sami thebridge issue2 september 2013 extended digital edition final low res

8/17/2019 SAMI TheBRIDGE Issue2 September 2013 Extended Digital Edition FINAL Low Res

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BRIDGEBRIDGING THE GAP BETWEEN SECURITY AND SHIPPING

theI s s ue2 : 9

.1 3

SECURITY MATTERS

19°N

LOOKING AHEAD

COMMUNICATIONCOSTS

Service, Safety &Security in Port Sudan

Effective &Specialised Solutions

The Future ofMaritime Security

Qualifications, Publications,News & Events

S P O N S O R

E D B

Y :


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CONTENTSPORT SUDAN 19°N:Page 5

LISW: PROTECTING WORLDTRADE, PROPELLING INDUSTRY

Pages 6-8

LOOKING TO THE FUTUREPages 10-11

COMMUNICATION COSTSPage 12

OFFSHORE MARITIMESECURITY & NI STATUSPage 13

MEMBER NEWSPages 14-15

DRIVERS FOR CHANGEPage 16

OPERATING STANDARDSPage 17

MARITIME SECURITY MATTERS Pages 18-19

GERMAN LICENSINGPages 20

COPING WITH PIRACYPage 21

SECURITY INSIGHTPage 22

BRIDGING THE GAPPage 23

Welcome to TheBRIDGE,the journal of The SecurityAssociation for the MaritimeIndustry (SAMI) – which thisissue coincides with LondonInternational Shipping Week. –

“Propelling World Trade”This important industry initiativefocuses on London’s vital role inthe positive development of globalshipping and SAMI was pleased tohost our own event as part of theweek’s timetable.

Despite resolute challenges fromelsewhere, the UK is the leading centreworldwide in the supply of a broadrange of professional and businessservices to the international maritimecommunity. London has a wide rangeof inuential international shippingtrade associations headquartered inthe city as well as being a centre ofexcellence for shipbroking, maritimeinsurance and nance.

The UK is also a key focal point forPrivate Maritime Security Companies(PMSCs). We met with all sectors ofthe international maritime communityduring London International ShippingWeek, and especially during the SAMIMaritime Security workshop.

The SAMI event onboard “HMSPresident”, focused on The Future ofMaritime Security and tickets weresnapped up at an unprecedentedrate. We even had to extend the roomtwice to accommodate all those whowanted to attend. A range of leadingindustry speakers explored the threatswhich we can perhaps expect to see,the changing role of shipping andthe ways in which maritime securitywill be vital to keep shipping safe andsecure.

We hope that you enjoy this edition oftheBRIDGE, if there are any issues youwould like to see covered in the futureor if you would like to contribute oradvertise, please contact our team.

BRIDGE

PAGE 3

Welcome to the

www.seasecurity.org

Front cover image courtesy ofdavidhughesphotography.co.uk

SAMIwww.seasecurity.org AFFILIATEPartner with www.gt ra ve l. no


3/13

The development of SAMIhas naturally given rise to awhole host of activities whichbetter allow us to represent ourmembership.

In facilitating and supporting thesenew projects and initiatives we are

pleased to welcome new personnel

into the Secretariat team. These areimportant appointments that we

are sure will give the organisation anever widening view of key maritime

security insight, while enhancing the

benets we bring to our members.

A key element of SAMI which is

developing is that of our Equipment,

Technology and Hardware (ET&H)membership. We are extremely

pleased to welcome Elisabeth Wilson

into the team as our ET&H Lead.ELisabeth is a Chartered Engineer

and has joined us after many years as

a Marine Engineering Surveyor withLloyd’s Register.

She is leading our engagement withproviders and manufacturers of

maritime security equipment and

hardware and working closely with thecompanies who are leading innovative

technical solutions.

Captain Andy Mitchell has joined the

SAMI Board as an independent Non-

Executive Director. Captain Mitchellbrings an incredible wealth of shipping

experience to the organisation, and

is particularly focused on ensuringthat the standards we work to and

promote are capable of delivering for

our members and the wider industry.

He served as Master with Shell for

19 years before moving ashore intoLloyd’s Register, where he played a

key role in developments such as the

International Management Code for

the Safe Operation of Ships and forPollution Prevention (ISM Code) and

the International Ship and Port Facility

Security (ISPS) Code. He now actsas Expert Witness in major maritime

casualty and commercial disputes.

Alongside the development of our

core business SAMI is committed

to delivering a long-term, nanciallystable and sustainable association

for our members. We understand the

importance of setting membershipfees at the right levels for our

members, but we also know that

developing a strong nancialfoundation is important for the

association to be able to thrive into

the future.

As part of this approach, SAMI has

appointed Peter Feathermen asFinancial Consultant to the Board

of Directors. Peter is a Chartered

Accountant, who has also been

behind some of the biggest names onthe UK high street. His food chain, Ed’s

Easy Diner has gone from strengthto strength, and he is now relishing

the challenge of ensuring that SAMI

delivers on the challenges of operatingin a tough nancial climate.

Additionally on the corporateside of SAMI, we have formally

appointed Alisa Fiddes as Company

Secretary and legal Counsel. Alisais a Professional Support Lawyer

specialising in project nance, energy

and infrastructure, but has long beena supporter of SAMI and is a key

foundation on which our corporate

governance and legal compliance isbased.

Secretariat Update

PAGE 4

SAMI’s Secretariat team are on

hand to help:

Peter Cook

Chief Executive Officere: [email protected]

t: +44 (0)20 7788 9505

Steven Jones

Maritime Directore: [email protected]

t: +44 (0)20 7788 9505

Andy Straw

Chief Operating Officere: [email protected]

t: +44 (0) 797 256 8098

Gianna Molica-Franco

Communications Managere: [email protected]

t: +44 (0)7891 789 868

Anneley Pickles

Membership Managere: [email protected]

t: +44 (0)7891 791 032

Elisabeth Wilson

Head of Equipment,Technology & Hardwaree: [email protected]

t: +44 (0)7779 667 420

Contact Us

+44 (0)20 7788 9505

[email protected]

HQS Wellington,Victoria Embankment,London, WCR 2PN

PAGE 5

Service, Safety & Security

In times of heightened security concern itis ever more important to identify safe andsecure havens which are able to provideservice to vessels, high standard port facilitiesand the means of repatriating or having crewand personnel join.Situated in Northeast Africa, Port Sudan has emerged asan increasingly important maritime hub. Sudan (the thirdlargest country on the African continent) is a country ofimmense diversity that fascinates and intrigues most ofits visitors from anthropologists and archaeologists tohistorians and the average traveller. It is a country that isunique and complex in its climate, politics, environment,languages, cultures, religion and ethnicities, but evenmore important is the fact that Port Sudan is a place

where local expertise combines with an internationaloutlook to help the shipping industry to get things done.

The country has international borders with seven otherStates, and so is perfectly connected with a hinterlandwhich further boosts the strategic importance of thenation. The River Nile traverses the country from southto north while the Red Sea washes about 550 miles ofeastern coast making Sudan a bridge between Africa andthe Middle East.

Port Sudan 19°N, capital of theRed Sea State, is a key port in theongoing push against piracy.

It is the main seaport handling most of that country’sexternal trade. Lying on the continent off Africa’s easterncoast on the Red Sea, Port Sudan is about 160 nauticalmiles southwest of Jeddah, Saudi Arabia.

PORT SUDAN 19°N:Now Open for Business

Maritime Security ServicesCompany have been empoweredby the Government of Sudan tovet, issue all licenses, and providemaritime logistical support to thisburgeoning industry.

