MSI Spring 2014

Maritime Security International

www.maritimesecurityinternational.net

Falling trend A decrease in Somali piracy has fuelled a drop in attacks worldwide, leaving incidents at the lowest level for six years

Wage talks Industry bodies met in February to discuss minimum wages for seafarers

Clandestine goods There have been a number of initiatives to halt the movement of clandestine goods, including drug smuggling

Spring 2014

Safe

refuge Finding a suitable place of refuge for ships in distress has been much on the agenda in recent times

Spring 2014

Falling trend A decrease in Somali piracy has fuelled a drop in attacks worldwide, leaving incidents at the lowest level for six years

Wage talks Industry bodies met in February to discuss minimum wages for seafarers

Clandestine goods There have been a number of initiatives to halt the movement of clandestine goods, including drug smuggling

Spring 2014

There are, moreover, concerns by some specialists that changing US policy and financial issues would lead to pressure in the next year or so to withdraw naval forces, which currently play a vital role in stopping pirate attacks.

As the issue of Somali piracy has not been eradicated on land, there are fears that if naval forces were withdrawn, then piracy attacks would begin to rise again.

Putting in place an international standard for armed guards on ships, it is believed, will reassure the shipping industry. The Security Association for the Maritime Industry (SAMI) recently held a seminar to discuss progress on the ISO/PAS 28007 standard for private maritime security companies, with chief executive Peter Cook commenting: “The question hinges on three possible outcomes.

Will shipowners choose to demand their providers have ISO/PAS 28007? Or will they be compelled to use it?

Or will they simply ignore it and continue with an ad-hoc system of in-house vetting and word of mouth?”

The criminalisation issue is not a new one in the shipping industry, and has been a source of great concern, particularly for ships’ crews involved in pollution incidents. However, SAMI has recently raised the issue of criminalisation of security personnel. Maritime security professionals should not be used as makeweights in political disputes, nor be seen as scapegoats in commercial quarrels. Whether they are former marines, soldiers or police – maritime security operatives are skilled and experienced professionals who should be afforded respect, credit and appreciation for the vital role they have played in tackling piracy.

This publication is printed on PEFC certified paper.

PEFC Council is an independent, non-profit, non-governmental organisation which promotes sustainable forest management through independent third party forest certification.

1

SAFE

REFUGE Finding a suitable place of refuge for ships in distress has been much on the agenda in recent times

Spring 2014

A comprehensive in-depth coverage of all the main security issues that affect ports, offshore and the shipping industry as a whole

Maritime Security International

While much has been made in recent months about the decline in pirate attacks on the east coast of Africa, the same cannot be said to be true of the west coast and there has indeed been a rise in the number of attacks including hostage taking.

www.maritimesecurityinternational.net

Introduction

The maritime security industry has done everything possible to become ever more transparent, accountable and to fit into the global shipping structure, SAMI says. Whether through the development of standards, such as ISO/PAS 28007, rules for the use of force or embracing standardised contracts, all this has been done with the goal of delivering excellent service for clients and the wider maritime industry.

Let us hope that this criminalisation trend does not continue.

Spring 2014

MSI Spring 2014 Cover.indd 1

11/04/2014 11:56

Publisher W H Robinson Editor Sandra Speares Tel: +44 (0)1483 527998 E-mail: sandra.speares@mar-media.com Project Director David Scott Tel: +44 (0)20 7386 6121 E-mail: david.scott@mar-media.com DESIGNER Justin Ives E-mail: justindesign@live.co.uk

Published by:

Maritime Media Ltd Suite 19, Hurlingham Studios, Ranelagh Gardens, London SW6 3PA, UK Tel: +44 (0)20 7386 6100 Fax: +44 (0)20 7381 8890 E-mail: inbox@mar-media.com www.maritimesecurityinternational.net

Maritime Security International

P.O.Box 957, Offshore Incorporations Centre, Road Town, Tortola, British Virgin Island

Correspondence address and operating from: 21 Bukit Batok Crescent # 28 - 70, WCEGA Tower, Singapore 658065

Contents Introduction

3

1

News In danger Shipowners are facing new dangers from fraudulent claims

7

Comment The changing dynamic of West African maritime crime in 2013/2014 Kidnappings up 85%, overall maritime crime up 21%, successful hijack for cargo theft down by 50%: the ever-shifting threat in West Africa

15

Viewpoint Return to the bad old days?

19 Maritime intelligence agency Dryad Maritime has been warning that a shift in US policy may result in a resurgence of piracy east of Suez and in the Indian Ocean in the next 18 months

Piracy Falling trend A decrease in Somali piracy has fuelled a drop in attacks worldwide, leaving incidents at the lowest level for six years

21 cover story

Organisations In training 27 Security organisations’ accreditation continues apace, while training remains a key issue, as does criminalisation of security personnel

Legal Under licence Germany has introduced new licensing requirements for armed personnel on its ships, while sanctions have been introduced as part of the Ukrainian crisis

31

Regulation Talking safety Further progress on maritime safety is high on the agenda at the International Maritime Organisation this year

34

Kidnap and ransom Taken for ransom 39 Ransom payments destined for terrorists have been the subject of a recent Security Council resolution, but piracy payments present much more practical problems

Spring 2014

Maritime Security International

Prote.a.s protect at sea 11 Aktis Str. Voula, 16673, Athens, Greece T/F: +30 210 9689977, M: +30 6936613812 E-mail: ng@proteasmaritime.com www.proteasmaritime.com

Bespoke End-to-End Service Our bespoke maritime risk management, security & fleet protection service utilises live piracy intelligence to advise and achieve a structured plan of the safest passage for your vessel.

• Armed & Unarmed Maritime Security Officers

• HSSE Audits and Advisories

• Vessel anti-piracy and risk mitigation training

• BMP 4 Implementation

• 24/7 Threat & Intelligence Analysis

• MSO training package

• Office & CSO Liaison Officers

• In-transit Intelligence

• Offshore Support

• Risk Assessment

info@seamarshals.com +44 (0)29 20 486 000

Contents Insurance Abandoned crew Seacurus considers insurers’ position on unpaid wages for abandoned seafarers

45

Seafarers Wage talks Industry bodies met in February to discuss minimum wages for seafarers

51 cover story

Detterents Security assurance Security training, new patrol vessels and help with IEDs are just some of the recent developments

53

Ports Safe refuge Finding a suitable place of refuge for ships in distress has been much on the agenda in recent times

57 cover story

Smuggling Clandestine goods 62 There have been a number of initiatives to halt the movement of clandestine goods, cover including drug smuggling story

Offshore Offshore solutions There have been a number of safety developments for the offshore sector in recent months

64

Events

68

Spring 2014

Maritime Security International

5

Prote.a.s protect at sea 11 Aktis Str. Voula, 16673, Athens, Greece T/F: +30 210 9689977, M: +30 6936613812 E-mail: ng@proteasmaritime.com www.proteasmaritime.com

News

In

danger Shipowners are facing new dangers from fraudulent claims

T

here are fears that shipowners are facing new dangers from criminal gangs making spurious oil fraud claims. The ‘victims’/fraudsters try to extort money from owners by bringing action against them for failing to deliver cargoes of oil they allegedly own.

Such scams were previously confined to West Africa, but now appear to have spread to other countries, as a case reported recently to the International Maritime Bureau (IMB) shows.

It involved a vessel that trades regularly into the Arabian Gulf. A claim has been lodged against the shipowner to recover over $50 million, the full value of a consignment of oil. The claimant alleged that the cargo of oil it owns was loaded onto the vessel in Russia but was never delivered to the designated discharge port in the Arabian Gulf.

Moreover, the claimant apparently has documents to prove this, and a local court in the region has been persuaded to issue a warrant of arrest against the vessel in the claim.

The case has put the shipowner in a dilemma, according to IMB. “He is reluctant to risk taking the vessel into the jurisdiction where the warrant was issued for fear that it will be arrested and he will become embroiled in litigation to get it released.

“At the same time, he is obliged to enter the region under the terms of the vessel’s current charterparty. Defaulting on it would mean he incurs financial penalties.”

The IMB says that another snag in the case is that the documents presented to the court to obtain the arrest warrant appear authentic and confirm that the vessel did load the oil at the Russian port, although it had not called at that load port.

IMB, which is assisting the ship owner and has seen the documents, are warning other owners to be on their guard.

It notes that what stands out in this new variation to West African fraud is the fact that documents produced in this case seem extremely credible, enough to convince courts of the claim.

The case takes the problem to a new level and presents shipowners with a much bigger danger to their operations, because it could seemingly be replicated anywhere around the world and particularly in states whose legal systems are less robust.

It also allows the perpetrators to wait for the alleged offending vessel to arrive at the designated country before lodging a claim locally. This could mean that the vessel is trapped before it can act.

“This may be the first of many other similar claims to be lodged against shipowners around the world if organised crime is

Spring 2014

involved. It is important that information on similar scams is collated” IMB said.

“If we can build a picture of what is happening it may be possible to identify the perpetrator or at least inform shipowners what to watch out for,” IMB adds.

IMB is asking shipowners who have experience or suspicions of this new type of crime to contact them so that a suitable response can be coordinated. It offers a range of services to assist shipowners in determining the authenticity of trade documents, one of which includes detailed analysis by specialist document checkers.

West African vigilance The ICC International Maritime Bureau is asking ships to be extra vigilant when transiting West Africa as piracy in the region becomes a growing concern.

The hijacking of the Liberian-flag product tanker Kerala in January by Nigerian pirates has sparked fears that these gangs are venturing further south.

In that incident, the pirates hijacked the Kerala off the coast of Luanda in Angolan waters.

The vessel was released by the pirates eight days later, after the cargo was illegally transferred in a ship-to-ship operation along the West African coast.

Maritime Security International

7

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News

SAMI response The Security Association for the Maritime Industry (SAMI) strongly refutes any

suggestion of inactivity regarding efforts to free the Advanfort personnel held in India, the association said in a statement in response to an Advanfort press comment.

On the contrary, the Association states that it has been extremely supportive of the company through its previous president, Will Watson, while liaising with the Mission to Seafarers to ensure they have been kept abreast of all relevant and pertinent information. In addition, during the ongoing case, SAMI has been in frequent and regular contact with the legal team working on behalf of the company – prior to their dismissal last month.

According to SAMI, “while such an attack is disappointing, it is perhaps not wholly unexpected. The situation, as all but two of the seafarers and guards are currently free on bail, has been building to a climax and this aggressive, unfounded stance is perhaps an inevitable consequence.”

