thebridge - issue 8, april 2015

BRIDGEBRIDGING THE GAP BETWEEN SECURITY AND SHIPPING

the

Issue

8 : 0

4.15

OPPORTUNITY IN AFRICAPotential for the

Private Sector

MASS MARITIME MIGRATIONIndustry Roundtable

Calls for Action

SOLUTIONS FOR TRAININGOnline Course Meets

IMO Enforcement Date

MAKING SENSE OF MARITIME SECURITYA Close Look at Issues in

the Gulf of Guinea

+44 (0)141 305 [email protected]

The 2010 STCW Amendments require everyone employed on seagoing vessels to have security-related training, whether or not they have specific duties on board. The aim is to enhance maritime security awareness by recognising security threats and understanding methods of maintaining vigilance.

MarlinsMarlins STCW security courses are approved by UK MCA, Isle of Man and Liberia, as well as being formally recognised by other flag state authorities. They offer a choice of context, whether candidates work on cargo ships or leisure vessels and whether they have designated security duties or not.

AsAs interactive e-learning, our courses are accessible worldwide, offering flexibility and value for money. Courses are based on the IMO Model Courses 3.26/3.27 and are fully compliant with STCW A-VI/6.

Contact Marlins today for more information.

UK MCA APPROVED

"Not only does Marlins provide STCW security courses online, at a fraction of the cost, the staff behind the website answered complex questions and had great knowledge of the flag specific requirements.”

Tristan Abele, 3rd Officer

“Thank“Thank you very much to the Marlins team for this course, it is really helpful and I did learn a lot”

Stian Willemse

In this edition of theBRIDGE we look at the increased security threat from maritime terrorism faced by the shipping industry,..

SAMI recently held the latest in it’s seminar series focus on the Gulf of Guinea, we have an interesting overview of the presentations and outcomes of the event.

Our special report in this edition comes from Risk Analyst Dirk Siebels who looks at the potential for the prviate sector covering maritime security in Africa.

With the problems of mass maritime migration ongoing we have news

of the shipping industry’s call for action.

RTI Forensics cover the evolution of ISO 28007 and we have features on maritime security training from Marlins and the Maritime Training Academy.

There’s another round of maritime security matters and and of course news and announcements from across the membership.

We hope you enjoy this edition and would love to hear from you if you have any comments or contributions, please contact [email protected]

BRIDGE

PAGE 3

Welcome to the

www.seasecurity.org

CONTENTSSeas of Change Page 5

Making Sense of Maritime Security: West Africa Pages 6-7

Rising TIde of Terror Facing Shipping Pages 8-9

Maritime Security in Africa: Potential for the Private Sector? Pages 10-11

Global Solution for Online Security Training Page 12

The Evolution of ISO 28007 Page 13

Member News Pages 14-18

Affiliates Page 17

Sailor Today Awards Honours Page 19

Maritime Training Academy Launches New Diploma Page 20

Calls for Collective Action on Migrant Crisis Page 21

Maritime Security Matters Pages 22-23

Events Page 23

Welcome to theBRIDGE from The Security Association for the Maritime Industry (SAMI). Inside we bring you the latest news, views and thinking from across the maritime security sector.

Secretariat Update

SAMI’s Secretariat team are on hand to help:

Peter CookChief Executive Officere: [email protected]

Nadia BaltaHead of Membershipe: [email protected]

Chris Ashcroft

Projects Officere: [email protected]

Elisabeth WilsonHead of Equipment, Technology & Hardwaree: [email protected]

Gianna Molica-FrancoManaging Editor - theBRIDGEe: [email protected]

Anneley PicklesHead of Affiliates, Advertising & Sponsorshipe: [email protected]

Contact Us

+44 (0)20 7788 9505

[email protected]

HQS Wellington, Victoria Embankment, London, WC2R 2PN

The first quarter of 2015 has seen another full programme for the SAMI Secretariat, including a few changes in the team and attendance at important meetings and events around the globe.

The team waved goodbye to Andy Straw our Operations Director at the end of February; Andy has been with the Association for about two and half years and has worked tirelessly to get the administrative elements, critical to the smooth running of the Association, on to an even and stable keel. Andy has moved to the UK Forces Pension Society, where we hope he will have a good time but we are sure he will not forget his time on board with SAMI.

The Association now has a new Chairman of the Industry Steering Group (ISG), Yordie Wiebes. The voting process for the post of ISG Chairman was made in January/February and the appointment made in mid-February. Yordie was the vice chairman to Andrew Varney for the past year or so and therefore is carrying on the momentum he initiated. As a practising lawyer and the Legal Director of Shore & Offshore, a PMSC based in the Netherlands, he brings a different and more international perspective to the ISG.

We have also recruited Chris Ashcroft as Projects Officer. Chris has been involved in private maritime security for many years and brings a wealth of understanding and experience to the secretariat that the Association will greatly benefit from. Chris’s projects will include developing SAMI’s relationship with IMCA and looking at how SAMI will facilitate activities in the world of Maritime Cyber Security.

On 31st March SAMI hosted the latest in a series of maritime security seminars, this time focused on the Gulf of Guinea. We were delighted to host a panel of esteemed industry speakers and an abundant audience of maritime professionals. Following the seminar SAMI co-hosted a recption with PGS West Africa & Secure Anchorage Area (SAA) which gave attendees the opportunity to network with people from across the shipping and insurance industries as well as representatives from international organisations.

On the international front Peter Cook attended the Connecticut Maritime Association Conference held in Stamford at the end of March where he also met with a number of members. April sees Peter head to South East Asia for Sea Asia and meetings with members and

industry across the region.

Attendees at SAMI’s Maritime Security Seminar ReceptionImage courtesy of Stephen Spark

Seas of ChangeSAMI CEO Peter Cook gives an overview of current maritime security issues

Terrorism at sea is not new and, whilst it is estimated that only 2% of terrorism attacks are classed as maritime terrorism, this figure doesn’t reflect the potential disproportionate impact that an attack at or from the sea could have.

The first recorded terrorist incident at sea occurred in 1961, when a 12 man team (6 Portuguese, 6 Spanish) hijacked the cruise liner Santa Maria, sailing from Curacao to Miami. This first attempt was quickly resolved by the arrival of a strong US Navy force.

The unplanned hijacking by Palestinian terrorists of the cruise liner Achilli Lauro in the Mediterranean in 1985 raised fears about the vulnerability of such ships and their passengers. The incident led to the introduction of the UN Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation (SUA).

In 2000 the USS Cole, an Arleigh Burke destroyer – at the time one of the most sophisticated weapon platforms on the planet, was attacked in the Yemeni port of Aden by a man with improvised explosives in a rubber boat.

There was a similar style of attack against the MV Limburg, a Very Large Crude Carrier (VLCC), in 2002 when she was at sea; the explosion blew a large gash in the side of the ship.

In 2004, Superferry 14 was attacked with a home-made bomb by the Abu Sayyaf Group terrorists just outside Manila Bay in the Philippines;63 people were killed in the explosion and a further 53 drowned after jumping overboard.

Largely prompted by the 9/11 attack in the US, in 2004 the IMO introduced the International Ship and Port Security (ISPS) code, which was designed specifically to deter and defeat maritime terrorism.

The provisions in the code are used globally today to significantly reduce risk of maritime terrorism, but the code is only as good as those who enforce it, and therefore complacency is our greatest enemy.