The area off the coast is renowned for its pristine beauty,

and the most wonderful untouched underwater world.Jacques Cousteau lmed the movies The Silent World andThe World without Sun at the reefs of Port Sudan, but sadlythe area has become more (in)famous for events above thewaterline as pirate attacks have pushed further and furthernorth into the Red Sea.

These developments prompted the Government of Sudan(GoS) to react, and they are taking maritime securityvery seriously indeed. Working in partnership with theGovernment, Maritime Security Services Company providesservices relating to the protection of ships, crews, andPMSCs wishing to use Sudan territorial waters.

Maritime Security Services Company is proud to play apivotal role in this issue, and believes that the services it willprovide will facilitate the shipping community in protectingits assets and crews as well as contributing to the freemovement of goods along vital trade routes.

Furthermore, the United States Coast Guard visit toPort Sudan under an International Port Security (IPS)team reviewed Sudan’s legislation with regards to theimplementation of the International Ship and Port FacilitySecurity (ISPS) Code and concluded that Sudan hassubstantially implemented the ISPS Code. This is a majorand signicant achievement, and speaks loudly of the port’scommitment to service, safety and security.

Sudan has become a vital hub for facilitating the release

of hostages and assets. It has been signicant that thereis no legislation in Sudan law that renders the paymentof ransom unlawful, thus facilitation of air charters and/orransom ight permits from Sudan is also offered. Terms &Conditions apply but the fact that such a stable State hasbeen able to play a role in freeing seafarers and vessels hasbeen of vital importance. Should you wish to enquire aboutdoing business in Sudan, please contact the commercialsection at the British Embassy in Sudan at [email protected] .

For a complete list of services offered please refer to theadvertisement in this issue or visit www.nopiracy.sd

Mr. Wail Dagash

Chief Commercial Officer

Switchboard: +249 120 39 66 55

Mobile: +249 123 000 786

Email: [email protected]


4/13

Protecting World Trade

The shipping industry and maritime securityproviders gathered for SAMI’s Future ofMaritime Security workshop which took placeon board “HMS President” against the backdropof London’s International Shipping Week andwithin the city in which according to SAMIchief executive ofcer Peter Cook, “the heart ofshipping lies”.While the wider focus of the week is on propellingindustry, the SAMI emphasis is rmly on “Protecting WorldTrade”. In the next twenty years the volume of goodscarried by sea will increase by 50% and the number ofnaval ships available to protect this trade will decrease byalmost as much. To bridge this gap, it is clear that shipoperators will increasingly turn to the maritime securityindustry.

The workshop brought together a host of leadingindustry gures and organisations to provide a view ofthe challenges ahead, and answers on how these can befaced. Key industry speakers explored the future threatswhich are set to emerge, assessed the changing role andscope of shipping and the ways in which maritime securitywill be vital to keep trade safe and secure.

Peter Cook, chair of the event, opened by providing

some compelling context, “The future will see increaseddemand for security as the volume of trade rapidlyexpands. However, it is clear that there will be signicanttechnological advancement as we look to protectcommerce.”

He adds, “The security industry is moving from beingseen as simply maritime muscle as we evolve into a futurewhich will see cyber security, communications, trackingand advancements in protective hardware all come tothe fore. SAMI members are at the vanguard of thesedevelopments, and the workshop reected the work ofthose seeking to provide equipment, technology andhardware solutions for the shipping industry“.

Protecting vessels and understanding the threats facingthem remain key elements and it was stressed thatwhatever security threats emerge it is by embracingthe right services and solutions at an early stage whichwill allow seafarers, cargoes, vessels to be properly andeffectively protected.

The message of the workshop was that global industrymust not allow the fears of criminality to limit its expansioninto a brave new oceanic world. Speakers united in theirviews that the future of maritime security is based on theprovision of the very best intelligence, innovation, data,equipment, technology and hardware.

The audience, a microcosm of the maritime industry,comprised SAMI members and Private Maritime SecurityCompanies (PMSCs), insurers, lawyers and ag staterepresentatives. The event began by evaluating theperception of maritime security, a sector which is stillsuffering from misconceptions despite a signicant culturechange. One of the reasons this culture change is notbeing properly addressed is because of an industry-widetypecasting of maritime security. “Everybody thinksmaritime security is about piracy. This is not the case,”Cook explained. Equally worrying threats lie in the realmsof terrorism, fraud, cyber-crime, theft and muggings inport and as such “the maritime security must diversify”noted Cook.

Leading into the presentations, Professor Chris BellamyProfessor of Maritime Security at the Greenwich MaritimeInstitute examined the changing geographical landscapeof maritime security. Bellamy echoed the surging growthwhich world trade can expect to see, and transposed the

SAMI’s Future of Maritime Security Workshop looked at

the security challenges ahead and solutions to face them

INTERNATIONAL SHIPPING WEEK 9-13 SEPT 2013

issues of such growth with the demands that it will impose. Inthe decades ahead Asia will likely see further strengtheningof China as a maritime powerhouse. It was stressed that thatthis will likely bring political implications surrounding China’sboundary disputes. Moreover, the opening up of the NorthEast passage will make the voyage from China to Europeshorter, and will speed up the ow of trade.

With a line-up of impressive speakers, Serdar Isik of maritimeconsultant Brookes Bell was next to take the stage. Isik whohas a background from working within both ClassicationSocieties and ag States is well placed to interpret theMaritime Labour Convention 2006 (MLC). His talk focused onthe logistics of implementation and the fact that InternationalLabour Organisation (ILO) has recommended that port Statecontrol focus on bulk carriers and passenger ships in thephasing-in stage.

Isik also focused on the Declaration of Maritime LabourCompliance (DMLC) parts I and II. Isik provided the much-awaited answer to the status of private armed guards onboard and declared the ag State has the provision tointerpret different professions on board and this will beoutlined in the ratifying nation’s DMLC part I. DMLC part IIis equally important, added Isik, because, “Owners cannot

take legislation into their own hands, as DMLC part II must beapproved by the ag.”

David Hammond of law rm 9 Bedford Row Internationallooked back to the development of the 100 Series Rules forthe Use of Force (RUF) in Maritime Piracy but embracedthe forward looking theme of the workshop by looking tothe context of RUF with regards to human rights and a newinitiative to develop a set of model guiding principles and bestpractice for the application of Human Rights in the maritimeindustry. Hammond raised the proposition that human rightsapply at sea as they do on land, and that is the driving forcefor the 100 Series Rules and subsequent future developments.After Hammond closed his compelling arguments for bothrules of force and the vital role of recognising the humanrights elements within the maritime domain, there was abreak in the proceedings.

With over 170 delegates on the vessel, this meant thatnetworking was a close quarters situation, as colleagues,competitors and clients alike all threw themselves intothe discussions and the chance to sound out the views ofothers. As the next session began it was time to look at bothtechnology and communications, but also to take stock ofprobably the most concerning current security threat and theways the future may see the West African piracy situationevolve.

Sebastian Moore, managing director of SAMI afliate and

communications provider Setel, took a nancial view. Theprimary cost of communication in this context, said Moore,was the use of satellite handsets. “We’ve seen clients payingten pounds a minute, which is astoundingly expensive.”While communication is key costs are still and issue, andtheir company is working hard to provide solutions whichwill mitigate the risks posed both in operational and nancialterms.

Martin Broughton, operations manager of Port2Port, thenprovided a security prole of Nigeria, which in 2013 wasranked by the United Nations as 153 out of 177 countriesbased upon its Human Development Index. The factors forthe emergence of piracy in the area, said Broughton, arecorruption, environmental damage and the destruction ofgovernment, all of which nd a common denominator in theirlink with the oil industry. Alas the benets which the militaryand security have brought to bear off Somalia are not readilytransferable. Despite regional agreements and codes ofconduct, the area is a concern today, and is likely to remain sointo the future.