SAMI CEO Peter Cook says: “We stand by the approach SAMI has adopted, it has been through necessity that we have focused on ensuring that no action taken by the Association would impact the individuals involved. The episode thus far has been complex, legally challenging and fraught with

difficulties. To have the Association’s conduct called into question is surprising, but we know how hard we have worked to support the guards in question, and are confident that all suggestions made by the company are without basis.”

“

We will continue to back all necessary steps taken by the Mission to Seafarers

“

The IMB has warned in its annual piracy report of the dangers to ships transiting West African waters, particularly around Nigeria, Benin and Togo, and urges continued vigilance as the threat remains real.

It further points to the fact that because pirates have never attacked so far south, it is likely that vessels in the area are not aware of the danger.

The common tactics employed by these gangs operating in the area is to hijack a vessel for its cargo, normally gas oil. However, in the process, crew members are also injured, and in some instances kidnapped, and vessels fired upon.

As a matter of course, IMB is warning ships to be extra cautious and to take necessary precautionary measures when transiting West African waters.

It urges ship owners and managers who lose contact with their vessels to report it to the IMB Piracy Reporting Centre as soon as possible, so that investigations can be carried out. If appropriate, suitable warnings can then be issued to other vessels in the same area to reduce the risk of hijacks. ❚

Cook continued: “We will continue to back all necessary steps taken by the Mission to Seafarers to ensure the crew of the vessel are afforded the support, advice and protection necessary.”

The Association has launched a new campaign calling for the end of criminalisation of maritime security operatives. ❚

VSAT coverage Airbus Defence and Space has expanded its Ku-band VSAT (Very Small Apperture Terminal) coverage in the Indian Ocean region (IOR), using the Intelsat IS-702 S2 satellite.

The new coverage enables improved availability of Pharostar, Sealink and WaveCall VSAT voice and data services for vessels transiting or operating primarily in the Seychelles area, north to Ethiopia and south to Madagascar.

Several diverse maritime groups will make use of more available high-speed VSAT, including commercial fishing, government, naval, shipping and yachting vessels. An improved Ku-band footprint will also enhance security and antipiracy efforts in the region.

“By bringing up this network, we enhance our market leading global VSAT coverage to support service providers serving customers in the IOR. The new coverage enables delivery of reliable connectivity up to 3.8Mbps,” said Ghani Behloul, head of product marketing, maritime at Airbus Defence and Space. “The IOR coverage extension is part of our commitment to maintaining the most extensive maritime VSAT coverage for global users.” ❚

Spring 2014

Maritime Security International

9

Posidonia 2-6 June 2014

Metropolitan Expo, Athens Greece

it's a great deal The International Shipping Exhibition

Organisers: Posidonia Exhibitions SA, e-mail: posidonia@posidonia-events.com

www.posidonia-events.com

News ?

PVI accreditation Protection Vessels International, part of Protection Group International and the world’s leading provider of private maritime security services, says it has achieved ISO/PAS28007 certification from Lloyd’s Register Quality Assurance (LRQA).

Initiated in April 2013, PVI was one of the first private maritime security companies (PMSCs) to participate in the ISO/PAS28007 pilot scheme. It sets the benchmark for PMSCs who want to demonstrate to the international community that they, and the operatives they supply, are of the right quality to legally, safely and effectively guard commercial shipping on the high seas.

Until now, there has never been one universal standard for private maritime security; a definitive benchmark that comprehensively encapsulates every aspect of a PMSC and how it should be delivering its services effectively.

The introduction of ISO/PAS28007 (annexed to the ISO28000 security management systems for the supply chain) has provided a framework for a universal set of standards and has been specifically created for ship owners and operators to support them in deciding whether or not the risk that they are taking has been properly evaluated, calculated and assessed.

One of three global management system certifiers that has participated in the pilot, LRQA is a member of the Lloyd’s Register group and recognised as a leader in quality and security management standards by the shipping community. The assessment is completed in two audit stages, during which the certification body rigorously examines the PMSC’s risk management systems, security management systems, legal and company infrastructure arrangements, operations management, incident management, training standards, recruitment procedures, client interface and internal audit systems. All business locations are evaluated, including those overseas, as well as the management of third-party agents operating on the PMSC’s behalf.

Eric Conway, managing director at Protection Vessels International (PVI), commented: “The introduction of ISO/ PAS28007 provides a universal standard for risk assessment. It represents a landmark in the professionalisation of PMSCs and provides shipowners and operators, as well as flag states with a foundation for future due diligence. ISO/PAS28007 sets the benchmark for PMSCs who want to demonstrate to the international community that they, and

Spring 2014

the operatives they supply, are of the right quality to legally, safely and effectively guard commercial shipping on the high seas. We are therefore delighted to have been certified

by LRQA, an organisation with such strong maritime credentials.

“As the largest PMSC in terms of both number of transits and operational footprint, PVI has actively supported the development of this standard since its inception in late 2012. We firmly believe that clear boundaries and standards are central to the ongoing development of private maritime security, and critical to effectively safeguarding the assets and reputation of shipowners and operators transiting high-risk areas. Legal compliance, professionalism, quality and excellence must be the cornerstones of any PMSC that wants to remain part of this maturing industry.”

The United Kingdom Accreditation Service (UKAS) is the sole national body recognised by government to assess evaluating organisations, such as certification bodies including LRQA, against international standards. UKAS began assessment of the certification bodies in June 2013 and has now closed the pilot process, allowing certification bodies to issue official UKAS-accredited certification to qualifying PMSCs. ❚

Maritime Security International

11

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News Stowaway problems Port facilities need to further strengthen their capacities for surveillance and access control,

in order to reduce the incidence of stowaways, participants at a regional seminar on stowaways in West and Central Africa agreed.

The International Maritime Organization (IMO) held its Regional Seminar on Stowaways in West and Central Africa: Analysis of the Current Situation and Measures to Reduce their Number in Abidjan, Côte d’Ivoire, from 25 to 27 March 2014. It was hosted by the Ministry of Transport of Côte d’Ivoire in the premises of the Port of Abidjan.

More than 50 participants, 31 of which were funded by IMO’s Technical Cooperation Programme, attended the seminar, including security and immigration officials from the 12 most frequent ports of embarkation for stowaways as identified by the International Group of P&I Clubs (major ports of Benin, Cameroon, Côte d’Ivoire, the Democratic Republic of Congo, Ghana, Guinea, Morocco, Nigeria, Senegal, Sierra Leone and Togo).

Representatives of other ports were also present, including ones in Congo and Angola.

Representatives of the Côte d’Ivoire Maritime Administration and other local stakeholder agencies in Côte d’Ivoire attended the seminar as well. It included table-top exercises to facilitate discussions and to identify best practices for avoiding stowaway incidents. The seminar also addressed aspects of security, facilitation of trade and repatriation of stowaways.

Participants agreed that the fact that stowaways are able to have access to port facilities and go on board ships in ports means that anyone with criminal intentions could have access to the port and ships as well. The security regimes of such ports could be improved.

The International Group of P&I Clubs puts the annual cost of all stowaway cases worldwide at approximately $15.3 million (measured from February 2011 to February 2012).

IMO partnered with the regional Port Management Association of West and Central Africa (PMAWCA) to prepare the seminar.

Representatives from the United Nations Office on Drugs and Crime (UNODC), Interpol, the International Organization for Migration (IOM), the World Customs Organization (WCO) and the United Nations High Commissioner for Refugees (UNHCR) also participated in the seminar, as well as delegates from the United States Coast Guard, the International Group of P&I Clubs, the International Chamber of Shipping and The Baltic and International Maritime Council (BIMCO). ❚

Risk management Turbulent seas and extreme weather can make sailing conditions perilous. Having a crew who are trained to understand how to minimise risks and manage the vessel under duress can make all the difference when trying to avoid loss of life.

Deep Water Ship Handling, a brand new training programme from Videotel Marine International, examines the situations ships face in deep water and advises how best to address them. Nigel Cleave, CEO of Videotel, says: “Seafarers clearly can’t control the weather.

However, there is usually action that can be taken by the master or the officer of the watch that can minimise or even avoid any risk.”

Deep Water Ship Handling is particularly appropriate for junior deck officers and above, including those studying for relevant qualifications. The programme, which is available in VOD (Videotel On Demand), DVD and e-learning computer-based training (CBT) formats, is also useful for non-seafarers who need to understand the issues faced at sea, particularly court or tribunal officials.

The course covers ship stability, head seas, beam seas, stern seas, complex rolling motions in beam and stern seas, parametric rolling, as well as raising awareness and recommending actions to be taken. It addresses regulations relating to STCW Table A-II/1, A-II/2 and A-II/3.

Good ship handling in deep water means monitoring those factors that cannot be controlled and managing those that can, such as the ship’s speed, course, schedule, load factors and other variables. It is a vital part of keeping the ship, its crew and its cargo safe.

Deep Water Ship Handling is produced in association with Norwest Interaction. The company has also assisted with the production of Videotel’s Hydrodynamics and Interaction programme, which explains the basic hydrodynamic principles underlying interaction and suggests ways of avoiding or reducing its effects. ❚

Spring 2014

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Comment The changing dynamic of West African maritime crime in 2013/2014 Kidnappings up 85%, overall maritime crime up 21%, successful hijack for cargo theft down by 50%: the ever-shifting threat in West Africa says Gray Page

Figure 1 –Maritime crime Bight of Benin and Bight of Bonny 2012/2103 Figure 1 –Maritime crime Bight of Benin and Bight of Bonny 2012/2103

L

ast year, reported incidents of maritime crime1 in the Gulf of Guinea rose by 21%, with 872 reported incidents compared with 72 in 2012 and 70 in 2011.

Certain types of maritime crime increased much more substantially.

Maritime kidnappings were up by as much as 85%. But while kidnappings increased, the success rates of those attempting to hijack vessels to steal the cargo dropped sharply, with only three of the nine reported hijack cases actually resulting in cargo loss.

Last year also saw kidnap and hijack shifting geographically, spreading further east and south. There were fewer hijack incidents in the Bight of Benin (the typical hijack area), but a surge of kidnaps and attacks in the Bight of Bonny, particularly in the waters local to the Niger Delta (see figure 1). So what is happening off the West African coast?

Bight o f Benin Bight o f Benin

Bight o f Bonny Bight o f Bonny

2012

© Google

2012

© Google

Bight o f Benin Bight o f Benin

Attack Attack Robbery

Bight o f Bonny

Hijack Robbery

Bight o f Bonny

Kidnap Hijack Hijack and STS Kidnap

2013

© Google

2013 Hijack and STS Figure 1 – Maritime crime, Bight of Benin and Bight of Bonny 2012/2103

Spring 2014

© Google

Maritime Security International

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Comment

17

Figure 2 – ‘Successful’ hijack for cargo thefts incidents 2012 / 2013

Figure 2 – ‘Successful’ hijack for cargo thefts incidents 2012 / 2013

Hijack for cargo theft In 2012, there were 11 hijacks in total in West Africa, eight of which led to cargo theft. By comparison, in 2013 there were nine hijacks, with only three leading to eventual cargo theft.