The failed attack on the Japanese VLCC, M Star, in the Straits of Hormuz in August 2010, could have been catastrophic causing a serious navigation and environmental hazard in one of the world’s busiest and critical maritime choke points.

The terrifyingly well-executed terrorist amphibious raid on Mumbai in November 2008 demonstrated the vulnerabilities of ports to such seaborne terrorism, and has had a significant and long-lasting impact on the Indian perspective of maritime security.

As the volume of trade moving around the world increases, by more than 4% year-on-year according to Clarkson’s, ports become the critical nodes of global trade, but equally more vulnerable to terrorism attacks.

Terrorism at sea and in ports is international and, if it satisfies the ideological aims of a particular group, we are likely to see it being used more often and to devastating effect.

The terrorist is conservative looking for areas of weakness that can be identified and exploited; weak maritime security may give him the opportunity to exploit a vulnerability to devastating global effect.

The private maritime security industry must be more proactive

and dynamic than the terrorist by identifying potential vulnerabilities

first and finding effective ways to mitigate them. As a service

industry to the maritime industries we should be supporting them by keeping them ahead of the

forthcoming security problems.

Making Sense of Maritime Security: West Africa Maritime security threats and challenges exist along the entire West African coast – but there are opportunities too. As such it is vital the industry is ready to embrace the positives while mitigating and minimising the threats. In order to assist this process the Security Association for the Maritime Industry (SAMI) recently hosted a seminar led to explore the issues off West Africa.

Peter Cook – CEO, SAMI stressed just how difficult and complex the security situation is in West Africa. Uncertainty, ambiguity and opacity face all those doing business in the region – and these can become ever more pronounced when issues of crime, terror, and piracy are discussed.

It was stressed that what happens ashore affects those at sea, and so it is vital that industry is able to gain a clear picture of the socio-economic drivers, but so too the geo-political situation.

The region is experiencing rapid growth, and that will only exacerbate the problems – but it will naturally also mean more and more opportunity, By 2020 Nigeria will be in the top 20 world GDPs – this is not an area of the world which can be neglected from a business perspective. However, it is one which needs to be clearly understood and respected.

Much of the growth and development will also have political angles, and it was highlighted that the political structures, philosophies and practices in the region are different from elsewhere and diverse.

Knowing who to trust and engage with is key to making progress, but speakers felt it could take a long time, perhaps even a generation or longer to make the real progress needed. This again is a massive challenge – the need to keep people and assets safe and secure while embracing the many different, evolving facets of local politics.

The operational landscape, laws and threats are all different on the West Coast to the East Coast so the security model has to be different too. There is no one-size-fits-all security solution, but answers are needed and so the event was a great opportunity to begin to make sense of maritime security in West Africa, including what the threats are and of how they can be countered and by whom.

Patricia Davies - European External Action Services (EEAS), provided the conference with the European Union (EU) perspective and the four key aims which they intend to focus on as the situation progresses. These four aims are fundamental and set the scene for the approach which the EU is likely to explore and foster. The aims are to ensure:• Common understanding• Robust institutions• Support for prosperous economies• Strengthening of cooperative structures

The EU has a plan in place, the “EU Gulf of Guinea Action Plan 2015-2020” – an approach which sets out the milestones of progress, in the short (12months) medium (1-3years) and long term (3-5years). The Action Plan reasserts the importance of taking all appropriate measures to combat maritime crime.

The EU is eager to explore projects and options. They are looking for innovative ideas and proposals, and it is important that these are made known to the EU as soon as possible.

Event Speakers L-R: Peter Cook, Patricia Davies, Jerome Michelet, Dr Alex Vines, Fiona Rider, Dr Phil Belcher, Dirk Siebels.

Images courtesy of Stephen Spark

PAGE 6

Unfortunately gaining EU funding or winning tenders can be a rather difficult. However, SAMI stressed that having taken part in two major EU projects the Association is in a good position to guide members in making headway in this regard.

A review of the situation in the Gulf of Guinea was provided by Jerome Michelet of Oceans Beyond Piracy (OBP). He spoke of the OBP report on West Africa, which will be released later in the year.

According to the unverified OBP data, they have received details of 67 West Africa attacks in 2014, down from 100 in 2013. The split shows territorial waters are the most dangerous place, with 58% of attacks – compared with 42% on the High Seas.

The data thus far also suggests that the pirates in the region actually have a low success rate, and there are only calculated to be one attack per 730 transits – however, it was stressed that this is still too high.

It was stated that Nigeria is not just the home of piracy in the region, it exports it too – with Nigerian gangs deemed to be responsible for attacks out on the High Seas and in the territorial waters of other States.

This fed into the Geopolitical Situation in West Africa, which was assessed by Dr. Alex Vines of Chatham House. He stressed that the biggest question was how the new President elect of Nigeria could and would impact security.

Dr Vines stressed the West African security challenges are significant and growing in step with the regional development. They encompass wider fundamental issues such as migration, food and water, but what we see is that the symptoms reach out to sea. This is where piracy, kidnap for ransom, drugs, contraband and people smuggling, and illegal fishing make themselves felt – and solutions will be needed to make the region safer and secure.

A contributor to help to answer problems in the Gulf of Guinea has been to establish reporting procedures and the Maritime Trade Information Sharing Centre. Fiona Rider – MTISC-GoG Project Officer, OCIMF was on hand to explain more of the centre, its work and the processes in place.

The centre records, maintains and shares details of security related reports. MTISC established a Voluntary

Reporting Zone and the centre is now open and manned 24hrs a day. It currently receives 250 reports a day with 1500 vessels in total having been registered.

Representing the views of the shipping industry, Dr. Phil Belcher – Marine Director, of INTERTANKO spoke on the challenges facing shipowners, more particularly tanker operators.

INTERTANKO is especially concerned about the security situation off West Africa –given the implications for tankers of oil theft and illegal bunkering. Perhaps uppermost in the concerns is the sophisticated nature of pirate attacks off Nigeria.

In setting out the needs of tanker operations, INTERTANKO seeks to: • Encourage reporting • Improve and facilitate commerce. • Foster response from the International Community • See involvement from industry

Dirk Siebels, Associate Analyst, Risk Intelligence, sought to provide an oversight and analysis of the current situation. He highlighted the fact that NIMASA has banned armed guards, and ships are being detained – even with unarmed “advisors” onboard.

It was stressed that the Gulf of Guinea requires different security solutions to elsewhere, and it was seen that one of the most effective strategies had been to employ patrol boats for protection. As such we are perhaps seeing a form of gunboat diplomacy, however this comes with complications too as it can appear to seem like privatisation of the Nigerian Navy.

In a search for pragmatic, legal and workable solutions, there have been moves to provide designated zones for private security – these anchorages or marshalling areas can be protected and give some degree of assurance to vessels in the area.

It is also understood that designated STS zones are being explored, and these could provide yet further evidence that innovation, investment and a commitment to change can bring rewards in the form of safety, security and certainty.

For more details of the event or to access speaker papers go to: http://goo.gl/Xoy6oP

PAGE 7

In the wake of the tragic terrorist attack in Tunis, which killed a number of cruise ship passengers, academics, analysts and researchers have been assessing what went wrong, how passengers can be protected and the small matter of who will settle the claims which have arisen.

As the “MSC Splendida” and “Costa Fascinosa” arrived in the Tunisian capital Tunis last month, tourists spilled out and headed to the usual visitor hotspots. As so many have before the tourists from the ship were among scores who took the opportunity to visit the Bardo Museum.