The afternoon’s nal session saw Pippa Strasser-Gandertonof another SAMI afliate, the specialist travel managementcompany ATP Instone. She discussed what happens in thefuture when things do go wrong and where emergencyrepatriation is needed when security is threatened. Havingworked on some high prole cases, her expert view wasthat when things go wrong clients and personnel need, “aspecialist who understands the exibility needed in this typeof operation”.

The afternoon closed with a question and answer session,which saw some interesting opinions arise. The audienceheard that the maritime security industry should be shapingthemselves to be ready for not just future growth of tradeand the emerging risks and threats that will bring, but thereneeds to be a view of the “multi-modal” nature of future.The view being that threats to trade are not limited to onemode or node of transport, and they need to be addressedand managed in a joined up, seamless way. Having maritimeexpertise is a key asset for the SAMI membership, and as

the market develops the companies which have embracedthe challenges of the past couple of years are in a fantasticposition to progress and grow their market share, theirinuence and reputation.

Providing a general consensus that PMSCs need to shapethemselves to address the changing security landscape, Cooksummed up the challenges and opportunities which lie ahead.His nal words served to conrm the importance of bringingso many diverse stakeholders together to increase awarenessand improve safety and security on board.

Maritime security, Cook concluded, may seem “incrediblysimple but is, in fact, increasingly complex.” As we moveaway from the typecast misconceptions of maritime securityviewed as maritime muscle, we will see shipping embracethe benets of an industry which can mitigate risk, counterthreats and provide the intelligence, expertise, equipment,technology and hardware which will protect seafarers,shipping and global trade into the future.

PAGE 7PAGE 6 IMAGES COURTESY OF STEPHEN SPARK /TRAFTON PUBLISHING


5/13

The London International Shipping Week Conferencewas held at the Willis Insurance building on Thursday 12thSeptember and there were around 250 attendees fromacross the shipping industry and a small number of privatemaritime security companies (PMSCs).

The event was largely designed for the UK and Londonto emphasise its importance in the shipping world as thebest provider of a ‘cluster’ of shipping specialised servicesincluding nance, ship brokerage, marine insurance, legalsupport and arbitration. This was further endorsed bythe location of the United Nations specialised agency,

the International Maritime Organization (IMO) in centralLondon.

The Secretary General of the IMO Mr Koji Sekimizu gavea keynote speech in which he noted that London is thefocal point for shipping services globally and went onto say that the maritime industry is critical element toglobal sustainability. He also went on to say that in orderto have a sustainable maritime transportation systemsecurity is essential in the shape of naval patrols and otherpreventative measures in port and at sea.

Other speakers including Martin Stopford of Clarksons, oneof the leading maritime shipbroking, research and analysisrms, said that there is currently a 20-25% over capacityacross shipping. This has caused signicant nancial stressfor many ship-owners and made it a charterers market andcommented that it is a Darwinian process and only thettest will survive. He also noted that shipping is strugglingwith a strategy to deal with recession, rising fuel prices andan increasingly large number of new regulations. He alsosaid that information technology is massively importantand the basis for major changes in shipping but that thereis a technical weakness in shipping despite the growingreliance on technology, this is something that we all needto be aware of. Lord Green, a government spokesman,also said that ship owners are far more inclined to agvessels with open registries.

Dominic Casserley the CEO of Willis, our host for the day,

said that he believed that piracy is still a concern and manyincidents are never actually reported. He also believedthat there was a clear requirement for more sophisticatedrisk management processes for ship owners, insurersand nanciers. He also spoke of the new challengingtechnologies being used by the offshore oil and gasindustry to extract fossil fuels as deep as 2.5 miles belowthe sea bed, which will open many more new elds aroundthe globe.

There was an acceptance, however, that despite Londonand the UKs excellence in the provision of commercialshipping services that the centre of gravity is moving eastas the Chinese and the Far East build and owns more shipsand that Singapore was in many ways an equal contenderto London. The UK however still has a signicant clusterof maritime services of quality with an unparalleled depthof expertise, and a culture of legal compliance; it also hasthe advantage of central time zone and is looked uponmany as a ‘one stop shop’.

After lunch there was a session on maritime security thatlead to a lively Q&A period in which the UK FCO and theFirst Sea Lord were challenged on UK Government policyoff Nigeria with regards to armed guards on British aggedships, the confusion for the shipping industry being causedby the International Code of Conduct for Private SecurityProviders (ICoC) especially after the IMO stated the Swissinitiative is irrelevant to maritime security. The IMO hasstressedthe need for a single standard and has supportedthe development of the International Organisation forStandardisation’s ISO/PAS 28007 standard. There wasalso a call for greater cooperation between the navies andthe private maritime security industry to protect shippingas we go forward.

The day nished on three main notes; shipping is one ofthe purest markets globally and so evolution and churn

is inevitable. The shipping industry is a servant of globaltrade and that London & Singapore should be treated asdifferent and equal by customers across the world. Finallyit was agreed on by a very distinguished global panel fromacross the industry that whilst there is a desire for quality inthese times of nancial stress not every ship owner wantsto pay for it and one of the last comments agreed on by allwas that for every one ship owner who wants quality thereare 10 that don't.

Propelling IndustrySAMI Chief Executive Ofcer, Peter Cook

attended the LISW Conference

INTERNATIONAL SHIPPING WEEK 9-13 SEPT 2013 Greenwich Campus www.gre.ac.uk/gmi

Oceans of Opportunity:

Degrees in Maritime Security & Policy

Explore private and public policy, the economics of maritime

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Individual modules include: Current Issues in Maritime Policy;

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Develop your understanding of maritime security through topics

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Individual modules include: Maritime Business Environment;

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Tuition Fee

These postgraduate programmes have a fee of £7,000 each (for UK and EU students) which includes co

reading materials. Individual modules can also be taken for approximately £778 each.

Entry RequirementsTo be eligible for a place on this course you could have either a bachelors degree, or you may haveformal qualifications but instead have relevant personal or professional experience.

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Both of these degrees are offered full-time over one year or part-time over two years. Attendance is requir

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modules can also be taken. Contact the GMI for a full timetable.

How to Apply

For more information or to apply for a place please visit out website www.gre.ac.uk/gmi , em il

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We also offer: MA Maritime History; MA by Research: Maritime Studies; MPhil/PhD

I MA GE

C O URT E S Y

OF

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6/13

Looking to the Future...

PAGE 10

Typecasting can be the curse of many an actor– they become so immersed and associatedwith one kind of character that the wideraudience cannot seemingly accept them in anyother role. Away from the bright lights of thelm studios, it seems that entire industries canbe typecast too – and private maritime security

may be suffering just such a problem.It appears the maritime security industry and armedguards have become completely synonymous. Aperception is seemingly developing which sees privatelycontracted armed security personnel (PCASP) as theonly answer being offered by this burgeoning industry.

Their use has been contentious and has led to difcultdecisions within many a parliament and shipowner’sBoard room, but their usage has added security and adegree of condence where once there was only fear anduncertainty.

The much quoted fact that no vessel, to date, with armedguards on board has been hijacked is a compellingselling point. While it is true that armed guards havebeen a popular, successful and widely used service, thefact remains that this is simply one small aspect of thecapabilities which maritime security can bring to bear.

Armed guards are simply a specic form of protectionand deterrent against a specic threat – namely Somalipirates.

That is why we are eager to look ahead to the futureof maritime security. We want to break the cycle ofmisunderstanding and show that where security threatsemerge it is by embracing professional solutions at anearly stage which will allow seafarers, cargoes, vessels

and global trade to remain protected.Just as the Earth’s rotation is the engine which drives ourclimate, the need to move goods from different partsof the world is the driving force behind the shippingindustry. The fundamental fact that so much of theworld’s resources or means of manufacture are found farfrom the ultimate consumers means that globalisationhas rested on the ability for shipping to make themovement of goods and raw materials a reality.