The increased effectiveness of regional and international military responses, the possible involvement of less experienced hijack groups, and increased crew awareness are probable reasons for this reduced success rate.

The increased patrols by local state authorities and international navies3 in the Bight of Benin led to attacks being attempted further south-east and further west than ever before. Of particular note in 2013 was the hijack of the petroleum products tanker MT COTTON (figure 2, ref 1) in July, which was targeted for its marine diesel oil (MDO) cargo in the waters off Gabon, an area not previously prone to hijack for cargo theft. Following hijack, the pirates steamed the COTTON to Ghana, where they discharged the MDO onto a lightering tanker.

Increased naval patrols have not only deterred pirates from operating in the Bight of Benin but in some cases they have also led to hijacks being intercepted before cargoes can be stolen. During the hijack of the products tanker NORTE in August 2013, the Nigerian Navy managed to respond to distress signals and detain the pirate group before any ship-to-ship (STS) transfer occurred. Likewise, in July 2013, the French Navy responded to and thwarted the hijack of the ADOUR while pirates were in control of the ship. Such interventions have had an impact on the figures of hijack for cargo theft in 2013.

In addition, the increased awareness of the threat has caused many ship owners and charterers to take greater measures to reduce their vulnerability. In some cases, vessels with protracted operations in the region have been piracy-hardened, while crews have been made aware of the need to implement watches and increase vigilance. Some vessel owners are also employing local armed guards to escort them through the high-risk area. It is believed that the combination of these measures contributed to fewer hijack for cargo theft incidents in 2013.

However, Nigeria’s buoyant illicit fuel market is the driving force behind this type of crime in the Gulf of Guinea, catalysing hijack syndicates to target tankers. As there is no sign of reduced demand for illicit petroleum products in Nigeria, hijack for cargo theft will remain a high threat in 2014.

Products tankers are still at significant risk from hijack while at the anchorages of Lagos, Cotonou, Abidjan and further east to waters offshore Gabon and Equatorial Guinea.

© Google

Hijack for cargo theft incidents in 2012 Hijack for cargo theft incidents in 2013

Ref 1 -­‐ C OTTON

© Google

Figure 3 – Maritime kidnap incidents 2012 / 2013

Kidnap incidents in 2012 Kidnap incidents in 2013

© Google

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Comment Figure 1 -­‐ Maritime crime so far in 2014 (Jan and Feb) Figure 4 – Maritime crime so far in 2014 (Jan and Feb)

Kidnap While increased awareness may be holding back the prevalence of hijack for cargo theft in the Gulf of Guinea, kidnap for ransom increased by 85% in 2013 compared with the levels recorded in 2012.

In addition, criminal groups conducting kidnap for ransom extended their operations outside the confines of the Niger Delta, further east towards Cameroon and Gabon, and south toward the high seas of the Bight of Bonny (figure 3), particularly in the vicinity of oil platforms off the Niger Delta.

In January 2014, one kidnap group steamed as far as offshore Equatorial Guinea to snatch the captain and engineer from a Ro-Ro vessel (SAN MIGUEL). This was the first incident of kidnap for ransom case recorded this far south-east of the Niger Delta (figure 4, ref 2).

As revenue streams in the Niger Delta have grown increasingly scarce in 2013, offshore attacks have become more brazen and abductions more frequent. For kidnap groups, the cost benefit of this type of crime is appealing, often returning in the region of $50,000-$60,000 in ransom payment per person. This might also have inspired many to turn to this type of crime in 2013, accounting for the spike in incidents. So far in 2014, there have been three reported kidnaps, most of which occurred off the Niger Delta. There is no indication that Niger Delta kidnaps are likely to abate in 2014.

Most maritime kidnaps in 2013 were from offshore support vessels (OSVs) operating in the oil fields of the Niger Delta. OSVs are susceptible to kidnap attempts because of their low freeboards, predictable operations and slow speeds. Not only this, Western/European oil-workers crewing OSVs return higher ransom amounts and are generally targeted by gangs for this reason. Such was the case in October 2013, when two US sailors were kidnapped from the Edison Chouest-owned platform supply vessel C-RETRIEVER while en-route to a Chevron-operated oil field off the Niger Delta.

The pair were eventually released in November 2013 after a ransom was paid to the kidnap group.

Figure 2 – ‘Successful’ hijack for cargo thefts incidents 2012 / 2013

© Google

Attack

Robbery

Hijack

Kidnap Hijack and STS

© Google

So far in 2014 there have been nine4 reported

incidents of maritime crime in the West Africa cargo theft incidents 2012 region,Hijack five offor which have been local toin the Niger Delta (see figure 4).

Interestingly, this is lower than Hijack for cargo theft incidents in 2013 the number of incidents in the same period in 2012. However, in spite of this, it is expected that there will be a consistently high level of maritime crime in the region, particularly off the Niger Delta Figure 3 – of Maritime and Bight Bonny. kidnap incidents 2012 / 2013 For the shipping industry, petroleum product tankers (hijack threat) and OSVs (kidnap threat) operating in the Gulf of Guinea remain at the

2.

3.

4.

Maritime crime figures include: attacks, robbery, kidnap and hijack for cargo theft Aggregate piracy and maritime crime incidents have been collected from the International Maritime Bureau (IMB), the International Maritime Organization (IMO) and from Gray Page’s own case work and internal databases.

The French navy in particular has been more active in the area in 2013, while the US has donated patrol vessels and provided training to the Nigerian Navy. In addition, the Nigerian Joint Task Force (JTF), while primarily patrolling the Niger Delta, has extended its remit to tackle hijack syndicates and offshore maritime crime.

The hijack of the KERALA in 2014 remains an anomaly in Gulf of Guinea maritime crime. While the hijack did display the hallmarks of a Nigerian hijack incident, we are awaiting all the details of the hijack and cargo theft before a conclusion is drawn.

Maritime Security International

highest risk, notably in oil fields off the Niger Delta and Bight of Bonny.

In terms of kidnap threat, this extends to vulnerable container (with low freeboard and Ref 1 -­‐ Cships OTTON © Google low operating speed) and general cargo vessels.

While in the past five years there has been some hope of tempering maritime crime through regional initiatives in the Niger Delta, poor local governance and the mismanagement of amnesty funds has been a probable driver of the increase in activity in 2013, and will continue to spur on maritime crime in 2014. ❚

Kidnap incidents in 2012 Kidnap incidents in 2013

1.

Ref 2 – SAN MIGUEL (Jan 2014)

© Google

Figure 3 – Maritime kidnap incidents 2012 / 2013

Established in 2003, Gray Page is a specialist maritime consulting group that solves problems

around the world for organisations operating in the international shipping market.

Often working in sensitive circumstances and complex environments, we provide investigative, intelligence, and risk management expertise. We help our clients manage commercial and operational risks, respond to crisis events and recover from the damage caused by the default, negligence or malicious acts of third parties.

Gray Page provides investigation services (including complex fraud cases, cargo theft/loss/damage, piracy and hijack, asset tracing, lifting corporate veil, vessel and cargo location and recoveries) due diligence, crisis management and asset protection.

This paper first appeared on the Gray Page think tank: www.graypage.com/think-tank

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3

Viewpoint Return to the bad

old days?

Maritime intelligence agency Dryad Maritime has been warning that a shift in US policy may result in a resurgence of piracy east of Suez and in the Indian Ocean in the next 18 months

A

ccording to David Hunkin, commercial director at Dryad Maritime: “With the US strategic focus now firmly fixed on the Asia Pacific region, and Iran ‘coming in from the cold’, it is only a matter of time before western navies begin withdrawing the warships that have been so successful in suppressing piracy off the Somali coast. With no convoys and no rescue forces, the commercial shipping industry could be left to fend for itself” he said in a Dryad white paper.

Hunkin argues that as the US is set to become a net exporter of energy by 2020, it will no longer have concerns over Gulf oil or threats to its supply. Now, Asia is the new US focus from an economic, political and security point of view.

He believes that it is from Asia that the next threats and opportunities for the US will arise and that the Middle East is losing its importance.

At the same time, US and British forces are withdrawing from the region, and the relationship with Iran is being normalised.

“All the indications are that Iran is ready and eager to resume normal diplomatic ties with those whom they once saw as enemies.

Businesses too are gearing up to return to Iran as they prepare for a high market to re-open and to resume trading with a population which has become increasingly western facing in recent

years.” He suggests that NATO and EU maritime forces were primarily deployed “to deter and be ready to defend against a miscalculation by Iran or a third party against the backdrop of an ambiguous nuclear ambition and a potential return to regional hegemony”.

“For years, some of the most capable maritime platforms in the world were deployed east of Suez just in case Iran did the unthinkable. It could be argued that piracy was a helpful diversion, giving underemployed warships and aircraft a much needed and laudable role in defending commercial maritime trade whilst waiting for the apocalypse.”

As the threat landscape shifts, he expects the naval presence east of Suez to change over the next 18 months, which could herald a return to the “bad old days” of piracy because, although progress has been made in Somalia “the business model of piracy has not been irreversibly broken”.

“Somalia will still be a largely lawless and ungoverned space and although the problem of piracy has been contained, it hasn’t been solved: removal of that containment means a return of piracy – and it could be argued that the problem will be worse than before.”

Hunkin also predicts that the withdrawal of warships could leave vessels and their crews more vulnerable in a hijack situation.“Not only

Spring 2014

could a reduction in naval forces herald a return of piracy, it would also most certainly result in a reduction of rescue forces. At present, should a ship’s crew retreat to a citadel as pirates take control of their vessel, rescue forces are only hours or days away.

With a drawdown of maritime forces, such rescue could be weeks away.”

Dryad believes that governments, international organisations, the shipping industry and the private maritime security industry have around 18 months to forge a solution. It advises that dialogue needs to begin now to agree how the vacuum left by redeploying military forces is going to be filled, whether that will be by a commercial solution or a mix of commercial and defence capabilities to ensure that shipping is protected in the future.

“The clock is ticking but, for once, there is time to establish an effective solution, provided the reality and enormity of this situation is acknowledged and measures are put in place to ensure the safety of those plying their lawful trade upon the Indian Ocean,” adds Hunkin.

“The Indian Ocean has recent and painful history of expensive private security solutions and yet placing armed guards on ships is comparatively straightforward when compared to the complexity and scale of the ‘area security challenge’ faced by maritime forces,” he

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Viewpoint believes. He urges that extreme caution should be exercised “before revisiting the issue of private navies”.