Tragically, almost immediately they were caught up in a brutal massacre as jihadi gunmen disguised as soldiers burst in and sprayed bullets at the scores of Western holiday makers. In total 19 died and many more were injured.

SECURITY ASHORE

It can perhaps be a little bewildering when stepping from the cossetted luxury of the latest giant cruise ship into a new port of call, but of course each nation has its own harsh realities which can seriously impact visitors.

Eqypt has long suffered from terror attacks in its Red Sea tourist resorts, and Mexico and some Caribbean islands have seen cruise ship passengers robbed, raped and even murdered.

The sunny, smiling image of the cruise idyll does not always sit well alongside the real conditions of the countries being visited.

Tunisia has now perhaps seen the 360 degree ripple of the effect which itself began with the Jasmine Revolution which set off the domino effect of the Arab Spring. With the collapse of regional partners and rise of Islamic State, it has perhaps been a country very close to, if not in the firing line, something which spilled over with such tragic effects.

WHO WILL PAY?

The issues of culpability, risk assessment, liability and wrong doing have been highlighted by the media questions as to who will pay out for the loss of life and injury.

Marine insurers say the question about which insurance policy will pay for the passengers of two cruise ships who were killed and injured in the attack is far from clear.

It is understood that the cruise operators are now working with their insurers to see which policy will cover the attack, but this is a complicated issue. Indeed the complexity of the cover taken out by cruise operators means there are several potential insurers involved and the companies may also have specific insurance cover for trips by passengers on land.

WHEN TERROR HITS ASHORE

Cruise ship operators should of course have liability cover for the crew and passengers while on board the vessels with protection and indemnity (P&I) insurance in place. However, if there is a terrorist element and when attacks happen ashore, the liability for the passengers may also fall under the cruise ships' war and terrorism cover. This means that such risks could well be underwritten, not by the P&I Clubs, but by the marine hull underwriters.

It is a usual stipulation that individual passengers take out their own personal travel policies, which would be expected to pay compensation for injuries and/or deaths.

As such, it is unclear as to how shorebased issues affect the cover provided to vessel owners. Questions over where the liability lies will of course emerge, and the key may well be contained in the terms under which a ticket is provided to cruise passengers.

According to one expert, “If the ticket stipulates that the cruise operator takes responsibility for the passengers both at sea and on land then it would be a P&I matter”.

The Rising Tide of Terror Facing Shipping

PAGE 8

It is also understood that the relevant insurance policies in place will pay in line with the Athens Convention on passenger liability. The Convention states for a loss suffered as a result of the death of or personal injury to a passenger not caused by a shipping incident, the carrier is liable if the incident which caused the loss was due to the fault or neglect of the carrier.

The burden of proving fault or neglect lies with the claimant. The liability of the carrier only includes loss arising from incidents that occurred in the course of the carriage. The burden of proving that the incident which caused the loss occurred in the course of the carriage, and the extent of the loss, lies with the claimant.

With more and more passengers being taken to ever more potentially problematic places it seems that this issue will need to be addressed in a considered and streamlined manner.

SECURITY ADVICE

According to the UK Government, there is a high threat from terrorism, including kidnapping. Attacks could be indiscriminate, including in places visited by foreigners. After the attack at the Bardo museum in the centre of Tunis the UK believes that further attacks are possible.

The US advice is that, terrorism also remains a significant concern. Tunisian nationals have been involved in international terrorism, and international terrorist organizations have on multiple occasions called for attacks in North Africa, including in Tunisia.

They stress that attacks in tourist areas remain a possibility and the U.S. Embassy recommends that U.S. citizens in Tunisia continue to maintain a high level of vigilance.

Caution should be exercised when frequenting public venues that are visited by large numbers of foreigners, such as hotels, shopping centres, tourist sites and restaurants.

RISKY TOURISM

It is not just the view of foreign governments; the Tunisian Ministry of the Interior had previously warned of a threat to attack industrial and tourist sites. So perhaps it was foolhardy for cruise excursions to carry on regardless?

While the majority of Tunisia may be peaceful, terrorist attacks have increased there since 2013. In October 2013, there were failed attacks at a hotel in Sousse and the Bourguiba Museum in Monastir. Since then, members of the Tunisian security forces have been targeted in terrorist-related incidents at various locations, mainly near border areas including in the Chaambi Mountains.

So was the risk of attack properly assessed by the cruise company or tour operator, and did the tourists themselves have access to sufficient information to make an informed decision?

AVOIDING PROBLEMS

Cruise operators have a duty of care for the passengers on board the vessel and they will organise trips on behalf of passengers. Some experts believe that it would be difficult to hold a cruise operator or the tour operator liable for events such as terror attacks as there may be no way of envisaging such a terrible event.

Given the wealth of risk analysis tools, guidance from governments and the responsibility imposed by the International Ship and Port Facility Security (ISPS) Code, there is a real emphasis and impetus behind cruise lines analysing risks effectively and guiding passengers accordingly.

The trust and blind faith that passengers can sometimes display means that the duty of care which cruise operators have to extend to their passengers runs even deeper than perhaps may reasonably be expected. There can be a naivety displayed by some cruise passengers, and they may need protecting not just from criminals and terrorists, but from themselves.

In taking thousands of holiday makers into potential dangerous areas, there are many risks for cruise operators to consider, and they need to be taken fully into account.

PAGE 9

Maritime matters have long been neglected in most African countries. While almost all coastal states on the continent claim an Exclusive Economic Zone (EEZ), few efforts have been made to realise the ocean’s economic potential. The picture, however, is beginning to change.

Piracy off Somalia and in the Gulf of Guinea is the most headline-grabbing phenomenon. More importantly, pirate attacks have highlighted challenges associated with a lack of security at sea. Illegal fishing, drug and weapons smuggling or human trafficking may all have serious ramifications on land. Offshore oil and gas production offers vast opportunities, but can only take place in a more or less stable environment. Finally, maritime trade is important for economic growth, yet again security is a critical factor.

The African Union (AU) has finally recognised the potential value of the maritime environment. In January 2014, the AU adopted the 2050 Africa Integrated Maritime (AIM) Strategy. In developing the strategy, the AU tried to mobilise as many stakeholders as possible because ‘the approach to regulation and management of maritime issues and resources cannot be confined to a few select sectors or industries’.

This article concentrates on two aspects which are important for many coastal states in Africa: sustainable fishing and offshore oil and gas production. Both aspects are examples of the maritime potential most coastal states have long neglected. Furthermore, opportunities for a larger role for the private sector will be discussed. Private Maritime Security Companies (PMSCs) are often associated with armed guards yet they could provide a range of other services, assisting African governments to develop maritime capabilities much faster than they could on their own.

Maritime Security in Africa: Potential for the Private Sector? Article by Dirk Siebels

Illegal Fishing Threatens Marine Resources

Illegal, unreported and unregulated (IUU) fishing covers a number of issues. Any country has the right to regulate fishing within its EEZ and to impose quota or licensing requirements on fishing vessels. Selling fishing licences could provide a steady income to many African coastal and island states yet without the necessary enforcement, such documents are worthless.In recent years, some studies have underlined the effects of IUU fishing. In Senegal, for example, illegally caught fish could be worth up to US$300 million per year. At the same time, the share of artisanal fisheries has dropped from 80% two decades ago to just 50% today. Fishermen and their families are losing their livelihood while the price of fish – an important source of protein for large parts of the population – is increasing.

