Essential for transporting food to populations, maritime security is not confined to the fight against piracy. Other, sometimes unexpected, factors may also come into play.
Maritime transport is particularly well suited to transporting large quantities of goods over long distances, making it an economical choice for international trade. In fact, more than 80% of everyday consumer goods (both raw and manufactured products) traded worldwide are transported by sea. This equates to 80% of the 33 trillion dollars traded globally, or 26.4 trillion dollars. This is particularly true of staple foods such as cereals, including wheat, maize, rice and barley. According to the Food and Agriculture Organization of the United Nations (FAO), around 500 million tonnes of cereals are transported by ship each year.
1 Risks and threats
The transport of food is essential for many countries that are far from self-sufficient due to geographical, soil and climate reasons. Japan is a prime example of this, being heavily dependent on imports. In 2020, for example, Japan imported 63% of its food requirements: 98% of rice, 76% of vegetables, 51% of seafood products and 36% of sugar, among others. Although Japan is aiming for a self-sufficiency rate of 45% by 2030, it will still have to rely on imports, primarily by sea, to meet the needs of its population, which is expected to reach almost 120 million. In this respect, Japan is a prime example of an island nation that relies solely on this means of transport for its supplies. Although the terms “safety” and “security” are similar, the International Maritime Organization (IMO) draws a clear distinction between the two. For the IMO, “maritime safety” refers to accidental or technical risks that are independent of any malicious intent. ‘Maritime security’ refers to the prevention and combating of deliberate human actions that endanger maritime activities such as the transport of goods and people, infrastructure and flows. Therefore, the difference lies between unintentional risks (safety) and intentional threats (security).
2 Dependencies
Security becomes an even more pressing issue in the event of armed conflict. During the Second World War, for example, around 3,500 merchant ships were sunk in the Atlantic Ocean, resulting in the loss of 14.5 million tonnes of foodstuffs destined for Great Britain. Closer to home, the outbreak of war in Ukraine has caused concern for countries that rely heavily on imports of wheat from Ukraine and Russia. The worst affected were Somalia and Benin (100%), followed by Egypt (81%), Sudan (75%), and the Democratic Republic of Congo (68%). The blockade of the Black Sea has affected world prices, with the global wheat price doubling to €400/tonne compared to €200–220/tonne in peacetime. Securing ports remains a major challenge for maritime transport, whether in peacetime or wartime. The budget allocated to this depends on various factors, such as the size of the port, the number of its terminals, its exposure to terrorism and organised crime risks, specific national regulations, and the use of cutting-edge technology.Although there are no official figures on investment and operating budgets for day-to-day security in ‘food’ ports (bulk, fresh, chilled, frozen, etc.), investments of this kind can amount to tens of millions of euros a year. Shanghai, the world’s largest port, is a case in point.
3 Standards
Ports and sea carriers must also ensure the safety of the foodstuffs they transport, whether for import or export. Checks are carried out to prevent risks associated with animal and plant diseases, pesticide residues, and harmful organisms. In Australia, for instance, food controls at seaports are primarily overseen by the Department of Agriculture and Water Resources (DAWR). These controls ensure that imported food is safe and complies with Australian food standards. Importers must comply with biosecurity import conditions and ensure that their products meet safety and labelling requirements.
4 Boarding
Once at sea, most ships are left to their own devices, making them vulnerable to piracy. The Maritime Information Cooperation & Awareness (MICA) Centre recorded 340 attacks in 2024, compared with 295 in 2023. However, the International Maritime Bureau (IMB-ICC/CCS) recorded a slight drop in incidents, from 120 in 2023 to 116 in 2024. It should be noted that the two organisations use different calculation methods. Nevertheless, despite this overall increase, the figures remain historically low compared to previous years, having decreased significantly since the peak in the 2000s (when there were more than 400 attacks per year). The most frequent type of incident remains collisions, followed by attempted attacks, hijackings and ships being shot at. While these statistics are serious, they do not take into account the boardings and pillaging carried out by private fishermen on the coasts of Africa (Gulf of Guinea) and Asia. These fishermen provide part of the daily diet for their families or villages. Generally operating alone or in small numbers, they are easy prey for heavily armed and unscrupulous pirates.
5 Critical points
To ensure that freight arrives at its destination as quickly and safely as possible, it is essential to secure key transit routes such as the Panama and Suez Canals. Every year, between 3,000 and 5,000 bulk carriers (most of which carry food) pass through this 193 km-long structure from the Red Sea to the Mediterranean and vice versa. The Egyptian army secures this route, particularly the navy and the civil police. The system is identical a few thousand kilometres further on. With the support of local police forces and the national maritime service, the Panama Canal Authority (ACP) ensures the smooth passage of ships through this 80 km-long artificial waterway. However, in April, US Secretary of Defence Pete Hegseth suggested establishing a US military base or naval air station near the canal. This proposal was categorically rejected by his Panamanian counterpart, Frank Abrego. Securing the strategic hotspots of the Strait of Hormuz, the Strait of Malacca and the Strait of Singapore, however, is technically difficult given the resources required.
6 Global warming
Ultimately, securing food supplies by sea could depend on global warming. The most emblematic case in point is that of the Panama Canal. On 15 July 2023, the ACP was forced to reduce canal traffic due to a shortage of water. Almost 5% of the world’s maritime trade passes through the canal, which is fed by Lake Gatún. Ships access the lake via two sets of locks located at either end of the canal, and its normal level is 26 metres above sea level. However, the lack of rainfall has caused the level of Lake Gatún to drop, forcing the ACP to reduce traffic and the amount of water released.
In general, the closure of a strategic point (such as a canal or strait) would automatically force ships to divert. If Hormuz or Suez were blocked, the only alternative route would be via South Africa and the Cape of Good Hope. If Panama were to close, the southern route via Cape Horn would become even more dangerous due to the challenging weather conditions in the Roaring Forties and the Howling Fifties. The logical consequence of this would be an increase in the price of food due to the higher cost of the journey, including fuel and insurance.
