrust and lack of coordinated communication prevent the effective implementation of collective maritime security strategies.
Thirdly, Jurisdictional complexities stemming from overlapping maritime jurisdictions and exclusive economic zones (EEZs) present legal challenges in addressing piracy and maritime security. Disputes over maritime boundaries, such as those between India and Sri Lanka in the Palk Strait, or conflicting territorial claims in the South China Sea involving multiple nations, hinder coordinated law enforcement actions. Differing interpretations of international law, particularly regarding the United Nations Convention on the Law of the Sea (UNCLOS), also contribute to the complexity, making it difficult to establish clear jurisdiction and enforce maritime laws effectively in the region.
Fourthly, resource disparities among IOR countries, especially smaller island and littoral states with limited capabilities, impede effective patrols and responses to piracy incidents. External influences from extra-regional actors and threats from non-state actors engaging in maritime crimes add another layer of complexity to the cooperation efforts. If India can address these challenges and complexities, it will be well-positioned to fulfill its role as a reliable Net Security Provider in the Indian Ocean Region.
(Dr Gadde Omprasad, Associate Professor, Centre for South Asian Studies, School of International Studies, Jawaharlal Nehru University. The views expressed are of the author and do not necessarily reflect the views of The News Analytics Journal)