Madagascar is another example. Fish has always been important for many communities, both as a staple food and a source of income. Knowledge of trends and composition of fisheries is limited though, most figures are nothing more than general estimates. According to a thorough review of catch statistics between 1950 and 2008, the total volume of fish caught in the island nation’s EEZ was likely to be twice as high as official data suggested yet monitoring capacities remain almost non-existent. The study concludes that ”tensions are likely to increase and food insecurity may become a growing concern for coastal populations in the near future”.

Oil and Gas Offers Potential

Outside of academic circles, there have been very few discussions about long-term implications of illegal fishing. Offshore oil and gas is completely different. Until very recently, the only countries in West Africa with significant offshore resources were Nigeria and Angola. Within less than a decade, many new discoveries have been made and offshore production is rising rapidly.

Ghana started to export oil from the Jubilee field in December 2010. Some of the proceedings have been spent on procurement for the Ghanaian Navy, including two refurbished fast patrol boats from Germany and four new patrol boats built in China. Further discoveries have been made in other countries while Nigeria and Angola are also trying to maximise their offshore potential.

In East Africa, a natural gas bonanza has started in Mozambique. After huge natural gas discoveries were made offshore, Anadarko Petroleum and Eni agreed to build the second-largest liquefied natural gas plant in the world. Various companies are hoping to also find offshore oil which is easier to extract, process and export.

In neighbouring Tanzania, the numbers may not be quite as impressive but the country is set to become another important producer of natural gas. Low prices may delay some projects but investments are projected to be between US$10 and $20 billion, showing the huge potential of offshore energy.

PMSCs are Professionalising

The private security industry has a somewhat notorious reputation in Africa after the involvement of different companies in conflicts and coup attempts during the 1990s. Arguably the most prominent example was Executive Outcomes (EO), a private army that consisted of ex-South African combat veterans.

Private security at sea, however, is a more recent phenomenon with very different characteristics. In recent years, many efforts have been made towards regulation of PMSC operations, largely driven by governments and the maritime industry. ISO/PAS 28007 was introduced in early 2014, allowing for independent certification of PMSCs.

Even though regulatory efforts are directed almost solely to the employment of armed guards on merchant ships, such efforts may be an opportunity for African governments. They could use the expertise of PMSCs in various fields, ranging from training to logistics. While the provision of armed guards for the protection of merchant ships has been the most widely discussed service, PMSCs often employ former military personnel, more often than not highly trained and vastly experienced. Coastal states in Africa could use such skills to address maritime security challenges, some of which discussed above.

For governments, cooperation with partners from the private sector is controversial, particularly for security-related tasks. Such tasks are regarded as one of the most important obligations of any nation-state and not just African governments are often suspicious as they want to avoid constraints on their sovereignty. Being able to assert sovereignty in the EEZ, however, means that a government has to provide ships, personnel and a sufficient operating budget, among other things. If only some parts are missing, sovereignty at sea is virtual. Organised criminals or foreign fishing vessels can use this ungoverned space to their advantage.

Private sector involvement cannot be the solution to all security problems in the maritime domain. The necessary legal framework, for example, has to be provided by governments while politicians are usually reluctant when the provision of security is outsourced to the private sector. Employing private companies to provide specific services, however, could help many African nations to address short-term gaps and give them time to develop their own capabilities.

Even an unlimited budget would not be enough for any nation to instantly protect its EEZ. Development of naval capabilities has to take place within a strategic framework, involving various stakeholders in the maritime environment, e.g. fishing communities, police and customs authorities or port operators. In the meantime, some problems have to be solved sooner rather than later. Based on transparent contracts and under close scrutiny of national governments, PMSCs could help to address many of the short-term problems in Africa’s maritime environment without compromising the sovereignty of national governments.

PAGE 11

The recent attack in Tunisia, where several cruise ship guests were killed during a shore excursion, was a terrible tragedy and shock to all in the cruise industry and beyond. Since the hijacking of the Achille Lauro in 1985, the industry has been increasingly on guard against potential acts of terrorism against cruise and merchant vessels. The sad events in Tunisia demonstrate that security awareness remains a critical concern.

In addition to the threat of terrorism, global piracy it is by no means off the radar, despite an overall decline in attacks since 2010.

After the events of 9/11, IMO introduced the ISPS Code to provide a consistent framework for managing maritime security. To strengthen it further, IMO began introducing measures for additional security training, which were ratified in 2010 as part of the Manila Amendments to the STCW Convention. These training requirements apply to all personnel employed or engaged, in any capacity, on board any ship required to comply with the ISPS Code.

Importantly, this mandatory training extends to all personnel on any type of ship – meaning that, for the first time, superyacht crew, concessionaires and cruise hotel staff are required to be trained and receive a Certificate of Proficiency in either Security Awareness or Designated Security Duties, prior to starting their duties on board. Security is no longer the preserve of senior officers or those with specific security duties: all shipboard personnel now have a critical role to play in protecting their colleagues, passengers, vessels, cargos and ports.

The principle of security training for all is sound, however, implementation has not been straightforward. Employers have had to introduce this new training to thousands of seagoing personnel, sometimes in remote locations where there are no maritime training centres offering approved training. Recognising the complexity and scale of implementation, IMO agreed to extend the enforcement date to 1st July 2015.

The revised enforcement date is looming, however, there is an international solution for low cost, approved STCW security training.

Marlins’ STCW security courses, Security Awareness and Security Duties, are comprehensive e-learning packages developed with industry security experts. Both incorporate online assessment, with flag approvals from UK MCA, Liberia and Isle of Man. Uniquely, Marlins also offers versions of these courses tailored to the cruise and cargo sectors.

For the Liberia and Isle of Man approval, seafarers can access their training and assessment online, receiving certificates immediately upon successful completion, in time for their vessel.

Seafarers completing Marlins’ UK MCA approved security courses are able to study the e-learning component at any location, before sitting their corresponding examination online, under supervision at a Marlins Approved Test Centre of which there are currently over 170 worldwide, in 36 countries. Results can be verified via Marlins’ online database and successful candidates receive their certificate immediately.

Marlins’ process is simple: STCW Security e-learning can be purchased online directly by individuals or companies by Pay Pal or credit card then accessed instantly. At just US$50 for Security Awareness or US$80 for Security Duties, this makes for huge efficiencies by removing the need to travel to training institutes, saving on accommodation costs and time away from home during leave.

Marlins’ e-learning model also allows crew members to complete training in their own time, at their own pace via comprehensive study material that the crew member can refer back to.

With no hiring scheme nor bulk purchase requirement, Marlins’ courses provide the simplest and most efficient means of ensuring that global crews comply with the knowledge, understanding and proficiency that they need to maintain a close watch on maritime security.

Marlins (www.marlins.co.uk) supplies bespoke e-learning and assessment

solutions to the shipping industry including cruise and oil and gas sectors via an online

Learning Management System.

To discuss Marlins’ training, please contact: [email protected]

Marlins’ Global Solution for Online Security Training to Meet 1st July Enforcement Date.

ISO 28007 Converts to Full International Standard

In March of this year the International Organization for Standardization (ISO) announced that the ISO/PAS 28007 would convert to a full international standard designated as ISO 28007 – 1:2015. In this article Alain Schembri of RTI looks at the evolution of the standard.

The development of ISO 28007 marks one of the fastest ISO standards to be produced, illustrating how far this unique industry has matured over recent years and just how important the role of professionally trained armed guards are within the international shipping community.