Many models have already tried and failed owing to the complexity and the costs involved.

“Likewise, it is imperative that only stakeholders with the right maritime background engage in this discussion. The private maritime security industry will become the new gold rush for former soldiers frustrated with earnings dwindling in both Iraq and Afghanistan. Whilst admirably entrepreneurial, most lack the experience and skill required to solve this complex multidimensional maritime problem.”

Dryad recently released its first-quarter figures for maritime crime across the globe. “Whilst Dryad’s figures show an overall 13% reduction when compared with the same three-month period in 2013, we have seen a number of developments that give cause for concern and serve as a reminder to all to remain vigilant and employ appropriate risk reduction measures in all high risk areas,” says director of intelligence Ian Millen. Dryad’s latest figures show that maritime criminals, from those off Nigeria to Somali pirates and those that operate in the archipelago of South-East Asia remain very much in business and are capable of inflicting misery on seafarers.

The first line of defence is to be aware of their presence and take measures to ensure that their nefarious activities are countered.

“Dryad’s quarterly figures on maritime crime incidents reveal a steady cadence of all types of crime across three main areas, namely the Gulf

of Guinea, Horn of Africa and South-East Asia.

Whilst the numbers do not point to a significant increase when compared with the same period last year, there have been some notable events that give continued cause for concern for the shipping industry.

“

In the Horn of Africa, the incident numbers are slightly up on the same period last year

“

20

“In the Gulf of Guinea, a spike in kidnap of crew for ransom off the Niger Delta has illustrated the very real threat to vessels operating in this region, whilst the Nigerian criminal gang hijack of a product tanker from an Angolan anchorage, over 800 miles from the Niger Delta, has potentially sent a shock wave across the Atlantic Ocean,” says Millen.

“In the Horn of Africa, the incident numbers are slightly up on the same period last year, but mainly due, in our view, to a fair amount of misreporting

and misinterpretation of events. From reported attacks subsequently downgraded to suspicious approaches to the misidentification of regional fishermen in the Southern Red Sea and off the coast of Oman, we have seen a number of nonpiratical events make it into reports from the International Maritime Bureau’s Piracy Reporting Centre and other sources during the first quarter of the year. While the quarter ended with shots fired against a vessel in the Strait of Hormuz, this has been categorised as non-piratical and was more likely related to out-of-control regional forces or an armed smuggler. Despite the above, it should not be forgotten that we have witnessed actual acts of maritime crime in the January to March period and that Somali pirates have not been totally eradicated.

“The waters of South-East Asia have continued to lead the statistics in 2014, albeit with lower levels of activity than in the same period in 2013.

As with the Gulf of Guinea, whilst the figures are slightly lower, we have noted some worrying instances of crime in certain areas with what could be a connected reduction in others.

“The Singapore Strait has attracted attention, with a number of vessels boarded for robbery in the first quarter of the year; a spate of attacks that has coincided with a reduction of incidents in the anchorages off Pulau Nipah, possibly signalling a change of modus operandi for criminal gangs to boarding vessels under way. South-East Asia cargo theft may also have reared its head in 2014, with a possible attack on a product tanker in the Malacca Strait.” ❚

Horn of Africa

Ian Millen, Director of Intelligence

Maritime Security International

Spring 2014

Piracy

Falling

trend A decrease in Somali piracy has fuelled a drop in attacks worldwide, leaving incidents at the lowest level for six years

iracy at sea has fallen to the lowest level in six years, with 264 attacks recorded worldwide in 2013, a 40% drop since Somali piracy peaked in 2011, the International Maritime Bureau (IMB) revealed in January. 15 incidents were reported off Somalia in 2013, down from 75 in 2012, and 237 in 2011.

IMB’s annual global piracy report shows that more than 300 people were taken hostage at sea last year and 21 were injured, nearly all with guns or knives.

A total of 12 vessels were hijacked, 202 were boarded, 22 were fired upon and a further 28 reported attempted attacks.

Nigerian pirates were particularly violent, killing one crewmember, and kidnapping 36 people to hold onshore for ransom.

“The single biggest reason for the drop in worldwide piracy is the decrease in Somali piracy off the coast of East Africa,” said Pottengal Mukundan, director of IMB, whose Piracy Reporting Centre has monitored world piracy since 1991. IMB says Somali pirates have been deterred by a combination of factors, including the key role of international navies, the hardening of vessels, the use of private

P

armed security teams, and the stabilising influence of Somalia’s central government.

“It is imperative to continue combined international efforts to tackle Somali piracy. Any complacency at this stage could re-kindle pirate activity,” warned Captain Mukundan.

The 15 incidents attributed to Somali pirates in 2013 include two hijacked vessels, both of which were released within a day as a result of naval actions.

A further eight vessels were fired upon.

These figures are the lowest since 2006, when 10 Somali attacks were recorded.

Meanwhile, West African piracy made up 19% of attacks worldwide last year.

Nigerian pirates and armed robbers accounted for 31 of the region’s 51 attacks, taking 49 people hostage and kidnapping 36, more than in any year since 2008. Nigerian pirates ventured far into waters off Gabon, the Ivory Coast and Togo, where they were linked with at least five of the region’s seven reported vessel hijackings. Off the coast of Nigeria itself, two ships were hijacked, 13 were boarded and 13 fired upon.

Malaysian waters saw the hijacking of two product tankers with 27 crew taken

Spring 2014

hostage, resulting in the theft of property and cargo.

In Indonesian anchorages and waters, IMB reports a high number of “low-level opportunistic thefts, not to be compared with the more serious incidents off Africa”. However, these accounted for over 50% of all vessels boarded in 2013, and armed robbery increased for a fourth consecutive year. More than a third of Indonesia’s incidents were reported in the last quarter of 2013. The IMB Piracy Reporting Centre has been working closely with the Indonesian Marine Police, which has increased maritime patrols and designated safe anchorage areas for vessels to use in certain higher-risk ports.

Attacks in India and Bangladesh are also described as “low-level and opportunistic”. The incidents off India have increased year on year since 2010, reaching 14 in 2013, while IMB says active patrolling by the Bangladesh Coast Guard has kept the number of incidents off Chittagong at around 12 for the past few years.

IMB’s first quarter stastics had not been realeased when MSI went to press ❚

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Corporate viewpoint POLICY & FORUMS 22

Sea Marshals: in safe hands

O

A deep understanding of global maritime risk, paired with 24/7 intelligence analysis, allows Sea Marshals to offer first-rate protection

ver the past five years, Sea Marshals has embarked and disembarked over 1,200 transits of both armed and unarmed security personnel in the East African high risk area (HRA) & West African Gulf of Guinea threat area in support of international shipping operations.

Having conducted an internal capability study and reorganised, Sea Marshals has recently expanded, enabling us to encompass the risk management role, thus offering a complete risk management service to the maritime and offshore industries. As a UK-based security and risk management provider, Sea Marshals has been well placed to meet the security threats posed by the evolving risks to the maritime industry from Somali piracy and the growing threat in West Africa.

SEA

Piracy and maritime armed robbery Piracy remains a serious problem and it poses a real threat to the safety of vessels and their crews.

Sea Marshals’ risk analysis team, ensures an understanding of the current state of the security situation in the seas off Somalia, the Gulf of Aden and the wider Western Indian Ocean area.

Having seen a decline in incidents during 2013, industry reporting now suggests a slow but steady rise in the number of reported incidents in early 2014.

The depth of concern for the problem is still internationally recognised, demonstrated by the levels of co-operation and coordination among the governments, naval forces and private maritime security companies that support the global shipping industry.

Management team Sea Marshals’ management team brings decades of diverse experience and a history of success to the company. They provide a mix of military, government and private sector backgrounds and combine business acumen with technical expertise as well as valuable marine contacts.

Sea Marshals has vast experience in the maritime security sector, drawing upon a unique network of contacts with whom it has long-standing relationships. These include naval and maritime reporting agencies, the UK Maritime Trade Operation (UKMTO), flag states, governments, P&I clubs and ship owners to ensure a comprehensive maritime security service.

Commercial Manager Commercial@seamarshals.com Tel: +44 (0)2920 486000 www.seamarshals.com

Operations centre Our UK-based operations centre is a 24/7 manned facility and the operations team bring diverse experiences, conveying a wealth of knowledge to their combined capability.

The operations centre runs a purpose-built central management system (CMS); this enhances the speed and efficiency with which Sea Marshals can allocate teams and equipment to ensure highly reliable and cost-effective protection for your vessel.

CMS also assists the operations team in monitoring the latest information and raw intelligence; this enables the dissemination of timely and accurate information to both our teams and the client regarding possible threats to the transit.

CMS also provides a bespoke vessel tracking system. This ensures the operations team can effectively monitor the latest position information, enabling it to react quickly to any urgent information relating to maritime emergencies.

Maritime Security International

Spring 2014

MARSHALS prevent and protect

Support Services: A bespoke end-to-end service: Our bespoke maritime risk management, security and fleet protection service utilises live piracy intelligence to advise and achieve a structured plan of safe passage for your vessel.

24/7 threat and intelligence analysis: Sea Marshals’ operations team constantly researches, monitors and analyses all intelligence on activities and threats directed against the shipping industry from pirate action groups Pirate Action Groups.

Armed and unarmed maritime security officers: Sea Marshals is able to offer fully qualified armed and unarmed security teams to counter piracy threats.

Our permanently employed European maritime security teams consist of ex-Army, Navy and Royal Marine personnel, the majority of whom are British.

Pre-embarkation risk assessments: Building upon a deep understanding of current and historical global maritime risk, our senior management and operations manager are in the best position to tailor the protection required for each individual transit.

Protection and Intelligence during Transit: During transit, Sea Marshals’ CMS automatically generates real-time threat notifications to the operations centre, which are instantly transmitted to our clients and team leaders.

Transit Support: With access to offshore support vessels in the Red Sea at 17N, the Gulf of Guinea and in Fujairah OPL, Sea Marshals are able to support your operations throughout the HRA and West African threat areas.

Sea Marshals will be at the following events: Please come and see our commercial manager, Jake Phillips, and members of our management team at one of the following events. We can show you how we will tailor a support package specific to your operations, at a realistic cost.

1. The Global shipping liner conference Hamburg.

8-10th April 2. Posidonia, International shipping exhibition. 2-6th June, Athens Greece, (UK pavilion stand 1.216) 3. Sea Trade Middle East Maritime, 28-30th October, Dubai, UAE (Stand K13)

Piracy Somalia as a functioning state) and of the need to engage with military authorities and to persuade them that the prevention of piracy/ hostage taking has a most important strategic and humanitarian function that should not be dismissed as ‘low-level’ law enforcement.