This poses a degree of risk for the seafarers and vesselsmaking these potentially dangerous voyages. Since timeimmemorial those who go down to the sea in ships havebeen vulnerable to not just the vagaries of the weatherand seas, but to other threats too. The vicious nature ofcriminals, terrorists and the fact that ships are inherentlyexposed as they plough their lonely furrow across theoceans cannot be underestimated or ignored.

Protecting vessels and understanding the threatsfacing them is key to keeping trade owing.

PAGE 5

So what of the future? What will ships be doing into thenext decade and beyond? And what impact will this haveon the development of maritime security solutions?

Issues such as the quest for alternative energy supplies,and developments such as lab grown meat will likely havesome impact on the movement of goods, materials andhydrocarbon products. However, where the ow of trademay incur so many ton-miles, it could be that the nextgeneration of shipping is focused on exploitation of theseas. We will look to work under the waves, while possiblyliving and working above it.

In order to safeguard the vast investments needed tomake the future moves out from the coast possible, itwill be vital to ensure that the people and vessels usedare not just properly constructed and operated, but theyneed to be secure too. Safety and security should not beseparated. The risk management approach which hasproved so popular within the corridors of shipping powerhas to be applied equally to all threats and opportunities.

According to the Global Ocean Commission (GOC),there is growing evidence that governance failures ininternational waters are having an impact on economics,

food supplies, piracy, security and human rights, as well ason nature. It would therefore seem that security will playa vital role in safeguarding the rights of parties looking tolegally and sustainably manage activities on the high seas.

While it would perhaps seem that this is the role ofnavies, it has been increasingly seen that where private,commercial entities are involved, then governments arehesitant to commit to the expensive task of providingnaval support. Given the delicate balance of rebuildingglobal nance and government coffers it perhaps seemsunlikely that the public purses will be widely opened forthe pursuit of private gain. While the naval assets whichhave gathered off Somalia and in the Indian Ocean maysuggest otherwise, for many politicians it seems thatmaritime activities are not yet vote winners and as far asthe electorate is concerned shipping is literally out of sightand mind.

The GOC and other similar bodies are seeminglydetermined to change that. They see the high seasas humanity’s future; and they believe that across allsectors of society there will have to be accountability forthose who intend using it. That will ultimately mean themaritime developers of the future will have to ensure theycan reassure stakeholders that they are able to operatewithout falling into the hands of criminals – be they piratesor terrorists.

The ‘Paris Call for the High Seas’ states there are serious

issues relating to the control of the high seas whichconstitute almost half of the planet’s surface. They liebeyond countries’ national waters and thus sit under agovernance regime that has not evolved in response tomodern scientic understanding or to rapid advances inextractive technologies.

An international opinion survey has showed overwhelmingpublic support for sustainable management of the globalocean. Eighty-ve percent of respondents in 13 countriessaid governments should take the needs of futuregenerations into account when deciding how to managethe high seas, with only 5% opposed.

The Global Ocean Commission, jointly chaired by formerCosta Rican President José María Figueres, South AfricanMinister Trevor Manuel and former UK Foreign SecretaryDavid Miliband, will issue a set of recommendations forreform in the rst half of 2014.

It seems likely that accountability will be a key element of

these developments. The pressure is already beginningto build and there have been calls for all vessels on thehigh seas to carry identication numbers and be trackableusing satellite or other technology. While, currently,passenger ships and merchant vessels over 500GRT haveto carry unique and unchangeable International MaritimeOrganization (IMO) numbers, and to operate equipmentallowing real-time tracking there are concerns that othercraft on the high seas do not.

According to the Commission, Governments are wellaware of the security issue, and many of them are takingsteps to combat it in their own waters. However out onthe high seas, it’s a different matter; there’s been verylittle progress, despite clear evidence of criminal activityincluding piracy, drug smuggling and illegal shing.

The future of maritime security is therefore to become atrusted, recognised and respected part of an integratedsolution. Where we might see a future of unmannedvessels we will need to see the security threats andimplications properly and effectively managed. Where wemight see people living in offshore communities, we willneed to have security built in as a prerequisite and as akey element of society’s move over the horizon.

The next decade, will likely see the same old threatsevolve little, but spread wider. The curse of piracy willadapt and take root in the places where the climate ismost conducive – such as the current shift from East toWest Africa. The same with smuggling and terrorism –where there is a weakness it will be exploited.

While the growth of our current trades will drive theshort term growth out at sea it will likely be the predicted

population explosion which will shape the responsesbeyond that. The need for space will likely see morepeople looking to the sea for room to live and work. Itseems the key to maritime security in the longer term isone of anticipating the technological, sociological anddemographical changes and being able to provide thesolutions which ensure that protection and defence arebuilt in as a core basic consideration.

It seems that civil society and industry will likely movebeyond the traditional borders and barriers of today, andthat will pose a signicant challenge for the commercialinterests leading the charge. We should not allow thefears of criminality to limit our expansion into a bravenew oceanic world, but we should recognise the threatsand deal with them. That is the role of maritime securityinto the future, and one which will be based not on beingtypecast as a provider of muscle, but on intelligence,innovation, data, equipment, technology and hardware.

In assessing howmaritime security

will provide the rightservices and solutions

it is important toappreciate how

trade may evolve

PAGE 11


7/13

Communication Costs

As we look to the role of security in the future,an often neglected element is the importanceof the role of communications. With globaloperations occurring often in dangerousconditions, the need for effective andspecialised communications is absolutely vitalfor both welfare and cost management.Communications, covering voice, data and tracking, arean essential part of today’s maritime operations. Withoutit lives can be endangered resulting in potential companyliability. Employers have a duty of care to ensure that allreasonable procedures are taken to maintain workplacehealth and safety of their employees. It is importantto note that these obligations extend to contractors

recruited for xed term contracts or specic voyages.

With the Maritime Labour Convention (MLC 2006) nowin force, the welfare of personnel has become an industryfocus. As a result, improving communications accessfor those onboard is now a key issue. Not only must anemployer care for staff, they also have to demonstratecompliance and commitment by provision of the correctcommunications equipment that is supported byappropriate logistics and training.

Whilst the importance of the equipment is indisputable,alongside this comes the issue of costs. When maritimesecurity teams are deployed on transits, their ‘core kit’includes basic satellite communications which meansusage costs can quickly become a problem.

According to communication leaders, Setel, “Companiestie themselves into expensive pre-paid tariffs in their rushto deploy communication systems. It does not have to bethis way.

Costs can be better addressed by moving to a moreexible post-pay arrangement with better reporting andultimately lower comparative costs.”

Additionally, with smartphones/tablets using everincreasing volumes of data (usually roaming), costs canquickly ramp. Companies are faced with an urgent needto nd new and better ways to manage mobile devicesincorporating:

• Cost Management & Effective Tariffs

• Proactive Alerts

• Security & Policy

• Battery Life

• Coverage & Reliability

• New Technology & Innovation

Security providers need the best combination of satelliteand mobile technology to drive operational efciencyand ease of communication but within a ‘sensible’cost management framework. It can be a complicatedbalancing act to ensure effective communications whilstmaintaining control over costs.

To avoid unnecessary damage to reputation, employee/contractor dispute, and increased future cost, it isvital to address the obligations and combine thebest technological innovations with an effectivecommunication strategy.

Cutting costs does not have to mean cuttingcommunications – it just takes planning, vision and awillingness to embrace the host of new solutions whichare emerging all the time.

www.setel.co.uk

- Yet So Does Non-Communication!