Whilst the standard has not yet eliminated all other national accreditation requirements, it has most certainly become recognised as the leading benchmark standard by which PMSCs are measured. Latest figures indicate that 48 PMSCs are currently certified to ISO 28007 with more to follow, representing a third of the market.

Times have certainly changed since 2010 when the maritime industry regarded PMSCs to some extent with suspicion and distrust. PMSCs were often selected on very scanty and unverified information with a general misunderstanding of what exactly was required from a PMSC.

Many leading PMSCs developed in-house quality control management systems born from a combination of military, shipping and business experience, defining their reputations as companies that were ‘doing it right’. In a rapidly developing sector with increasing competition, it was difficult to independently verify a company’s fitness to trade in such a legally complex market. The industry identified early on the need for an independent criterion and created the ISO 28007 in four short years through the development of the IMO guidelines, BIMCO Guardcon, SAMI & SCEG’s working groups and other key stakeholders.

Maritime security is arguably one of the most complex business services to deliver, even more so if you are ‘doing it right’,so how do you know who is?

Operating a complex supply chain of personnel, and equipment across international locations, with intricate local jurisdictions is a challenge for any business. The addition of firearms on board vessels with it’s myriad of legislation and it becomes an even larger concern. Managing this supply chain requires extremely robust management systems and a breakdown in any one area can lead to catastrophic consequences. This is where ISO 28000 provides a high level management standard that enables a PMSC to establish an overall security supply chain management system.

Whilst the industry now sees the use of armed guards on vessels almost as “normal” we must not forget the inherent risks from having them there in the first place. The ISO 28007 – 1:2015 accreditation addresses 42 separate subjects over 24 pages, and its this depth of the standard which is precisely why it works so well. But it is not just about identifying a suitable PMSC for commercial reasons, it is the raising and maintaining of safety, legal and compliance standards across the industry as a whole and reducing the associated risks. We will most likely see a further acceptance across the shipping and associated maritime industries, as the insurance market continues to recognise the certification and makes the inevitable allowances.

At RTI we have found that companies have responded extrememly well to the certification process with an appetite to embrace the standard and make it work for them. Our three stage approach to the ISO 28007 certification along with the use and feedback from highly experienced Master Mariner auditors, supported by managers with PMSC management experience, enables clients to review and make them more robust and efficient. Having completed the 1st year surveillance audits of the companies from the initial pilot programme it is clear, they have all continued to develop, moving towards integrated management systems for all their ISO standards and have benefitted from involving all their staff in the process from CEO to PCASP. This has helped some organisations realise cost savings from rationalised management systems an reduce insurance costs for others.

www.rtiforensics.com

“We were delighted to be selected to participate in the Pilot Scheme” said Nick Gasson of Bowline Defence, “and have recently completed our first annual surveillance audit from RTI. We consider the

demands of ISO PAS 28007 necessary and an ideal hygiene check to ensure that all systems and procedures are fit for purpose. Holding the ISO has enhanced our confidence by allowing us constantly

to monitor and self-assess our work; we are a better and more efficient company as a result , something that has not gone unnoticed by our clientele. Throughout the process, including under audit, we have

been impressed by the deep knowledge, scrupulous professionalism, and constructive approach of RTI, who we recommend without reservation.”

Bowline Defence Limited recognised the significance of ISO PAS 28007 from the outset, as the benchmark by which PMSCs would be measured:

Member NewsUpdates from SAMI’s Global Membership

The Panama Maritime Authority has accredited ESC Global Security personnel to offer protection aboard Panamanian-registered vessels, in what is thought to mark the first Private Maritime Security Companies (PMSC) licence issued under the new Panama Administration.

Jaanus Rahumägi, ESC’s founding CEO and President, said: “This is a significant milestone for both ESC and Panama, since it is the first licence to be issued following the Panama government’s review of the PMSC application process.”

During December 2014, a new set of rules including a new licence fee for PMSCs was introduced whereby failure to comply would result in the revocation or suspension of a security company’s operating licence. The new rules also include more stringent requirements for the registration of armed guards and the way in which private maritime security companies are audited.

The new Panamanian rules are in place to ensure security companies are in compliance with or go beyond the requirements outlined by the IMO in Resolution MSC.349 (92), which entered into force in January 2015.

“We are very proud to have received this accreditation. Ships operating offshore Somalia, West Africa and the Indonesian archipelago continue to be attacked by pirates and armed criminals, which can result not only in the loss of assets but also in the loss of life. We cannot expect our merchant seamen to be soldiers or to understand the complex Rules of Engagement in different waters; it’s not their job,” said Rahumägi.

“Crews and ships must be able to go about their business in a safe and secure environment and this accreditation is testament to the first-class professionalism of our security personnel and their ability to ensure the safe, secure transit of the vessels on which they serve.”

In July 2014, ESC Global Security was licensed to provide security services on Belgium-flagged vessels, marking the first PMSC licence issued by that country.

Other flag states that have implemented accreditation regimes for PMSCs have also accredited the Estonia-

based company including Luxembourg, Cyprus and Croatia. In total, ESC security guards serve on the vessels of over 26 flag states.

The Panama Maritime Authority carried out its first accreditation process between May 2012 and January 2013, before closing the door on new applications. ESC Global Security is one of the first companies to be accredited under the new regime.

Rahumägi said: “The new Administration, which took office in June last year, has reviewed the process and all our documents were found to be in order with all fees paid and up to date. We are proud that our company was approved during the first committee meeting of the new regime. We have a 100% successful vetting rate by EU flag states and accredited certification for the ISO 28007 licence.”

In its Merchant Marine Circular MMC-245, Panama reiterates: “The use of Privately Contracted Armed Security Personnel should not be considered as an alternative to Best Management Practices (BMP) and other protective measures. It is recommended that BMP be applied throughout the High Risk Area (HRA) and in the Internationally Recommended Transit Corridor (IRTC) and be considered as the first, minimum, preventative option. Placing armed guards onboard as a means to secure and protect the ship and its crew should only be considered after a risk assessment has been carried out.”

www.escgs.com

ESC Global Security First to Receive Panama Accreditation Under New Rules

ESC SECurity guardS Can now SErvE on Panama-flaggEd vESSElS

PAGE 14

2014 saw a year of continued growth for Alphard Security despite difficult market condtions. Building on it’s success the company has expanded its operations by opening of a new Maritime Training Centre in Galle, Sri Lanka.

The centre will be offering City & Guilds MSO 8269 Level 3 qualifications for prospective maritime security operatives under the management of Eamon Dolan. Eamon has a wealth of experience as a maritime security instructor and is currently completing a Masters in Maritime Security.

“The commencement of training in this accredited training centre allows for a best industry practice approach to maritime security training and reflects the commitment which Alphard Maritime demonstrates to its clients and additionally providing our MSOs with the necessary tools of the trade,” Dolan said.

The new offering comes at the end of a year of expansion for the company, firmly cementing its place in the sector with the opening of new offices in both the UK and Dubai.

UK Director, John Howells, said:“Our UK office was a natural extension to best support the maritime industry. This, combined with our offices in Dubai, Mumbai, Sri Lanka, Singapore, Hong Kong, Shanghai and Nigeria, allows Alphard to have a truly global reach whilst allowing us to support our UK personnel, European clients and client companies with worldwide fleets

“Alphard is uniquely run by commercial Master Mariners and security specialists, and the last year has shown this to be something the maritime industry has been lacking to date. We are now the world’s 3rd largest PSMC, with over 160 clients worldwide, including major oil companies.