“It was particularly important to foster an understanding that protection against pirate attacks is a shared responsibility in which both the military and the industry have to play their parts,” said Hinchliffe.

The ICS paper also explores the challenges of:

ICS secretary-general, Peter Hinchliffe

»»

»»

»»

T

he International Chamber of Shipping (ICS) has issued a paper drawing upon the international shipping industry’s experience of Somali-based piracy during the period 2007 to 2013.

“The intention is to identify lessons learned in order to shape future policy responses, wherever in the world they might be needed,” explained ICS secretary-general Peter Hinchliffe.

The ICS paper has been submitted to the international Contact Group on Piracy off the Coast of Somalia (which was established in response to a United Nations Security Council Resolution) and, by all accounts, has been well received by governments.

ICS produced its paper following a dramatic reduction in the number of successful attacks against ships by Somali pirates, thanks to the combination of sustained compliance with industry Best Management Practices (BMP) guidance, the use of private maritime security companies, the activity of military assets and new capacity-building initiatives ashore.

Despite this, it remains the case that pirates are active and retain the capacity to attack far into the Indian Ocean. ICS therefore continues to emphasise that it is premature to conclude that the crisis is over. Seafarers are still being held hostage in Somalia, some of whom have now been in captivity for three years.

In 2013, there were at least 13 reported incidents involving Somali pirates, including two hijackings. ICS stresses that adherence to the industry’s latest BMP 4 guidance and, where necessary, the deployment of private

armed guards, continue to be vital selfprotective measures.

The maintenance of current levels of military protection provided by a global coalition of governments in the Indian Ocean is also considered to be vital.

The ICS paper explains the significant challenges the shipping industry has faced in responding to the crisis in the Indian Ocean, which escalated dramatically in 2007.

This included getting the initial attention of

“ The intention is

»»

»»

»»

»»

to identify lessons learned in order to shape future policy responses

“

ICS piracy paper

governments and making them appreciate the scale of the crisis that was making a vast and strategically vital area of the Indian Ocean, including major trade lanes, a virtual ‘no-go’ area to merchant shipping.

It also involved raising awareness in the mainstream news media, and then seeking to maintain this throughout the course of the crisis.

The ICS paper also highlights the importance of clarifying the rights and obligations of sovereign nations to address piracy (which were complicated by the breakdown of

Spring 2014

»»

»»

Developing and disseminating appropriate and acceptable BMP recommendations on preventative measures to be taken by shipping companies, ships and crews; Maintaining constant pressure on shipping companies and ships to sustain BMP compliance at the highest possible level; Responding to the legal and practical challenges associated with the capture and prosecution of piracy suspects; Responding to the legal and practical challenges created by the employment of private armed guards; Responding to the humanitarian challenge of thousands of seafarers left traumatised by the experience of being held hostage for several months (years in some cases) prior to release; Addressing the legal and moral dilemma created by the necessity for shipping companies and their insurers to make ransom payments; Addressing the challenges of promoting capacity building ashore and the reconstruction of civil society; and Seeking to address the crisis in an appropriate but proportionate manner that recognised it was likely to continue for several years while avoiding a situation in which the threat presented by pirates was regarded as ‘normal’.

Ensuring that some of the necessarily extreme measures adopted, such as the use of armed guards, did not become institutionalised.

ICS hopes that all stakeholders in counterpiracy operations — whether political, military, shipping and security industries or the media — will bear in mind the lessons identified in dealing with the issue of piracy in the Indian Ocean.

The trade association believes the core lesson of responding to criminality robustly and without delay will be more easily delivered in the future if these basic lessons are kept readily to hand. ❚

Maritime Security International

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Piracy Anti-piracy training

T

he German Shipowners’ Association (VDR) and SOSKinderdörfer weltweit, the operator of the SOS Children’s Villages, have jointly unveiled in Hamburg an education concept focusing on computer-aided learning for the learning centre in Djibouti. With their project in the neighbouring country of Somalia, VDR and SOS-Kinderdörfer want to improve living conditions for people in the region on a sustained basis, with the aim of reducing crime and piracy in the long term.

The building is being constructed in the Balbala slum district of Djibouti city and comprises three classrooms and a digital library. All rooms will be equipped with modern computer workstations and Internet access.

VDR is supporting the construction of the learning centre and a large part of the ongoing costs. The German Federal Ministry for Economic Cooperation and Development is also contributing to the construction costs. VDR will be providing a total of E660,000 for the project through to 2017.

VDR and SOS-Kinderdörfer weltweit forged their partnership in September 2011, with construction work commencing in autumn 2013. ❚

On the one hand, the number of pirate attacks in the Horn of Africa has recently dropped thanks to navy deployment and the elaborate security measures taken by the shipowners.

“However, piracy can really only be curbed in this region by improving young people’s career prospects and quality of life – and education is the key to achieving this,” says VDR president Michael Behrendt. “That’s why we are very excited about the progress in building the learning centre.”

“The Centre for E-Learning is a model for the whole region,” said Dr Wilfried Vyslozil, a board member of SOS-Kinderdörfer weltweit. “It creates a bridge between basic education and secondary forms of education, ensuring young people have better chances in the job market and making it easier for them to embark on a career.”

Aden Mohamed Dileita, ambassador for the Republic of Djibouti in Germany, emphasised the great need for highly skilled labour for his country’s economic development – especially in the maritime industry: “We want to create real opportunities for good jobs for young people in Djibouti. The training programme offered by the learning centre is providing outstanding support for our education strategy.”

With its modular structure, the training concept is tailored to meet the needs of the local job market and provides participants with knowledge in areas in which employees are sought, such as accounting and logistics. The training programme includes IT and language courses and is aimed primarily at children and young people as well as older school pupils and students. It is to go into operation in autumn 2014.

VDR president Michael Behrendt

Spring 2014

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Corporate viewpoint POLICY & FORUMS

All-encompassing protection I would like to present PROTE.A.S. MARITIME, a company that specialises in maritime security and risk management, operating in compliance with international laws, codes of conduct and industry-recognised regulations and associations (SAMI, ICoC, ISO).

As former mariners, you can trust us to understand your concerns and implement your requirements while reducing both your risks and costs

Servicing some of the world’s first-class shipping companies and charterers (EastMed, Cosmoship, Prime Marine, Meadway, Laskaridis, Athenian, Network, Capital among others), we have seen a great response and confidence from the market imprinted in all references received from our clients.

PROTE.A.S. MARITIME is operated by highly professional management and very experienced staff.

Having been mariners ourselves, we understand the requirements and concerns of our customers.

Our mission is to reduce your risk against piracy and to implement operational efficiency that improves performance and reduces your costs.

Given our capacity and the availability of our assets, we can service you anywhere and at any time.

Prote.a.s. protect at sea 11 Aktis Str. Voula, 16673, Athens, Greece Tel: +30 (0)210 9689977 +30 (0)693 6613812 E-mail: ng@proteasmaritime.com Website: www.proteasmaritime.com

We want your vessel and business interests to be protected at sea and look forward to agreeing on an inaugural assignment.

Logo

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Spring 2014

Organisations

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training Security organisations’ accreditation continues apace, while training remains a key issue, as does criminalisation of security personnel

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oncerns have been raised over a worrying trend that has seen various government authorities criminalising maritime security operatives. These developments have been condemned in the strongest possible terms by the industry’s trade body, the Security Association for the Maritime Industry (SAMI).

Across piracy-afflicted areas, both in the Indian Ocean and off West Africa, there are increasing concerns that innocent maritime security operatives are being targeted, wrongly arrested and criminalised.

“It is deplorable that such individuals are being made to suffer the indignity, uncertainty and distress of arrest and incarceration, especially as the maritime security industry has been at the forefront of efforts to protect seafarers and world trade from piracy,” the organisation says.

According to SAMI CEO Peter Cook: “We are deeply concerned and strongly condemn this creeping trend of criminalisation. Maritime security professionals should not be used as makeweights in political disputes, nor be seen as scapegoats in commercial quarrels.

Whether they are former marines, soldiers or police – maritime security operatives are skilled and experienced professionals who should be afforded respect, credit and appreciation for the vital role they have played in tackling piracy.”

“The maritime security industry has done all possible to become ever more transparent, accountable and to fit into the global shipping structure. Whether through the development of standards, such as ISO/PAS28007, rules for the use of force or embracing standardised contracts, all this has been done with the goal of delivering excellent service for clients and the wider maritime industry.

Given this positive evolution, it is deemed vital that all relevant parties are willing and able to work together to ensure that, just as seafarers are protected, maritime security operatives must be afforded the same status, safeguards and recognition.”

SAMI is working with relevant stakeholders to promote the need for maritime security operatives to be better protected and supported in the line of duty. ❚

Solace board changes Security provider Solace Global has announced the formation of a security advisory board to help facilitate the company’s growth and further develop its expertise.

In response to client demands, Solace Global says it has developed its portfolio of services and global footprint across a broad range of industries and environments. Part of this

Spring 2014

expansion has involved the appointment of Michael Crawford and Russell Corn to its newly formed advisory board.

David Peach, CEO at Solace Global, comments: “It is a privilege to have both Michael and Russell join Solace Global’s advisory board. Both are key figures in the industry with a wealth of experience, and their guidance will no doubt play an integral role in our successful development.”

Solace Global has also partnered with Bournemouth & Poole College in Dorset to provide the first City & Guilds Maritime Security Operative (MSO) course at a further education centre.

Following the appointment of training director Mark Knowles msm in October last year, Solace Global established its own training cell dedicated to developing premium courses at reduced costs.

Committed to offering the highest standard of security personnel, Solace Global has launched its own City & Guilds Level 3 MSO course.

The content for the course has been mapped against the new maritime security standard, ISO/PAS28007. Solace Global was the first private maritime security company to be certified to this standard by Lloyd’s Register Quality Assurance (LRQA). The course was launched alongside the First Person on Scene Intermediate (FPOSi) qualification, and, from July 2014, Solace Global will require all of its MSOs to obtain both qualifications.

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Corporate viewpoint POLICY & FORUMS 28

A clear commitment to quality Fieldsports is a leading and innovative security equipment supplier providing global integrated solutions to companies working in high-risk areas.

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ocated in Europe and strategically positioned, Fieldsports delivers a broad range of defence technologies and an unparalleled logistics capability.

With proven experience in supporting key industries, led by an exemplary reputation in the maritime security sector, it offers the highest level of bespoke solutions, ranging from latest cutting-edge security equipment, supply chain management solutions, security intelligence and project management.

The Fieldsports Group was established in 1993, with its main corporate goal to provide high-quality and cost-effective professional security solutions to the maritime, oil and gas and land industries.

The company is present in key markets around the world and has a combined workforce of highly experienced staff within its regional operating sites.

