Global Fleets Free in Gulf of Thailand; Thai Ships Face Tighter Security

Many Thai shipowners spent the weekend wondering whether foreign container giants and cruise lines would suddenly be turned away from the Gulf of Thailand. The short answer coming from Bangkok is no: international traffic can still follow its usual lanes, but Thai-flagged vessels now face tighter checks when sailing close to Cambodia.

Quick Take

• Thai-MECC narrows new security rules to Thai-registered ships only.

• Aim is to stop the alleged smuggling of fuel and weapons into Cambodia.

• National Security Council has endorsed a multi-agency action plan.

• No closure of international sea routes; UNCLOS freedoms remain intact.

• Areas around key Cambodian ports labelled “high-risk” for Thai captains.

Why Thai boats suddenly matter

Rumours of a blanket shutdown started after the Maritime Enforcement Command Center quietly issued an advisory telling Thai skippers to avoid Cambodian waters. According to its Secretary-General, Admiral Thadavuth Thadpithakkul, the order targets only “vessels flying the Thai flag”. Officials fear that some small tankers may have become conduits for cut-rate diesel, or worse, dual-use equipment that could bolster Cambodian forces along the contested border. By limiting Thai traffic in that zone, commanders say they can both shield crews from stray gunfire and choke off an illicit supply chain that undermines national security.

What the Security Council just green-lit

Behind closed doors the National Security Council (NSC) approved an eight-point package that hands Thai-MECC broader powers to:

Track all Thai commercial, fishing and service craft through satellite beacons.

Inspect bunkering logs and manifests before ships leave Chon Buri, Songkhla or Sattahip.

Blacklist operators that re-flag in third countries to dodge Thai law.

Publish an updated “controlled-goods list”—from diesel additives to night-vision optics—under the 1981 Border Trade Control Decree.

Coordinate with the Energy Ministry to verify that no fuel lifted in Thailand ends up in Cambodian anchorages.

Declare the waters within 5 nautical miles of Sihanoukville and Ream high-risk maritime zones.

Funnel intelligence from the Customs Department, Fisheries Department and Navy into a single dashboard.

Review the package every 90 days and scale back once risks subside.

No lockout for global shipping lines

Admiral Thadavuth was at pains to stress that the Gulf remains “open for lawful transit”. International carriers traversing the busy route between the Strait of Malacca and the South China Sea can continue as usual. Thai-MECC cites the 1982 U.N. Convention on the Law of the Sea (UNCLOS)—which Thailand ratified—as its legal compass. Freedom of navigation, innocent passage and the right of overflight are untouched, officials argue. Industry groups representing Maersk, ONE and MSC told the Bangkok Post they had received no diversion orders from charterers.

The newly declared Cambodian risk belt

What has changed is the colour on Thai maritime charts encircling Sihanoukville, Koh Kong and Kampot. Intelligence briefings describe sporadic small-arms fire linked to local militias and smugglers. Thai insurers have already moved the strip into a “war-like operations” category, lifting premiums for any Thai boat daring to enter. The Fisheries Department now pushes real-time alerts through its Fisheries Next app, warning captains when onboard GPS beacons creep within the 5-mile cordon.

Legal fog and diplomatic undercurrents

Thailand’s caution is compounded by the fact that Cambodia is still not a signatory to UNCLOS. Without a mutually recognised treaty framework, maritime incidents tend to spiral into political rows. Experts at Chulalongkorn University note that Bangkok’s limited, flag-specific measures are deliberately crafted to avoid accusations of blockade or collective punishment—charges that would attract scrutiny from ASEAN partners and the International Maritime Organization. Cambodian media, nevertheless, accuse Thailand of “economic bullying”.

Business impact: what Thai shippers should do next

Exporters relying on Cambodian ports—primarily for cassava, garments and sand—must re-evaluate routing and documentation. Logistics consultants recommend:

• Pre-clear cargo lists with Thai-MECC’s one-stop desk.

• Keep fuel receipts and engine-room logs for 12 months in case of audits.

• Inform insurers if voyages pass within the flagged risk belt.

• Budget for possible detention delays at Thai ports once random boarding sweeps intensify.Fisheries cooperatives, meanwhile, are urging the government to offer soft loans so trawlers can install the mandatory satellite transponders by next quarter.

What happens next

Officials refuse to pin down an end date. They will watch whether suspected fuel tankers change behaviour and whether reports of arms seepage toward Cambodian border posts diminish. If the numbers improve, restrictions may ease well before the next southwest monsoon. If not, Thai-flagged operators might find the Gulf feels a little smaller for some time to come.