Alphard is fully accredited and certified with all major bodies, P&I Clubs, Insurers, Port Authorities and Flag States and is certified to ISO PAS 28007. We do not over- commit and, when we say we will deliver, we will deliver. This, combined with our professionalism, knowledge and reputation is a highly successful mix and leaves us well placed for the coming year.”

www.alphardsecurity.com

Continued Growth for Alphard Security

New Operations Director for CTI Marine

Maritime travel specialist CTI Marine has appointed Steve Harrop as Operations Director.

Steve joins the company from Dubai based Destinations of the World Travel, a leading global distributor of hotel accommodation and other ground related travel products where he was Group Chief Operating Officer for 4 years.

Steve will lead and oversee all of the company’s six operational offices teams, together with the technology teams, and report directly to CTI Chief Executive Officer, Ian White.

Ian White, said, “Steve is a commercially astute, goal orientated person with in excess of 20 years’ experience in business management. Having successfully fulfilled roles in a FTSE 100 PLC and major international businesses, Steve is great addition to the team and will help drive CTI’s ambitious growth plans.”

Steve Harrop, said, “It is with great pleasure that I join CTI at such an exciting time in the organisation’s life. I bring with me many years’ board level experience assisting companies growth strategies most notably with Destinations of the World. The skills I have gained incorporates finance, operations, commercial and IT development not only within the travel industry but also other service driven sectors. I look forward to working with my CTI colleagues and wider stakeholders in building on its successes and making us the travel management company of choice.”

CTI is one of the UK’s leading independent corporate travel management companies. The company has an annual turnover in excess of £100m and employs 175 staff in 6 locations. CTI specialises in managing the corporate travel and hotel reservations to over 500 companies.

www.cti.co.uk

Prof

MIRIS International’s Managing Director, Mike Williams has been admitted to the register of Chartered Security Professionals.

The register of Chartered Security Professionals has been developed by the Security Institute and the Worshipful Company of Security Professionals as a means of recognising and maintaining the highest possible standards and ongoing proficiency for individuals. Registrants have to comply with a Code of Conduct, a professional disciplinary code, and also complete continuous professional development each year.

To become a Chartered Security Professional individuals must have a good general awareness of security in the round (although may be a specialist in one particular field), be making a strategic contribution to the workplace, and prove competence in five areas:

- Security Knowledge

- Practical Application

- Communications

- Leadership

- Personal Commitment

Mike received his Charter Award from Lord Carlile QC

www.miris-int.com

Charter Success for Williams

PAGE 16

Meridian Global Consulting, LLC (Meridian.us), has been awarded accredited certification under the “gold standard” International Standards Organization (ISO) for maritime security firms and is the first company in the USA to earn this certification.

Having undergone a rigorous audit spanning three months and two continents by MSS Global, Meridian has achieved accredited certification to ISO 9001:2008 (Quality management), ISO 28000:2007 (Supply Chain Security management) and ISO PAS 28007:2012 (Private Armed Maritime Security).

“We are honored to be the first US-based Private Maritime Security Company to hold this prestigious rating,” Meridian President & CEO Jonathan McConnell said, adding “this accredited certification validates what we already knew . . . that ours is a quality operation with quality personnel.”

Tony Chattin, Managing Director of MSS Global, stated that ‘we are honored to have been invited by Meridian to assess them and help them set the US maritime security sector defining benchmark by demonstrating conformance to this internationally credible set of standards.

As a company based around veterans ourselves, we are adamant that the quality of security services enshrined in the military translates credibly in to the commercial arena; Meridian have demonstrated that credible translation.’

The triple certification / accreditation includes: 9001:2008 – The ultimate global benchmark for quality management. 28000:2007 – Developed to codify security operations within the broader supply chain management system. 28007:2012 – Developed as a maritime industry initiative to provide guidelines for

companies deploying Privately Contracted Armed Security Personnel (PCASP) teams on board ships.“The International Maritime Organization (IMO), the global governing body for the commercial maritime industry and an arm of the United Nations, tasked the ISO with setting this standard for security firms and Meridian is now one of an elite few, worldwide, to hold this accredited certification,” McConnell continued.

The ISO certifications come atop Meridian’s Stage 1 Certification from SAMI which included an audit of the company’s operations, reputation and stability.

Peter Cook, the CEO of SAMI said “We are delighted that our member, Meridian, has achieved this defining standard which sets them apart from other Private Maritime Security Companies (PMSC) as a provider of a high quality service.

The ISO PAS 28007 standard requires PMSCs to undergo careful scrutiny at their headquarters office and their operational teams are carefully audited whilst conducting operations in the Indian Ocean, which makes it the most comprehensive test for maritime security providers.”

Additionally, Meridian was vetted before being granted Executive Membership in the US-based Maritime Security Council.

Meridian has been in operation for six years and has protected hundreds of voyages transiting the High Risk Area for piracy that spans the Indian Ocean, the Red Sea and the Gulf of Aden off of the Horn of Africa and the coast of Somalia.

“We are proud of our excellent reputation and see this certification as a report card on the quality of our operation,” added McConnell, who is an attorney and decorated veteran US Marine Corps combat officer.

www.meridianglobalconsulting.com

Meridian becomes first USA-based Maritime Security Firm to earn ISO 28007 Certification

AFEX www.afex.com

ATP Instone www.atpi.com

Austral Maritime Services

www.austral-maritime.com

Bellwood Prestbury

www.bellwoodprestbury.com

Bio Clinics www.bioclinics.co.uk

Celero www.celerogroup.com

Ellis Clowes www.ellisclowes.com

Kanoo Shipping www.kanooshipping.com

Ocean Marine Security

www.oceanmarinesecurity.in

PSCS International

https://pscsinternational.com/

SAT Marine Travel www.satmarine.co.uk

Shorelutions www.shorelutions.com

AFFILIATES Making Maritime Business Happen

ATPI Add Enhancements to Employee Tracking System Along with savings, duty of care and traveller tracking continue to be a priority for the shipping industry when managing travel for employees, to ensure it is not only efficiently processed but also safe.

With this in mind the ATPI Group has implemented a number of new developments and enhancements of its technology to support the time consuming process of moving crew around the world. ATPI CrewHub is a technology platform developed by ATPI for shipping and marine companies, which works with a client’s own HR system to enable them to manage data more efficiently, whilst at the same time delivering both time and cost savings.

The latest developments include the addition of the Letter of Authority tool, which offers companies the option to combine their Marine or Offshore letter of authority with the airline e-ticket receipts.

In addition, to continue to meet the growing demand for travel programmes with a stronger focus on duty of care, ATPI recently added a series of enhancements to its Employee Tracking System (ETS). The new technology offers clients a host of benefits including access to detailed pre-trip and en-route travel data, enabling them to review security and health information so that employees are fully prepared before they travel.

An interactive map has also been added, showing traveller population density so that companies can instantly see if they have employees in a specific area and can identify if they need to make changes to travel plans and port handling.

The ATPI Group has over 100 offices worldwide and successful operations in event management, corporate travel, online travel technology plus specialist services for the shipping and energy industry.

For more information please visit www.atpi.com

As one of the very few SAMI and ICoC member organizations based in Nepal – Himalyan Odyssey are rather proud of what thay have accomplished in the two years that they have been supplying Gurkhas as maritime marshals. With this article, they hope to shed some insights into the modus operandi of their innovative business venture.