Over the years, Fieldsports has acquired a reputation and good name in the business because of its continuous commitment to compliance to all legal requisites, no matter how difficult, complex and onerous these may be. In addition to fulfilling all legal criteria, Fieldsports, as a member of the ICoC, conforms to the highest industry standards and has adopted the code of conduct as part of its standard operating procedures.

James Fenech, managing director of Fieldsports, has a very clear idea

of how the company should operate: “Our specialist method enables us to deliver a wide range of combined tailor-made solutions wherever our customers operate in the world – at sea or on land – no matter how complex the environment.

We at Fieldsports bring the right solution exactly where and when it is required. We have relentlessly sought and established longstanding relationships with some of the world’s leading brands in order to able to support our customers in the most demanding and harsh environments. This is all supported by teams of experienced specialists who work ceaselessly to garner a comprehensive understanding of our clients’ requirements at all times, guaranteeing peace of mind.”

He added: “We consider our clients’ requirements to be of principal concern to us at all times and recognise that our progress and result-driven success depends on their continued satisfaction.

We stand firm by our company ethos and values: there is only one way to do things and that is correctly. At no time do we ever take chances when it comes to protecting lives. We operate responsibly, ethically and with integrity with all of our stakeholders and the communities we work within. Longterm success can only be secured by

Fieldsports Ltd (Malta) Tel: (+356) 21523036 / (+356) 21524972/73/74 E-mail: info@fieldsportsmalta.com Fieldsports Djibouti Tel: (+253) 21355850 E-mail: info@fieldsportsdjibouti.com

Maritime Security International

Spring 2014

managing these resources with care and with respect.”

“The company’s commitment and total adherence to regulations, international standards and the changing legal framework has led it on a relentless drive to meet the evermore demanding security challenges of the century. At the same time, we are very aware that the security industry is being continuously scrutinised and asked to raise the bar. To that end, Fieldsports remains wholly committed to addressing these changes, which we believe will continue to shape the future of the private security industry.”

“In today’s vibrant market, the ability to be agile and responsive to change is more significant than ever.

The company focuses on changing the customary business model; we foster ideas and encourage synergy between our teams to be creative, innovative and critical towards achieving efficiency in our operational planning and delivery. We work together as a team and find solutions as a company.”

“With these standards, and with trust, innovation and strong-minded accuracy, we are able to deliver a winning combination and a distinction in our expertise that sets us apart. We are committed to delivering long-term sustainable solutions with confidence.”

Organisations Knowles said: “We understand that the industry requirement for security contractors to remain qualified is costly and constantly changing. The market is also saturated with low-quality training providers whose qualifications aren’t accepted by many of the leading private maritime security companies (PMSCs). The training cell at Solace Global has worked extremely hard to establish an audited list of providers and to develop our own courses that not only exceed industry standards but are the most competitively priced in the UK.” ❚

A year of regulations 2014 will be the year for regulations; with phase one of the liquids, aerosols and gels (LAGs) restrictions introduced in January, airports will be pushed to make investments in security screening technology, processes and training to be in line with new EU regulations, according to Andrew Goldsmith, vice president, global marketing, at Rapiscan Systems.

The lifting of LAGs restrictions will be phased to provide airports and security technology firms with operational experience before they are fully lifted in 2016, Goldsmith says.

Phase one started on 31 January 2014, and will allow passengers transferring from European airports to transport duty free LAGs bought at non-European countries, provided they are held within an International Civil Aviation Organization (ICAO) specification Security Tamper Evident Bag (STEB). Although this phase may not have a great impact on passengers, it means that airports will need viable, EUcertified screening technology for these STEBs that is readily available to deploy. The challenge for airports will be to make sure they can meet the requirements as well as maintaining passenger satisfaction and keeping operating costs as low as possible. This is something that Rapiscan Systems is actively supporting and feels will be a positive step towards the final deadline in 2016.

The Explosives Detection Systems (EDS) baggage scanning deadline, set for September 2014, means that all European airports will need to have a Standard 3-certified hold baggage system if they wish to deploy new equipment.

The European Civil Aviation Conference (ECAC) Standard 3 threat detection test is the highest standard set by ECAC for the detection of explosive threats in passenger baggage, and aims to speed up the process of baggage scanning while maintaining low operational costs and high levels of security.

“The main question for the security industry is this; will the airports be ready for these regulations? The LAGs restriction is a phased approach and, with a final deadline of 2016, it would be fair to assume that airports will make a smooth transition to comply with these regulations in this timeframe. The EDS baggage scanning deadline is due a lot sooner, and will be the main priority; however, with the compliant technology already available and continually improving, the market has a great opportunity to get a head start in Europe this year,” Goldsmith believes. ❚

German armed guards Protection Vessels International (PVI) has announced that it has achieved accreditation to deploy armed guards on German flagged vessels. Applicable from 1 December 2013, the updated German regulations are more stringent than any other existing standard and go beyond ISO28000/28007 certification, which is currently being piloted.

The German regulations ensure that private maritime security companies’ (PMSCs’) operating procedures are comprehensive, well documented and executed safely. They require companies not only to demonstrate due process but also to evaluate the implementation of those processes.

The emphasis is on service provision and the safety aspects while undertaking operations.

PVI has employed independent German legal experts to deliver the German legal training requirements. Approximately 100 PVI operatives are now fully qualified to operate on all German flagged vessels.

PVI, which will not increase its rates to German flagged shipowners and operators, was asked to, among other things, submit standard operating procedures and company documentation for scrutiny by the authorities.

Emphasis is placed on training standards, including obtaining knowledge and skills relevant to the German public. This includes comprehensive knowledge of German civil and criminal laws – including the extent of the right of self-defence, crisis handling, de-escalation techniques, the secure handling of weapons and equipment, weapons law and foreign trade law of Germany and of relevant harbour and coastal states. In addition, they require the PMSC’s privately contracted armed security personnel to undergo and show evidence of regular firearms training.

Eric Conway, managing director of PVI, commented: “Whilst there have been questions over the necessity for such thoroughness and complexity in the German regulations, what is being set out to achieve is obvious; mitigation of risk in an area where the stakes are high.

The German government should be praised for its attempt to not only regulate this maturing industry but ultimately keep seafarers safe.”

Conway concluded: “What the industry continues to need are clearer boundaries and standards. This, coupled with an ethos of safety and integrity, is central to securing the confidence and respect of the shipping market, not least so for those shipowners and operators who understand the tangible value attached to reputation.” ❚

AdvanFort restructuring AdvanFort has announced that it will undertake a restructuring programme as part of its commitment to deliver highly effective counter-piracy services to its clients. This programme will implement rigid quality control for its privately contracted armed security personnel, and is meant to ensure that the company complies fully with all regulations in the maritime security industry.

With this restructuring, AdvanFort is preparing to reinforce its position as a leader in the maritime security industry. The company’s vice-president, Al Farajallah, said: “We are working tirelessly to reinstate counter-piracy services with greater effectiveness than ever before.”

Key elements of this plan include seeking counsel from outside expert advisers; conducting third-party auditing of their training and operations programmes; and developing an ombudsman programme for the operators, which started earlier this year and will be ongoing.

AdvanFort recently succeeded in obtaining the release of a number of its operatives who had been held in India. ❚

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Organisations Screening solutions American Science and Engineering (AS&E), a leading worldwide supplier of innovative X-ray detection solutions, announced at the beginning of April the receipt of an order for 33 ZBV® mobile screening systems for use in security applications — setting a new standard for international ZBV® orders. The previous sales record was set as recently as January 2014, when AS&E announced the receipt of an order for 28 ZBV systems from a Middle East channel partner.

“With over 730 systems sold to date, the ZBV® system is a global platform for a wide range of applications, including law enforcement, checkpoint security and port and border security,” said Chuck Dougherty, AS&E’s president and CEO. “The ZBV® system’s unmatched ability to detect drugs, currency, trade fraud, contraband, and stowaways is creating new pipeline opportunities from both new and repeat customers in key geographic markets.”

The highly mobile screening system allows for immediate deployment and rapid inspection to reveal explosives, drugs, currency, alcohol, cigarettes and other organic threats or contraband. With over 730 systems sold to date, AS&E’s ZBV® system is used by leading government agencies, border authorities, law enforcement, military organisations and security agencies in more than 64 countries. ❚

Passenger mustering Passenger mustering has been high on the agenda following the Costa Concordia accident and passenger safety is a top priority for the Maritime Safety Committee meeting in May at the International Maritime Organization.

A new programme from Videotel highlights the importance of psychology in effective passenger evacuation, a topic that has been the focus of much attention in the industry since the highly charged events off Isola del Giglio in January 2012.

Making the Difference – Passenger Mustering and Crowd Control looks at all aspects of passenger mustering, especially the flow of passengers on stairways and the care and control of passengers once they are assembled in their designated muster stations.

Nigel Cleave, CEO of Videotel, explains: “Without doubt, muster station personnel and stairway guides are key players in a maritime incident where passengers are involved. They are the public face of the emergency, and well trained and drilled personnel enable the captain and his team to concentrate on the important task of resolving the situation at source.

“One of the key aspects of this programme is the emphasis it places on understanding human behaviour. Individuals respond to stress in very different ways and when crowds gather there is always the potential for disorder if an emergency should happen. Fear, anger, aggression are all basic instincts and it is the responsibility of the muster team to understand how these fundamental reactions come into play during emergency situations and how best to deal with them.”

In response to the revised Standards of Training, Certification and Watchkeeping (STCW) Code resulting from recent events, Videotel has

Maritime Security International

worked closely with Princess Cruises to develop a new training video package demonstrating the importance of a professional and effective passenger evacuation procedure for crew members of passenger cruise ships, Ro-Pax and passenger ferries. Using role play, actors portray typical characters found in many crowds. The video shows what to look out for and how to muster passengers and manage crowds safely.

Making the Difference – Passenger Mustering and Crowd Control is available as Videotel On Demand (VOD), VOD Online and DVD and includes a supporting workbook. It is targeted at all crew members with a responsibility for passenger mustering; in particular, stairway guides and muster station personnel. ❚

International standards The shipping industry should adopt a unified international standard to judge and regulate security services provided by private contractors, says leading maritime security company GoAGT.

Gerry Northwood obe, chief operating officer of GoAGT, which has recently joined the ranks of a select group of ISO/PAS28007-certified companies, said: “Private maritime security companies (PMSCs) are an important part of the supply chain, protecting seafarers globally in high-risk areas.

Where substandard operators have been caught out cutting corners and have found themselves in hot water with local and national authorities, it has placed everyone in the industry at risk.

“It is extremely important that the shipping industry demands that internationally recognised standards such as ISO/PAS28007 are implemented to ensure that PMSCs are capable of delivering a professional service.”