PAGE 12

SAMI AffiliatesOffshore Maritime Security

& National Insurance Status

I hear far too of ten from Maritime Security Ofcers (MSO’s)working in the Offshore Maritime Security sector the stories

that circulate regarding UK Seafarer’s Earnings Deductionand National Insurance. Indeed, at the time of writing thisarticle I had taken a call from a client who had just returnedfrom a deployment aboard a UK agged vessel and he wasnot aware that his earnings whilst aboard this vessel could beliable to the full rate of National Insurance.

Firstly, the purpose of keeping your National Insurance recordup to date is to achieve enough qualifying years to receivethe full weekly rate of state pension entitlement when youreach state retirement age and also your entitlement to statebenets should you ever need to make a claim. There aremany factors that determine the rate of National Insurancethat a mariner’s earnings are liable to. This is a complex areaof legislation and therefore this article does not cover everyaspect but aims to make you aware of the main points.

The National Insurance regulations state that where youremployer or the payer of your wages is resident in the UKor has a place of business in the UK your earnings are liableto Class 1 National Insurance contributions. Your employeror payer of wages is also liable to secondary Class 1 NationalInsurance contributions on your earnings. For the current taxyear 2013/14 the main rate of Class 1 National Insurance is 12%on earnings up to £41,444 and an additional 2% on earningsabove this amount.

For those of you who are employed by an offshore basedemployer great care should be taken in considering yourNational Insurance status. An offshore employer who does

not have a place of business in the UK and does not pay yourwages through a UK based business is not required to deductNational Insurance from your earnings. Nor are they liableto the secondary Class 1 National Insurance contributions,although it does not automatically follow that your earningsare not liable to Class 1 National Insurance contributions.

Confused?For example, you may be employed and paid by a Channel

Island based employer who deploys you aboard a UKagged vessel. In this instance HMRC will ask you toprovide information such as who is the managing owner ofthe ship and how your employment contract was enteredinto. After considering your reply HMRC will determine therate of National Insurance and send you a demand for thecontributions due on these earnings. Depending upon therelevant facts your earnings could be liable to Class 1 NationalInsurance at the maximum rate of 12%!

You may be asking how does HMRC know who youremployer is, where they are based and how do they knowwhich vessels you have deployed on? As a mariner claimingthe Seafarer’s Earnings Deduction you should complete aSelf-Assessment Tax Return each year and also submit toHMRC a ‘Mariner’s National Insurance Questionnaire’ witha copy of your Discharge book showing the ships’ stamps.The Questionnaire asks for details such as your employer’saddress and where your wages are paid from. HMRC willalso review your Discharge book stamps to check in whichcountry the ships are registered.

Where you are employed by an offshore employer anddeployed aboard non-UK or Isle of Man vessels HMRC may,by concession, allow you to pay the lower voluntary rateof Class 2 National Insurance, currently £2.75 per week.Compare this relatively modest amount against the mainrate of Class 1 National Insurance (12% of your earnings) andyou can understand why HMRC will want to ensure that yourNational Insurance liability is correctly assessed.

England & Company have an experienced team advisingthose in the Offshore Maritime Security industry in respectof the Seafarer’s Earnings Deduction and their NationalInsurance obligations.

EC Maritime’s Glen Huxter AAT explainsthe complexities of UK National

Insurance contributions for thoseworking in Maritime Security employed

by UK or overseas companies.

www.englandandcompany.co.uk


8/13

PAGE 14

Member News

First for BelgiumESC Global Security has become the rstcompany to gain licence from the BelgianMinistry of Interior to provide security serviceson Belgian agged vessels.Belgian accreditation requires proper knowledge ofthe applicable Belgian and International legislation andRUF necessary for the lawful rendering of maritimesecurityservices.

ESC Global Security were issued their licence to serveon Belgian agged vessels on 26th July 2013 followingthorough auditing of procedures and operationaldocuments to ensure compliance with the Belgian FlagState requirements.

www.escgs.com

Steering Group Pilot SuccessPort2Port Maritime has successfullycompleted a pilot audit assessment forISO/PAS 28007.After a rigorous and meticulously detailed, top downvalidation process conducted from the companyheadquarters to overseas operating locations and out

to the point of embarkation, Port2Port Maritime hasdemonstrated compliance with this new managementsystem specication.

www.port2portuk.com

SAMI recently held an election to createan Industry Steering Group (ISG) for theAssociation, comprised of representativesfrom the global certied membership.The personnel listed below have been elected as

members of SAMI’s Industry Steering Group and willrepresent the various global geographical areas asfollows:

ChairmanAndrew Varney - Port to Port Maritime SecurityUK and IrelandChristopher Ashcroft - Independent MaritimeSecurity AssociatesBryn Orme - Zeal Global Maritime SolutionsChris Stewart - Black Pearl Maritime SecurityManagementDarren Watts - Sea Marshals LimitedAmericasDale McClellan - Special Tactical ServicesEurope and RussiaAntonios Papaioannou - Diaplous Maritime ServicesMuriel Siebel - ESS & SAMiddle East and AfricaCarlos Edwards - Salama FikiraAsia and AustralasiaMu-Hwan Kim - Shield International SecurityCompany The purpose of the Industry Steering Group isto represent the interests of the entire IndustryMembership to the Board of Directors. The Chairmanof the Industry Steering Group attends SAMI Boardof Director’s meetings and is able to provide insight,

feedback and input from the global membership.Further information on the role of the IndustrySteering Group can be found within Clause 17 ofSAMI’s Constitution.

Peter Cook, SAMI CEO, stated “The SAMI Board ofDirectors and SAMI Secretariat wish to sincerelythank all those who took part in this election processand look forward to working with all the members ofthe Industry Steering Group over the coming years.”He added, “This is a signicant development in ourmembership representation process”.

Members will be provided with more information onthe ISG and the details for contacting their dedicatedregional representative, and we hope that this systemwill ensure that a full range of views are formallyrepresented within the Association.

Global AwardGlobal Maritime Security Solutions LLChas been awarded Gold Category in theInternational Quality Crown Awards 2013.The International Quality Crown Award (IQC) ofBusiness Initiative Directions (B.I.D.) is presented inrecognition of those companies or organisations indifferent countries throughout the world that furthertheir reputation and position by implementing andpromoting quality culture.

The award will be presented at the IQC Convention GalaDinner in London on 24th November

www.gmss.ae

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Enlarging the FootprintLGS Matrix have further expanded theirpresence in Africa by opening an ofce inDjibouti.Shaun Taylor, Regional Manager Middle East, said: “LGSMatrix remains successful due to our ability to anticipateand satisfy our clients’ needs, the decision to open anofce in Djibouti was a logical step and one that will havea positive impact on our Indian Ocean and Arabian Seatransit services. Djibouti will continue to be a strategiclocation for a long time yet and our decision to invest in apermanent local structure reects our belief in this.”

“Our ofce is fully licenced and accredited allowing us toboth improve and add to our existing services. To add tothis we are now also fully licenced to operate in Sri Lanka.This enhances our service offer considerably and allows us

greater exibility and operational capacity.”

http://lgsmatrix.com/djibouti

Travel InnovationBusiness travel specialists ATPI have launchedinnovative new technologies to assist companieswith mission critical travel requirements.CrewHub has been specically developed to help reducecrew travel costs and to aid compliance and duty of carefor shipping, energy and offshore companies. The platformincreases booking speeds and minimises human error andworks in partnership with existing crew HR systems, givingcompanies the ability to send traveller requests, vesseland trip information directly from their crew managementsystems and ensuring there is a clear overview of wherepersonnel are and what costs are involved.