At present Himalayan Odyssey have approximately 190 deployed Gurkhas, 40 on standby and 30 being trained on the STCW modules. Whilst the mainstay business is still ground forces; the company are looking for opportunities for expansion into the maritime sector – solely as a provider of Gurkhas.

Venturing into the maritime security market, Himalyan Odyssey have been able to provide these Gurkhas, who usually did not have prior experience on the high seas; with proper briefing and orientation thus ensuring that they were ready for actual transits. This has been a successful undertaking to date as the men provided have been of a caliber that has been well received and deployed by numerous fellow SAMI members. The economic side of it has also been welcomed by these companies due to the decreasing rates that are being offered by the shipping companies.

Himalyan Odyssey guards have all been vetted using BMP4 practices – they have all served with the Nepali Army Gurkha regiments for a minimum of 8 years, retired with pension books. The company use ex-military team of Officers to select the teams and check their references, with further checks on their English standard to see if they are conversant with blue collar level of English and are able to write and read reports, and converse over radio. Also checked are their attitudes, psychological behavior and team work level.

Prospecitve guards spend time at the company’s training and security wing to undertake the relecant STCW95 modules training and obtain Seaman Books for them from the Bahamas and elsewhere. They take the yellow fever vaccines and are checked for their mental fitness and drug/alcohol tests. The only thing lacking is extensive ship experience and this is where Himalyan Odyssey work with shipping clients to provide this on board. This has worked really well with the operatives that have thus far been deployed.

www.hognepal.com | www.adeptandagilegurkhas.com

Himalyan Odyssey

PAGE 18

Alphard Maritime Security have been honoured with the ‘Seafarer Entrepreneur of the Year’. at the Sailor Today Awards 2015.

The award marks the achievement of Capt. Alok Kumar, in the PMSC industry since 2012. Capt. Alok said “I am truly humbled to receive this Award and it only makes me feel more responsible now. Since we started our PMSC division in 2012, 3 years after our inception in 2009 we have always kept security of our dear seafarers and good vessels at the forefront.”

Today, we are one of the world’s largest PMSC not because we do over a 1000+ transits every year but because we have ensured safe, secure and high class service quality voyages for all our clients on their every single transit in high risk areas. We admire our armed guards for their willingness to board the vessel at shortest notice from our clients. That has made all the difference for us .We vow to deter, detect and defend all piracy attacks relentlessly and continue making sea safer for all so that no one has to experience an incident like Asphalt Venture’s crew in future.”

Sailor Today Awards Honours

The 14th Sailor Today awards, held in Mumbai on 21st March, also recognised and honoured the Indian crews of MT Asphalt Venture and MV Albedo. The crews were held in the captivity of Somali pirates for more than 4 years and their families back home had also suffered equally.

Roy Paul, MPHRP Programme Director, and Chirag Bahri, MPHRP Regional Director South Asia, were applauded for the crucial and important humanitarian support provided on behalf of the Programme towards bringing these sailors back from captivity and reuniting them with their loved ones.

The crew and their families received a standing ovation from the gathering of nearly 2000 delegates, mainly

from the shipping fraternity, to salute the strength and spirit of these heroes.

Mr Paul said, “The families of the crew members were equally held hostage - they have also suffered tremendously.” He praised Shri Deepak Shetty, DGS India, its funders and partners to be able to support the piracy affected seafarers and their families.

Mr Bahri thanked Sailor Today and Capt Sunil Nangia and his wife for recognising and honouring seafarers affected by piracy, the government of India and DGS India and said that without everyone’s support this would not have been possible. He also thanked MPHRP’s Indian regional partners’ support and its Chair, Shri Michael Pinto, for his guidance and support.

Capt. Alok Kumar, Chairman of Alphard Maritime Security honored as “Seafarer Entrepreneur

of the Year” by Mr. Roy Paul, Maritime Piracy Humanitarian Response Programme (MPHRP),

Programme Director.

PAGE 19

PAGE 10

Distance learning experts, the Maritime Training Academy are pleased to announce the launch of their new Diploma in Maritime Security. Written by experts in the maritime security field, across the commercial and super yacht sectors, the course has been developed to build a career in the Maritime Security Industry.

The Diploma in Maritime Security will commence 1st April 2015 and will consist of 11 modules including ISPS code, Passenger Vessel Security, Superyacht and Private Yacht Security. It will also cover preventative measures and security procedures as well as the actual event. Case studies are used within the modules to bring the subject alive based on the first hand experiences of the authors.

All students are required to successfully complete and pass the module assignments. Diploma students are also required to sit a final examination in either April or October 2016. There is also the opportunity to attend two tutorial seminars, one mid-way through the course and one immediately before the examination. Tutors and support staff are available to offer student guidance whenever required.

Studying the Diploma in Maritime Security is applicable to existing professionals working in the industry as well as those looking to commence a career in Maritime Security.

This diploma compliments the Maritime Training Academy’s other 10 diplomas and 12 short courses that have been developed over the last 10 years. This new diploma give students essential underpinning knowledge that covers Maritime Security and Anti-Piracy.

Enrolments are now open. More information can be found at: www.maritimetrainingacademy.com

Alternatively, please contact Julie Arnold: [email protected]

The Maritime Training Academy Launches New Diploma in Maritime Security

Since its formation the Maritime Training Academy has been successfully providing specialist, expert training to marine professionals around the globe.

In recent years the Academy has significantly grown, offering an ever expanding training portfolio across several sectors of the maritime industry, from Superyachts to Shipping and Marine Surveying.

Delivered by distance learning, courses are managed and run by established professionals within the maritime industry.

www.maritimetrainingacademy.com

PAGE 20

Thousands of lives will be lost in the Mediterranean unless EU Governments take urgent action, say shipowner groups and seafarer unions.

European and global operators of merchant ships have joined forces with seafarers’ unions to urge EU Member States to take immediate collective action to address the growing humanitarian crisis in the Mediterranean Sea.

Since 2014, thousands of people have been attempting the dangerous sea crossing to Europe, from Africa and the Middle East, in overcrowded boats not fit for purpose, with over 3,500 people having already lost their lives. Many are at the mercy of people smugglers.

In a joint letter to leaders of all 28 EU Members States, the European Community Shipowners’ Associations (ECSA), the European Transport Workers’ Federation (ETF), the International Chamber of Shipping (ICS) and the International Transport Workers’ Federation (ITF) have warned that the crisis is spiralling out of control. They warn there is a serious risk of further catastrophic loss of life unless EU Member States respond with greater urgency.

The shipowner groups and unions are calling on all EU Member States to give immediate priority to increasing resources for Search and Rescue operations in the Mediterranean, in view of the very large number of potentially dangerous rescues now being conducted by merchant ships, a situation they believe is becoming untenable.

Merchant ships rescued around 40,000 people last year and this number is predicted to increase

dramatically. The shipping industry fully accepts its legal responsibility to rescue anyone in distress at sea, but argues it is unacceptable that the international community is increasingly relying on merchant ships and their crews to undertake more and more large-scale rescues. Single ships have had to rescue as many as 500 people at a time, creating serious risks to the health and welfare of seafarers who should not be expected to deal which such situations.

The navies and coastguards of those EU Member States on the front line in the Mediterranean have made impressive efforts to respond. But as the situation gets worse the shipping industry believes there must be a commensurate increase in State funded resources for Search and Rescue operations to address this major humanitarian crisis. In practice this means that all EU Member States need to share the financial burden in order to help prevent thousands more deaths.