He added: “The problem is that most shipowners and managers still have little idea of what ISO/PAS28007 is. While it is quite right that

Spring 2014

price is an important factor in selecting a PMSC, this needs to be complemented with a focus on quality of service. The assets being protected are worth millions of dollars and seafarers’ lives are potentially at risk. The reputational hit should it go wrong could be enormous and an over focus on price is the wrong way to be heading when there are lives at stake.”

Maritime security companies worldwide operate in an increasingly complex and regulated arena.

For this reason, the International Maritime Organization sought the creation of unified security management standards that would improve supply chain compliance among the rapidly growing PMSC sector. ISO/PAS28007 provides this framework for PMSCs to apply the correct process to recruit and train armed security teams, equip them appropriately, ensure supplier performance and to correctly apply the rules for the use of force.

David Derrick, UK business centre manager at certification body Lloyd’s Register Quality Assurance (LRQA), commented: “The publication of ISO/PAS28007 now allows PMSCs to demonstrate compliance with a set of rigorous requirements, giving them the opportunity to demonstrate to ship owners and managers their commitment to customer service, quality, safety and risk management processes.”

GoAGT achieved the ISO/PAS28007 certification on 7 March after finishing the second stage of the audit carried out by LRQA. The company is one of only a select few PMSCs that have achieved this certification, in a security sector of over 100 companies.

Commenting on GoAGT’s certification, Derrick said: “We are delighted to certify GoAGT, which has clearly shown itself able to deal with the complex and detailed requirements of ISO/ PAS28007, and we look forward to working with them on the ongoing assessment programme.” ❚

Legal

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licence Germany has introduced new licensing requirements for armed personnel on its ships, while sanctions have been introduced as part of the Ukrainian crisis

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s from 1 December 2013, foreign security companies providing armed guard services against piracy attacks on board German flagged vessels required a licence from Germany’s Federal Office of Economics and Export Control (BAFA). The same applies to domestic German security providers on board any vessel sailing in international waters, irrespective of the flag, Hamburg-based law firm Dabelstein & Passehl explains.

While the German licensing procedure is based mainly on the regulations of the International Maritime Organisation (IMO), there are a number of significant mandatory requirements that go beyond IMO, such as training on de-escalation techniques and equipment used.

In addition to the BAFA licence, a weapons permit is mandatory to be authorised to carry weapons on board German flagged vessels. Armed security operators serving on board German vessels to protect against piracy attacks are required to register with the Hamburg Weapons Authority on a list attached to each individual weapons possession card. Security operators will only be registered on this list if they prove the requisite competence and skills in a

variety of specialist and legal disciplines.

Of particular relevance for the issuing of the weapons permit are confirmed knowledge of weapons law and technical skills combined with the satisfactory completion of a shooting practice test. As a further additional requirement, before being allowed on board a German vessel, security operators must have undergone training in the subjects listed in the attachment to section 10 of the Ordinance on the Licensing of Security Companies on Board Ocean-Going Vessels (SeeBewachV).

These include basic nautical skills, knowledge about relevant high-risk areas and de-escalation techniques. Private maritime security companies (PMSCs) and the designated responsible person as defined in the German Ordinance must ensure that each security operator and the designated responsible person undergo regular annual training in all the areas listed in the attachment.

One of the first companies to be licensed was Salama Fikira International, which obtained not only the BAFA license but also the mandatory weapons permit to carry weapons on board German flagged vessels. Salama Fikira International has been providing security services

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on board German flagged ships since December 2013.

Dabelstein & Passehl, a well-known German law firm of some 80 years’ standing within the maritime industry, with offices in Hamburg and Leer, supported Salama Fikira International in the licensing process and acts as its appointed standby legal counsel.

Three members of Dabelstein & Passehl have trained about 40 security personnel from Salama Fikira International in two sets of training sessions in the areas of law required under the German licensing legislation – for example: German criminal law, German civil law, German public law including German weapons law and German trade law, the United Nations Convention on the Law of the Sea, Maritime Labour Convention law and the relevant International Maritime Organisation regulations. The training was conducted in the Hamburg offices of Dabelstein & Passehl.

Feedback from the training participants has been positive throughout and further training is already being planned.

Dabelstein & Passehl intends to offer annual legal training via the internet to alleviate logistical difficulties that PMSCs may encounter in having to arrange for their staff to all be in one place for a week’s training (for further information see www.pmscgermanlicense.com) ❚

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Corporate viewpoint POLICY & FORUMS 32

Cyber security: the risks to the maritime sector

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Templar’s extensive experience shows that you should never underestimate the human factor in cyber breaches

Templar Executives Shauna Mullin E-mail: shaunam@templarexecs.com Tel: +44 (0)203 542 9075 Website: www.templarexecs.com Twitter: @templarexecs

s sea transport has evolved, historically the movement of goods and people could always be plotted on a map. With the arrival of the fast-moving cyber age, however, that route is no longer as clear nor as safe. There is a call from Europe and other international authorities for the maritime industry to rise to the challenge of better information security.

Shipping offers an attractive solution needed to promote economic growth and development. The maritime industry is working to stay up to date by developing our collective online capability, but, as dependence on cyber grows, so do the online risks and threats faced by all organisations.

For the first time in history, global seaborne trade has reached over 9 billion tonnes. Some 90% of global trade travels by sea and if information or systems that this trade relies on were compromised the cost to global industries would be billions of dollars.

The typical cyber criminal is no longer the juvenile defacing a website from a personal computer for amusement and notoriety. Today’s stakes and spoils are greater, attracting highly paid professionals working within a web of technology suppliers, career hackers and multi-milliondollar-turnover organised crime gangs.

The pervasive use of the internet, augmented by smartphones, home and mobile working, have eliminated physical business boundaries. Without these boundaries, information security is more vulnerable, data privacy is compromised and operational continuity is weak.

To date, the race has been for businesses both within and outside the maritime sector to get the latest technology, such as cloud, without due consideration of the negative impact and vulnerabilities that come as part of a package with typically lower costs. Businesses are now using cloud services provided by third parties to share their critical business information.

Once information is uploaded, e.g. onto Dropbox – a freely available resource – it is no longer personal or business property and can be made publicly available as and when Dropbox decides to publish it. (It’s all in the small print of their terms and conditions. For those of you on the

business-orientated social media site LinkedIn, be aware that their small print transfers ownership of any information about you on LinkedIn to that company.)

The key to maintaining competitive advantage is to switch from focusing on the strength of IT to prioritising the security of information within your business

Social engineering is a tactic widely used by cyber criminals to glean information to build a more targeted attack. Individuals within an organisation are commonly tricked into being the ‘front door key’ to the organisation. The most common technique used by cyber criminals is ‘spear phishing’, whereby individual targets are sent a malicious infected link in an email. If clicked on, this could have a number of consequences – all

the way from tricking you into giving away information to surrendering control of your computer to the attacker.

With this in mind, the current focus on using IT alone to provide the security of information needs to shift to include the human factor; most cyber breaches are down to human error.

Often, stakeholders are setting and managing cyber security expectations and measures in an ad hoc manner, and only part of the related risk is being considered.

A holistic, business risk-based approach to cyber security is essential to ensure that people, processes, culture and IT work in unison to protect and exploit information – your business’s most valuable asset.

Organisations that prioritise the security of their information and exploiting that information in a safe and secure manner have a better chance of achieving their business objectives.

Templar Executives is a dynamic, highly skilled team of discreet cyber security and information assurance specialists. Our extensive experience of delivering cyber security services has improved and transformed organisations’ information maturity, developing their in-house capabilities.

This has enabled organisations to secure, exploit and manage their information to sustain data integrity and gain competitive advantage.

Our unique methodology has enabled the safe passage of assets by safeguarding logistics and improving the cyber security of end-to-end processes.

Fact file: Maritime Cyber risks Tampering with online systems – Security researchers found a major flaw with the AIS (automatic identification system ) technology used by large ships. A hacker could change vital ship details – position, course, speed or the unique Mobile Maritime Service Identity (MMSI) – which would allow the creation of fake vessels, e.g. an Iranian ship carrying nuclear material in US sovereign waters.

Changing sensitive data – GPS ‘spoofing’ – feeding a stronger GPS signal to a ship’s steering system tricks the ship’s computer into believing it is somewhere it is not, causing it to go off course. This is an insidious form of attack, because the ship’s navigation technology will continue to report that the ship is both on course and precisely where it is supposed to be — even if neither of those things are true.

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Legal

As agreed at the Foreign Affairs Council on 3 March, the EU Council adopted EU sanctions focused on the freezing and recovery of misappropriated Ukrainian state funds.

The decision targets 18 persons identified as responsible for such misappropriation, whose assets within the European Union will be frozen. The sanctions also contain provisions facilitating the recovery of the frozen funds, once certain conditions are met. The legal acts, including the list of persons subject to sanctions, have been published in the EU Official Journal. The measures will initially apply for 12 months, starting from 6 March. The decision was adopted by written procedure.

According to law firm Clyde & Co “the implementation of these restrictive measures, particularly when considered against the background of key global political figures attending meetings in Paris and Brussels, demonstrates the commitment of the European Union to attempt to achieve a permanent and peaceful solution to the ongoing crisis in Ukraine”. ❚

Iranian sanctions A recent ‘ceasefire’ as far as sanctions against Iran are concerned has resulted in some lightening of restrictions on the movement of oil cargoes from the country. On 7 January 2014, the European Union published proposals to lift some aspects of the sanctions by amending Regulation (EU) No 267/2012.

According to Skuld P&I Club: “It remains to be seen how quickly the proposal will result in a binding regulation and whether the drafting will change. However, if the law is amended in the way that is proposed, it will have the following results in relation to Regulation 267, including the lifting of: the prohibitions under articles 11.1(c) and (d) on transport and insurance/ reinsurance activities in respect of crude oil and petroleum products that are of Iranian origin or imported from Iran; the prohibitions in article 13 on import, purchase, transport and insurance of petrochemical products; the prohibitions in article 15 on trade with the government or the central bank of Iran, or those acting on their behalf, in gold, precious metals and diamonds; the prohibitions in article 37b on making available vessels designed for the transport or storage of oil and petrochemical products to

Odfjell fine Singapore-based Odfjell Asia II Pte Ltd and one of its senior crew members has pleaded guilty in federal court in Hartford, Connecticut, to violating the Act to Prevent Pollution from Ships (APPS).

“The defendants violated environmental laws that protect our oceans, the world’s fisheries and marine life from harmful pollution,” said acting assistant attorney-general Robert Dreher on making the announcement.