ATPI Traveller Tracking technology support clients’ duty ofcare procedures and can track travellers anywhere in theworld, giving the exact location of personnel at any giventime and implement emergency plans if required.

www.atpi.com

Cyprus CeriticateUK PMSC Sea Marshals Ltd has been issued with the Republicof Cyprus Private Ship Security Company Certicate, allowingthem to embark armed security teams on Cyprus FlaggedVessels for protection in the High Risk Area.

Sea Marshals’ General Manager, Steve Collins was delightedwith the approval, “We have worked hard over the past 12months to ensure that our systems and processes meet the

ever increasing demands of the ag states, clients and ship-

owners. Our approval for this licence is another justicationfor our companies approach to ensuring we implement bestpractices when and wherever possible. The licensing processwas certainly challenging and great credit should go to theDepartment of Merchant Shipping for their commitment tothe process and ensuring that it is not simply another “paperreview” process. We now look forward to being able to assistour clients whose Cyprus Flagged vessels require protection.”

www.seamarshals.com


9/13

In a Shipping Industry driven by standards andcompliance, the private maritime security sectorhas rightly been taken to task on the quality,legality and efficiency of its product.As newcomers to the supply chain, Private MaritimeSecurity Companies (PMSC) started on shakyfoundations, operating on the principle of ‘just enoughand just in time’, with little regard for sharing exactlyhow they delivered their product. However, it hasmatured remarkably and with internationally recognizedaccreditation and self-regulation has brought theoffering of maritime risk management servicesencapsulated by the International Organisation forStandards (ISO).

This has taken some time to materialise; however, giventhe encouragement and support provided by BIMCOin the development of ISO/PAS 28007 and raisingawareness of the standard amongst its membership.Most within the Shipping Industry who use the servicesof PMSC’s should now be aware of the existence of thenew ISO/PAS 28007 and the positive enabling effectit will have on the process of assessing and selecting asecurity provider. This has been further assisted by theefforts of the Security in Complex Environments Group(SCEG) and the Security Association for MaritimeIndustry (SAMI) to communicate the value of thisinternationally recognised accreditation standard.

For Port2Port Maritime, as the rst PMSC to undertakeand complete the pilot process, the challenge we facedwas to fully understand the requirement of the standardand apply it to our existing quality management system(QMS) processes. Like others within the sector whohave undertaken innumerable MSC 1405/06 and 1443based due diligence questionnaires, on site clientaudits, ISO 9001 and the Department for BusinessInnovation and Skills (BIS) inspection, all have facilitated

the opportunity to evolve and rene our processesas part of a continuous improvement philosophy. Forthe company, the requirement for ISO/PAS 28007was one of review and renement rather than reverseengineering and policy creation. Although considerableplanning, resource allocation and time managementmust be intelligently applied to successfully completethe audit process, understanding the standard’s aimsfrom the outset and working with what was already inplace was key.

To us, the single most useful aspect of the process is toremind us to place the protection of the client (in termsof assets, reputation and personnel) at the centre ofour risk assessment and planning. An ancillary benetis also that we have undertaken a cathartic and hugelybenecial review of all of our policies and procedures,which in turn allows us to unequivocally evidence toour clients that we genuinely deliver what we purportto do. A thorough audit process conducted by an

external, properly trained, experienced and regulatedauditing body further assists them. If fully understoodand embraced by the client community, ISO/PAS 28007as a dened bench mark against which to assess thesuitability of a PMSC will undoubtedly save time, moneyand effort whilst providing peace of mind. However,it is very important that the ISO/PAS is not dilutedthrough subjective interpretation and arbitrary “inhouse” modication, which will ultimately undermineand duplicate what the standard is designed to assessand verify. Port2Port Maritime believes it prudent tomake distinction between “vetting” which the ISO nowdelivers to a very high standard and “due diligence”which remains an essential on site metric for assessingthe commercial aspects of any security provider beyondthat covered by ISO/PAS 28007.

Until completion of the UKAS pilot accreditationprogramme later this year, no certication body canclaim to be accredited and consequently it is notpossible for any PMSC to be formally accrediteduntil then. Instead a PMSC can claim only to haveachieved certication to I SO 28000: ISO/PAS 28007on successful completion of the audit process. Asthe leading company in the pilot audit programme,Port2Port Maritime has now successfully achievedcertication to ISO28000: ISO/PAS 28007. TheShipping Industry should be condent in the standardand integrity of the audit process, which (for the rsttime) allows owners and charterers to objectivelycompare PMSCs for accountability and transparency,with the assurance of knowing what they’re getting,which should serve to make the appointment and use ofPMSCs less onerous.

Andrew Varney is the Managing Director of Port 2 PortMaritime, based in the UK, registered in Nigeria and withregional ofces Ghana, Greece and Korea.

www.port2portuk.com

Drivers for ChangePort 2 Port’s Andrew Varney talks standardsfor Private Maritime Security Companies

The Security in Complex Environments Group(SCEG) has been working with City & Guilds todevelop a Maritime Security Operative (MSO)qualification based on the new ISO28007standard. The new 8269 MSO qualificationlaunched on 4 June, 2013 and is the onlyaccredited award of its kind for PCASP withinthe UK’s Qualification and Credit Framework.Prior to the development of the new qualification, therehad been no formally recognised qualification matching

the competencies required by armed Maritime SecurityOperatives and the full range of skills and knowledgerequired by PCASP were not met by existing coursesand qualifications. As a result, MSOs had been asked todemonstrate their suitability through courses which werelargely inappropriate for their future role.

The qualification has received extensive industry support.Not only because is it a widely recognised and accreditedqualification, including the UK Government’s regulator,Ofqual, but it also provides clarity for those entering theindustry and for security companies and their clients,

Commenting on the launch SAMI stated: “The developmentof the new 8269 City & Guilds Level 3 Award for MaritimeSecurity Operative (QCF) is a constructive next step inthe evolution of the regulatory structure for the maritimesecurity industry. The qualification has been designed forindividuals and will provide an important step and goodfoundation for the training of privately contracted armedsecurity personnel (PCASP) going forward. The issue oftraining has long been a contentious one, and the City &Guilds course is a good start.”

The qualification development process from City & Guikds,a global leader in skill education, involved bringing inindustry experts to ensure the content and units wererelevant and directly corresponded to the ISO28007standard. 3rg Security, Ambrey Risk and Neptune MaritimeSecurity assisted with the development process whichinvolved a number of different stages; from identifyingthe target candidate, establishing unit titles and aims, toagreeing the number of teacher-led hours required and theassessment criteria.

Finally, before being finalised, feedback was requested fromthe wider industry to ensure nothing had been overlooked,and to ensure the qualification was fit-for-purpose.

The qualification is knowledge-based, consisting of fourunits and assessed through multiple-choice questionpapers. The units, all of which are key aspects to the role ofMSOs, cover the following:

Unit 1: The Maritime Security Industry. This unit explainsthe maritime security industry, organisations and relevantmaritime legislation to enable the learner to understand theworking environment and industry they will be entering.

Unit 2: Maritime Pre-deployment Planning & Procedures.This unit will ensure that learners will have a knowledge ofthe preparation and procedures that they will employ priorto and on joining a ship.

Unit 3: Maritime Security Operating Procedures. Thisunit will provide the learner with knowledge of securityoperating procedures, including Rules for the Use of Forceand standard operating procedures, according to BestManagement Practice whilst on board ship

Unit 4: Maritime Incident Management & Post OperationalProcedures. This unit will provide the learner with theknowledge to report and manage incidents and understandpost transit procedures.