However, the shipping industry also suggests that the EU and the international community need to provide refugees and migrants with alternative means of finding safety, without risking their lives by crossing the Mediterranean in unseaworthy boats.

The shipping industry says that the development of solutions to this crisis must be treated as an absolute priority as ‘it is literally a matter of life and death’. The shipowners’ representatives and unions are therefore requesting that this issue should be added, as a matter of real urgency, to the agenda of the European Council and relevant meetings of EU Ministers.

This joint call for action is being followed-up with EU governments at national level by Europe’s national shipowners’ associations and seafarers’ unions.

PAGE 21

Calls for Collective Action on Migrant Crisis

Maritime Security MattersNews, updates and information from across the maritime security industry

Anticipating Future Risks

PAGE 22

SOMALI PIRACY COULD REIGNITEIn a mirror image of events pre-2008 it seems that Somali waters have become targets for illegal fishing, and this in turn has prompted a rise in attacks close to the coast. It was also recently reported that pirates have seized a large trawler believed to have been illegally fishing off the coast of Somalia. This has raised fears that the scourge of Somali piracy may be returning.

VESSEL SEIZED In the past, Somali pirates justified attacks stating the need to defend their fishing grounds from illegal trawlers. The recent ramping up of illegal fishing with many vessels brazenly trawling waters less than five miles off the Somali coast will likely prompt a predictable and violent response.

This is a serious concern. If the hijacked trawler is used as a “mother ship”, it will once again give pirates the springboard to move further off the coast, which puts them back in the game with the capability to attack more and more merchant vessels. There are fears the vessel could be used as either a floating platform off the coast, or it could be deployed to range around the Indian Ocean hunting out target vessels.

BACK TO SQUARE ONEIn the past couple of years there has been an improvement in the security situation off Somalia – the much vaunted trinity of naval patrols, armed guards and best management practice have done much to protect vessels and deter pirates.

Alas this progress has not been translated ashore. A drop in attacks has perhaps blinded us to the fact that in all reality there has been incredibly little progress in Somalia – the poor are still poor, the hungry still hungry, and there are still men, boats and weapons. Nothing has been done to really smash the piracy infrastructure.

FROM BEACH TO BEACH-HEAD Thankfully, for the past couple of years the pirates had gradually lost their inventory of vessels, through release or sinkings. This denied them platforms out at sea, something which was vital in easing their route to targets. This recent hijack means the situation could now have changed.

Being forced to attack target vessels from the beach was always the weakness in the Somali model. They were limited in their view out to sea, and then there was the hazardous launching through breaking surf. With such a challenge to overcome, piracy in the area was always likely to remain a “cottage industry”.

It was only when the pirates were able to access vessels out at sea that their ability to strike rose almost exponentially. With a larger “mother ship” the ability to attack is enhanced greatly.

A SERIOUS CONCERNAt a time when naval forces could be tempted into a withdrawal from the area, as armed guards are used less frequently, and as crews are perhaps slipping into complacency, this should be seen as a real wake-up call.

The pirates are still out there, and they could now have the ability to become a real threat once again. Underestimating the security risk in the Indian Ocean could put ships in great danger once again.

TROUBLE IN YEMENThere are also concerns that the current conflict in the Yemen risks spilling out into the busy sea lanes that pass it and potentially disrupt the narrow Bab el-Mandeb passage through which nearly 4 million barrels of oil are shipped daily to Europe, the United States and Asia.

Oil prices rose as much as 6 percent late last month after neighbouring Saudi Arabia and its allies launched air strikes on Yemen that targeted Iran-backed Houthi rebels fighting to oust Yemen’s president.

Any impact or even closure to traffic of the Bab el-Mandeb - and the route to the Suez Canal would be potentially devastating. The strait and canal handle almost 20 percent of all trade and almost 7 percent of oil and fuel cargoes – and provides a 17 day shortcut between Asia and Europe,

PIRACY THREATENS THE MEDA warning to yachts cruising in southern Mediterranean waters was issued recently. The maritime registry of the Marshall Islands, International Registries Inc. (IRI) issued a Yacht Safety Advisory after concerns that the terror group ISIS could be set to venture into the Mediterranean from its foothold in Libya.

The fear is that this well-armed group will use speedboats to attack unaware yachts cruising in the area. British counter extremism think tank, Quilliam Foundation, has stated that ISIS planned to use Libya as a “gateway to Europe”.

As yet no reports have been recorded of such piracy action, but there are reasons to believe that leisure craft could indeed be vulnerable.

The Round Table of international shipping associations (RT) comprising BIMCO, ICS, Intercargo and INTERTANKO are developing standards and guidelines to address the major cyber security issues faced by the shipping industry. Protection against malicious attacks on computer based systems onboard ships is now hitting the top of the agenda for shipping organisations in all corners of the world. The International Maritime Organization (IMO) has already heard calls for action and the insurance industry repeatedly lists the issue as one for concern. The RT has made a submission to the IMO on this vital issue outlining the steps taken by the industry to address any vulnerabilities. The vulnerabilities can be numerous and the threats imminent – the question of protection is a complex set of issues and not just about operating a firewall on a ship or installing virus scanning software on the onboard computers. All of the major systems on a modern ship are controlled and monitored by software; these include the main engine, steering and navigation systems, and the ballast water and cargo handling equipment. To address this problem and help the industry to protect itself against these risks, the RT is already working with industry partners on a number of complementary projects to develop standards and

guidelines to address the cyber security issues.

This guidance to ship owners and operators includes how to:• minimize the risk of a cyber-attack through user access management• protect on board systems• develop contingency plans and also• manage incidents if they do occur. The RT (through BIMCO) and CIRM (Comité International Radio-Maritime) are also in the final phase of developing a standard for the maintenance and update of programmable electronic systems. These programs are all interrelated and address how industry stakeholders should develop, manage, update and secure computer-based systems onboard ships. Coordination between these programmes is therefore essential and recognised by the participating organisations. Angus Frew, Secretary General of BIMCO, said:“The Round Table representing the global shipping industry is taking cyber security seriously. “The standards under development are intended to enable equipment manufacturers, service personnel, yards, owners & operators, as well as crew, to ensure their shipboard computer-based systems are managed securely – and kept up-to-date to protect against the ever-growing threat from exploitation by criminals.”

Round Table Address Cyber Security

Seatrade Awards

06 May 2015, London

www.seatrade-awards.com

Seatrade Cruise Asia

11-12 June, Korea

www.seatrade-cruiseasia.com

Seatrade Offshore Marine & Workboats

- Middle East

5-7 October, Abu Dhabi

www.middleeastworkboats.com

EVENTS in partnership with

FOR EVEN MORE MARITIME EVENTS VISIT: www.seatrade-global.com

The must-attend global maritime event for 2015

Leaders from every sector of the global shipping industry will descend on London in September 2015 to celebrate the second London International Shipping Week (LISW). LISW will be packed with over 100 individual events and top rank meetings, culminating in a highly- focused industry and Government shipping conference and spectacular Gala Dinner.

www.londoninternationalshippingweek.com

Diamond

Golf Day Gala Champagne Reception Gala Dinner

Gold

Associate Sponsor

Platinum

Propelling world trade

Silver

Event App & Silver

LEADING SPONSORS

Organised byin association with

For further information on all sponsors please visit the website

30032015_lisw_2015_A4.indd 1 09/04/2015 10:07:08

thebridge - issue 8, april 2015

Documents