Although the qualification is UK-accredited, piracy isan international issue and therefore the qualification isavailable internationally. All elements are covered exceptmedical, firearms handling and other STCW requirements. Ithas been mapped to PDSD, which represents approx. 25%of the total syllabus. It is supported by UK Government,MCA, shipping associations and security industry.

Kevin Blanch, Portfolio Manager at City & Guilds has been“impressed by the professionalism shown by the MaritimeSecurity industry and the support provided by manyindustry experts who volunteered to get involved withthe development. This clearly demonstrates a need by theindustry for a standardised, comprehensive and fit-for-purpose qualification to help mitigate the current threat

posed by piracy.”

Further details are online at

www.cityandguilds.com

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10/13

Big Security DataThe future of maritime security will ultimately be driven by data. Thecollection of statistics relating to threats, attacks, and responses will be vital,as will the need to crunch the numbers to understand and face the threatsidentied.The concept of “big data” is a buzz word, and the logic runs that by nding patterns ofbehaviour in the largest possible amount of data, we can develop more accurate strategiesand more effective campaigns counter the types of issued studied. While many industries areinvesting vast sums in the systems and capabilities to deal with the gures and the results, itseems that shipping is being left behind. This has seen pressure build to nd new ways andmeans of collecting, collating and distributing data on maritime security issues. A range ofagencies currently gather reports of piracy attacks and a myriad of independent sourcesassess and record incidents, however it seems there is still a data gap and the multi agentapproach is causing some confusion about the genuine threat prole.

In the past there have been calls for a single independent reporting body to tackle under-reporting and perhaps now the calls will become even louder. With uncertainty over the exactattack levels and decisions seemingly based on scant information, it seems the time hascome to harness and focus on creating innovative solutions to ensure universally agreed datais collected and promulgated. However, it seems we should also be seeking to develop new

criteria and denitions to better delineate the actual security problems facing shipping. Theterm “piracy”, has seemingly run its course – and if we are to build a new system of monitoring,data collection and reporting, then we perhaps need to dismantle the old barriers such asoutmoded, complex and divisive denitions of what maritime crime represents.

M a r i t i m e

S e c u r i t y M a t t e r s

CyberThreatsAccording to new researchthe world’s Global PositioningSystem (GPS) system isvulnerable to terrorists,pirates, criminals and hackerswho could use it to hijack oreven destroy vessels.A team of researchers at the University of Texas recently conducted large scale experimentsin which they tested the vulnerability of shipboard GPS systems. During one test researcherstook control of the navigation system aboard an $80 million, 210-foot super-yacht in theMediterranean Sea using a laptop, a small antenna and an electronic GPS ‘spoofer’ built for$3,000. The team were able to steer the ship far off course and even potentially put it on acollision course with another ship by feeding counterfeit radio signals to the yacht.

During that interception, the ship’s GPS system reported that it was correctly moving in

a straight charted track on the intended course. There were no alarms, even as the vesselproceeded to get further and further from its supposed safe track. The ship’s captain, AndrewSchoeld, said he and his crew were completely stunned by what occurred. Despite multiplecyber-attacks the bridge team were absolutely unaware of any difference, he said.

The potential repercussions and implications are frightening and wide-reaching. The cyberthreats to vessels are developing all the time. In just twelve months the University of Texasteam has gone from being able to slightly push an unmanned drone off course, through totampering with an entire large vessel, even as the crew watched on. The study consists of aclosed loop controller, and this allows them to dictate the heading of a vessel even when thevessel wants to go a different direction.

University of Texas’ Professor Humphreys claimed the US Department of Homeland Securityis ‘fumbling around in the dark on GPS security’. Without a new approach to such securitythreats it could be many more ships are faced with dark cyber forces, and it seems that thesethreats are not yet fully appreciated by many governments or ag States.

SecureAnchorage AreaWest AfricaThe threat of piracy in the Gulf of Guinea (GoG)is now considered to be as signicant as thatfound in the High Risk Areas (HRA) off theEast Coast of Africa, and the GoG piracy threatcontinues to rise.

The effect on commercial industry alone has reacheda point where ship owners and operators are reluctantto operate in countries such as Nigeria withoutsome form of protection. This has had a signicanteconomic effect, not only on the regions’ economies,but on commercial businesses and industriesoperating in the area.

Ocean Marine Security and SAMI Members PGS Grouphave established a Secure Anchorage Area (SAA)off the coast of Lagos, Nigeria to protect vesselsoperating in the region and surrounding High RiskAreas.The SAA is a secure place where vessels can anchorsafe from the threat of pirate attack. It is protected byan Maritime Exclusion Zone (MEZ), which is patrolled24/7/365 by multiple armed patrol boats.These patrol boats signicantly outmatch any piratecapabilities witnessed in the region and have a 100%success rate in deterring threats since they have beenin operation.The patrols also provide escort services for thosevessels desiring a secure transit through the High RiskArea (HRA) into the SAA, from the SAA to the Portand / or transit from the Port to a point beyond theHRA.The SAA is unique in that it effectively removes anyrequirement for armed guards on board the clients’vessels. In addition, any requirement to conductinterdictions of potential threats takes place beyondthe MEZ and at a signicant distance from the clients’vessels.The SAA solution is in the process of being establishedbeyond Nigeria in other West African States including,Benin, Togo, Ghana, Ivory Coast and Cameroon,guaranteeing a truly holistic solution to piracy in theGulf of Guinea.

www.saawestafrica.com

Working at sea can be tough. The wholeenvironment is geared towards industry andefciency and often those that have to workin these conditions can feel forgotten andalone.

The maritime security industry is particularly exposedto the stresses this causes. Called in for the mosthazardous journeys, security personnel operate underthe strain of knowing that they must always be on thelookout – the fact that they are on-board at all meanspotential danger.

Given the similarities between a career in themilitary, and the nature of maritime security work,it is nor surprising that so many maritime security

professionals are ex-service personnel. However,unlike many military careers, a job in marine securitycan mean a very isolated existence. Many seafarersstruggle to make lasting friendships and connectionswith their crewmates, due to divisions of language,nationality or gender. As temporary members of acrew, security personnel have even less opportunityto overcome these barriers and may struggle withoppressive loneliness.

The armed forces provide chaplaincy services asan outlet for servicemen, one that is often vital incombatting PTSD and calming frayed nerves, but thisrarely extends to those who have left the service.This is where maritime chaplaincy organisations, suchas Sailors’ Society, can step in and offer help. Throughits global network of multi-denominational chaplains,the Society offers emotional, spiritual and practicalwelfare support to seafarers across the world. TheSociety’s chaplains are ready to meet the needs ofseafarers regardless of rank, nationality or religion,whether that be a need for counselling, somewhereto go after a contract, or just someone to listen. Theycan provide opportunities for communication withloved ones at home or transport to the nearest shopor green space.

Sailors’ Society recognises the unique challenges thatcome with being a marine security operative, andlooks forward to extending the hand of friendship toany who need help. The Society operates in 66 portsacross the world. To nd out more about the workthey do,

Follow Sailors’ Society Online:

Port

Chaplains

www.sailors-society.org

Facebook.com/SailorsSociety

@SailorsSociety


11/13

RANGE INSTRUCTIONSRANGE INSTRUCTIONS

Avan t Gard e Mari ti me Serv ic es (Pri vate ) Lim it ed wi ththe approval and guidance of the Ministry of Defence,Sri Lanka has commenced Firing Practices Programme forMSOs / Sea Marshals under the supervision of a BritishQualified Range Master, formerly of the Royal Marines.

Specially designed training programmes are conducted to suitspecific requirements of PMSCs. LiveFiringisconductedtomeetInternationalstandardsonskillandproficiencyofMSOs

/SeaMarshals,speciallyinkeepingwithIMOGuidelines.

Successful participants are awarded a proficiency

certificate issued by the Ministry of Defence, Sri

Lanka.

TrainingisconductedatFiringRangesneartheportsofEmbarkation / Disembarkation,facilitatingthe MSOs/Sea Marshals toutilize this facility whilst intransitthroughSriLanka,thusprecludinganyadditionalexpensefortravel.

FIREARM TRAINING FOR MSOs IN SRI LANKA FIREARM TRAINING FOR MSOs IN SRI LANKA

LIVE FIRING FROM (100m)LIVE FIRING FROM (100m)


FOR RESERVATIONS & INQUIRIESFOR RESERVATIONS & INQUIRIES

Commander Bandula Wijemanna,(Retd.) SL NavyE-mail: [email protected]

Mobile: + 94 77 208 3522, Tel: +94 11 205 3140,Fax: +94 11 205 3142

AVANT GARDE MARITIME SERVICES (PRIVATE) LIMITEDNo.613, Bangalawa Junction, Kotte Road, Kotte, Sri Lanka.E-mail : [email protected] | Web : www.avantmaritime.com




Coping with PiracyThe Nautical Institute launch the rst handbook

in their refreshed Maritime Security Series

The Nautical Institute recentlyintroduced a fresh approach tomaritime security guidance witha series of new publications.The foundation guide, “Maritime Security: PracticalGuide” was launched at a SAMI members’ event inDubai last November. This guide provides an overviewof the wider view of maritime security, the tools formanaging it and the legislation, rules and requirements.The specic threats are covered in a series ofaccompanying handbooks; the rst being “MaritimeSecurity: Coping with Piracy” by Steven Jones,which launches on 1 1th September, during LondonInternational Shipping Week 2013.The aim of the security series is to ensure seafarers andmanagers ashore have better understanding of the keydrivers for industry decisions, and their responsibilitesto respond to security. ‘Coping with Piracy’ exploresthe unique challenges faced by seafarers to ensure theprotection of crew, cargoes and vessels, while providingtraining and delivering a stream of useable and timelyintelligence and data

While the implementation of Best ManagementPractices (BMP) for both Somali-based piracy andits West African iteration has been widely adoptedfar too many vessels, for various reasons, are failingin their duty to protect themselves and are leavingcrews vulnerable. Whether through ignorance ornegligence some seafarers are placed at unnecessaryrisk. There have been positive changes, but there arestill weaknesses and failings. There can be no excusesand all vessel operators in the high risk area have to beready to respond and react to pirate attacks and whilethere have been some progress against Somali pirates,there are many problem areas elsewhere.This Nautical Institute guide comes at an excellent timeto assist with both the practical application of securitymeasures, while also explaining how and why they areso vital. The guide stresses that anything less than thebest management practices is simply not good enough.It also hammers home the message that piracy is killingseafarers and destroying lives and livelihoods. Despitesome recent successes there is no acceptable level ofpiracy.

To order your copy visit:

www.nautinst.org/shop

The German Government has introduced anew licensing procedure for private maritimesecurity companies (PMSCs) in support ofGerman Registered ship owners. As partof these efforts, the German Federal Ofceof Economics and Export Control (BAFA)recently held a brieng for PMSCs to assist withpreparation for the procedures. The panel ofspeakers included representatives from BAFA,the German Federal Police and the HamburgWeapons Authority.

The standard is high and the requirements aredaunting. There is a necessity for 110 hours of specictraining, including 30 hours of German legal training,for all guards onboard a German ag vessel. Theprogramme is also extremely ambitious; the cut-off forlicense applications is 1st December 2013.The legislation is in two parts; the licence and theweapons permit, and is extremely detailed andcomplex with many references to German lawstatutes.

Details can be accessed at http://goo.gl/dbZWih

The requirements are challenging, and while notimposing any physical audit there are a number ofkey elements which relate to a company’s Conceptof Operations and Standard Operating Procedures(SOPs). While each PMSC will appoint a single seniorexecutive who will be “checked and analysed” andwill be responsible under law for the activities oftheir employees’ throughout the 2 year period of thelicense.In addition, to the internal requirements each PMSCwill have to appoint a German lawyer practicingmaritime law for the period of the license and permit.The fees for the process have not yet been nalisedand original estimates of 17,000-20,000 were mooted,but it anticipated that it will not be that expensive.During the brieng a number of PMSCs raised

concerns, these related to the fact that ISO/PAS28007 will not necessarily have any credibility againstthe new legislation. In accordance with Germanlaw they cannot refer to International MaritimeOrganization (IMO) Circulars or BIMCO’s GUARDCONeither, so there is a sense the process of licensing isbeing started over, in isolation.The aim of ISO/PAS 28007 was to establish aneffective internationally recognised standard for theuse of armed guards on ships. This was intended toprevent other nations having to formulate their ownstandard.While it was always accepted however that eachnation would have its own national legislativerequirements it was anticipated that this requirementwould only represent a small additional element.However, the introduction of this German license andweapons permit seems to have veered away frominternational standardisation creating an added layerof arduous bureaucracy.

It is not simply a problem of paperwork there aresome operational requirements which have not beenwell received. Indeed, there are concerns about theweapons permit requirements.These require all PCASP to carry side arms (pistols) forpersonal protection. The expense of procuring buyingand distributing pistols and ammunition around theHigh Risk Area (HRA) could prove prohibitive andthere is an extensive additional training requirement. Itwas also voiced strongly by the PMSC representativesthat a requirement for a short barrelled weapon seemsat odds with the fundamental deterrent principle ofprotecting a ship.There were also some questions as to applicabilityof the guidelines within the Gulf of Guinea wherethe complexities of providing armed guards arecompletely different. It seems this particular challengehas not perhaps been f ully appreciated by theauthorities.Ultimately it will be a commercial decision for PMSCsas to whether the German licence and weaponspermit is justied. Such decisions are usually basedclient demand and eet size. The German agged eet

currently stands at around 780 ships (15m GT) and isshrinking at around 1% per annum.Allied to this, the majority of the ships are containeror Ro-Ro vessels, which are not statistically themost vulnerable vessels. However, it should also benoted that the Germans are the fourth largest eetowner globally (4.5K ships and 98m GT) and it willbe interesting as to whether German owners take onthe new legislation for their ships agged with otherregistries.It is likely that many other nations, especiallythose with national registries (including Japan andthe Netherlands) will be watching developmentssurrounding the German legislation as they go throughthe process of drawing up their own laws.Our members are keen that we are able to work withag States to assist with the development processes.As we look to provide insight to mitigate the risk ofanomalies, while aligning with existing internationalstandards for an integrated global system.

German Licensing

for PMSCs

PAGE 20


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Transport Security Expo has been the leading event for global heads of Aviation, Maritime,Counter Piracy, Public Transport and Supply Chain Security for the past 10 years.

Designed to deliver clarity to the complex task of protecting Passengers, Cargo and High Risk Assets from thoseintent on doing harm, Transport Security Expo is the world’s most established event in this arena. Taking place on 13-14November at London Olympia - Transport Security Expo comprises an extensive conference and workshop programme,supported by one of the largest dedicated technology exhibitions held internationally each year.

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Middle East Workboats &Offshore Marine

30 Sept - 2 Oct, Abu Dhabi

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TransSecurity Expo8-9 October, Mexico

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India Shipping Summit

21-23 October, Mumbai

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Seatrade Tanker IndustryConference

29 October, Copenhagen

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Transport Security Expo

13-14 November, London

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Middle East EnergySecurity Forum

25-27 November, Dubai

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World BorderPol Congress

3-4 December, Londonwww.borderpol-event.org

in partnership with

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