“Today’s conviction ensures they will be held accountable with a stiff criminal fine, contribute to conservation efforts in coastal areas of Long Island, and submit to strict monitoring. We hope this sends a strong message to the shipping industry that committing environmental crimes at sea will not be tolerated.”

“Pollution of our waters will not be tolerated,” said US attorney Deirdre Daly. “Shipping companies are on notice that violating American environment laws will result in federal prosecution and puts at risk their business interests in this country. Crew members who ignore these laws may also face incarceration. Although these illegal discharges of oily waste occurred in international waters, we are gratified that a quarter of the $1.2 million monetary penalty will fund improvements and protection of the Long Island Sound, a vital economic and recreational resource that contains many unique wildlife habitats.”

Odfjell operated the chemical tanker Bow Lind, which was boarded by the US Coast Guard on 6 November 2012. The inspection and subsequent criminal investigation revealed that three times between October 2011 and October 2012, while in international waters, the vessel discharged machinery space bilge water directly into the sea. At the direction of senior

any Iranian person or entity or to others where the vessel is used to carry or store Iranian oil or petrochemical products.”

Skuld also points to “a tenfold increase in the authorisation thresholds under article 30 for transfers of funds that are permitted in relation to Iran”, and “a power for states to authorise the release or making available of funds or economic resources, in derogation from the Iranian asset freezing provisions of paragraphs 2 and 3 of article 23, where necessary for the execution of contracts to import, purchase or transport petrochemical products of Iranian origin or imported from Iran”. ❚

“ It remains to be

seen how quickly the proposal will result in a binding regulation and whether the drafting will change

“

EU sanctions over Ukraine

engineer Ramil Leuterio, crew members bypassed pollution prevention equipment that was in place to ensure that any discharged bilge water contain less than 15 parts per million of oil. The crew then concealed the illegal discharges by making misleading entries and omissions in the vessel’s oil record book.

According to several engine room crew members, Leuterio directed them to use a complex system to transfer the bilge water from the bilge holding tank to the sewage tank. From the sewage tank, the bilge water was dumped directly into the sea without passing through pollution prevention equipment. Once the bilge holding tank was emptied, Leuterio directed the lower-ranking crew members to put clean fresh water and salt water into the tank. As the pollution prevention equipment automatically records the time it is being operated, Leuterio then processed the clean water through the prevention equipment, thereby creating an electronic record to account for the bilge water that had bypassed the equipment and been discharged directly overboard.

Under the terms of a binding plea agreement, if accepted by the court, Odfjell will be placed on probation for a period of three years and pay a criminal penalty totalling $1.2 million, including $300,000 that will be directed to the National Fish and Wildlife Foundation to fund projects aimed at the preservation and restoration of the marine environment of Long Island Sound.

Leuterio, 42, a citizen of the Philippines, pleaded guilty to one count of violating APPS for his role in directing lower-ranking crew members to make the illegal discharges and for failing to accurately maintain the vessel’s oil record book. He faces a maximum term of imprisonment of six years and a fine of up to $250,000. ❚

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Regulation

Talking

safety Further progress on maritime safety is high on the agenda at the International Maritime Organisation this year

liminating piracy and reducing maritime casualties remain on the agenda of the International Maritime Organisation (IMO), secretary-general Koji Sekimizu said in his address to the first meeting of the year.

“I am looking forward to further progress in the Accident Zero Campaign with the International Association of Lighthouse Authorities (IALA) and making further efforts to implement the Djibouti Code of Conduct with partner organisations such as the United Nations, the United Nations Office on Drugs and Crime, the Food and Agriculture Organization of the UN and the European Commission,” he said. “In addition, I will explore new ways to help prevent the unsafe maritime transfer of large numbers of people in small vessels that cannot comply with the international safety regulations, in cooperation with relevant UN organisations such as the UN High Commissioner for Refugees,” he told delegates at the Sub-Committee on Design and Construction.

One of the goals he highlighted was that the Djibouti Code of Conduct and implementation system should be handed over to littoral States in the Indian Ocean region. A new project for the Gulf of Guinea should also be established, he said.

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Maritime Security International

IMO secretary-general Koji Sekimizu

The meeting coincided with the 100th anniversary of the adoption of the Safety of Life at Sea (SOLAS) convention, which resulted from the 1912 Titanic casualty.

“You all recall Costa Concordia grounded off the coast of Italy two years ago. You cannot compare the scale of the loss of lives of Costa Concordia with Titanic but, as I mentioned at the very first sub-committee address as the secretary-general in this room, on 16 January, two years ago, we must not take this accident lightly and we must take lessons to be learnt based on the formal casualty investigation report,” Sekimizu said.

“We all know the discussions at the Maritime Safety Committee (MSC) and development over the last two years and still we have not finalised this very important issue. In comparison with our great-greatgrandfathers’ generation, 100 years ago, are we doing any better in our mission to enhance the safety of passenger ships? We must consider this question.”

He said he was “eagerly looking forward to the debate at the coming MSC on the issue of safety of large passenger ships covering all aspects including design, damage stability, operation and management aspects in the context of the Costa Concordia. If we, at the

Spring 2014

MSC, cannot take action, nobody on this planet can and therefore the stakes are high for the discussion at the MSC in May”.

He also highlighted the case of the MOL Comfort last year, when “a relatively young vessel developed a serious crack, which led to the progressive structural failure and the total loss of the vessel”.

“I would like to request once again all relevant authorities to accelerate investigation into the casualty and provide necessary information to IMO as soon as possible. The MSC is again the most appropriate body in this world in dealing with this important issue. Again, stakes are very high indeed.”

“This year marks 100 years after the adoption of the first SOLAS and also marks 40 years after the adoption of the 1974 SOLAS Convention. As I have already declared at the Future Ship Safety Symposium, my view is to make serious efforts now for a decade to come and develop a new convention, SOLAS 2024, a half century after the adoption of the 1974 SOLAS,” Sekimizu added.

“I hope that IMO member governments and all those who are seriously dealing with ship safety would be able to develop a new concept of ship safety which would secure safety of ships in this 21st century.” ❚

Regulation Common structural rules The International Association of Classification Societies (IACS) has unanimously adopted new harmonised common structural rules (CSR) for oil tankers and bulk carriers. The rules will apply to all oil tankers over 150m and bulk carriers over 90m in length contracted for construction on or after 1 July 2015.

The CSR will be presented to the International Maritime Organisation (IMO), which will verify their compliance with the IMO goal-based ship construction standards (GBS) that will be compulsory for new building contracts signed on or after 1 July 2016.

Roberto Cazzulo, chairman of the IACS Council, said: “This is an historic achievement and the culmination of many years of hard work by technical specialists from all member societies and intensive and continuing consultation with industry and authorities at every stage. Together we have invested a huge amount of time and money to develop these rules.”

There are a number of benefits of the new CSR: ship designers will be able to work to one common standard applicable to both ship types; more comprehensive structural analyses, including finite element method (FEM) calculations covering fore and aft parts; new rule checks including buckling, fatigue and ultimate strength criteria; all this will enhance safety and reliability of the structure.

“These harmonised rules take into account feedback from experience of the 2006 CSR and very extensive input from the industry,” said Cazzulo.

At the same meeting, the IACS Council decided to take a proactive approach to structural safety of containerships, following a comprehensive review of technical requirements for hull design, construction and survey.

IACS decided to expand the scope of current IACS unified requirements for post-Panamax containerships. These requirements will cover two important areas: scope of hull girder strength assessment and specific loading cases that will provide more comprehensive safety margins.

“The new IACS unified requirements should be considered as a proactive measure to ensure an acceptable level of consistency among all IACS societies and will ensure that class and industry follow a state-of-the-art methodology for structural analysis of post-Panamax containerships.” ❚

Roberto Cazzulo, Chairman of the IACS Council

Ship security officers Guidance on training and certification requirements for ship security officers and seafarers with designated security duties has been agreed by the International Maritime Organisation (IMO), to address practical difficulties seafarers have reportedly experienced in obtaining the necessary security certification under the 2010 Manila amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW).

The guidance recommends that, until 1 July 2015, relevant training under section 13 (training, drills and exercises on ship security) of the International Ship and Port Facility Security (ISPS) Code should be accepted as being equivalent to that required under the STCW. The guidance was agreed by the Sub-Committee on Human Element, Training and Watchkeeping (HTW), meeting for its first session from 17 to 21 February 2014. The sub-committee expressed concern that large numbers of seafarers were reportedly unable to have access to approved training courses or were unable to be issued certification of security-related training in accordance with the STCW regulations.

The sub-committee approved an STCW circular on advice for port state control officers, recognised organisations and recognised security organisations on action to be taken in cases where seafarers do not carry certification required in accordance with regulation VI/6 of the STCW Convention and section A-VI/6, paragraphs 4 and 6, of the STCW Code after 1 January 2014.

It also approved an STCW circular on advice for port state control officers, recognised organisations and recognised security organisations clarifying training and certification requirements for ship security officers and seafarers with designated security duties, which agrees that ship security officer (SSO) training encompasses the competence requirements of the STCW Code (section A-VI/6).

Therefore, holders of SSO certificates should not be required to undergo further training and obtain certification. ❚

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Corporate viewpoint POLICY & FORUMS 36

Maritime experience meets military expertise

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Anti-piracy solutions and expertise for every aspect of the shipping industry

aritime security company Albatross Ltd. provides maritime security solutions for shipping clients, private yachts and oil and gas energy companies in the high-risk area of the Indian Ocean. Albatross Ltd. was founded and is managed by professional Russian and Ukrainian ex-military officers and experts. Its mission is to provide effective armed and unarmed solutions for vessels, yachts and platforms transiting the high-risk area of the Indian Ocean.

We specialise in protecting commercial ships and off-shore complexes against pirate attacks. Albatross Ltd. adheres strictly to industry standards, guidance and recommendations, including but not limited to the International Convention for the Safety of Life at Sea 1974 (SOLAS 74), the International Ship and Port Facility Security Code (ISPS) and Best Management Practices for Protection against Somalia Based Piracy (BMP4).

We work on the basis of GUARDCON terms and conditions. Albatross Ltd. is a signatory company to the International Code of Conduct for Private Security Service Providers Association (ICoCA).

We recognise Best Management Practices for Protection against Somalia Based Piracy and firmly intend to provide the additional level of protection to BMP. We adhere to the Rules of Use of Force (RUF) and all applicable international and local (state of flag, state of port) laws.

We use only legal weapons and security equipment and follow legal procedures of transportation and storage. We respect the rights and

interests of ship owners and charterers, cargo owners and insurers. Albatross Ltd. has $5Â million of public and professional liability insurance.

We recognise Best Management Practices for Protection against Somalia Based Piracy Our team consists of professionals experienced in ship management as well as ex-military and law enforcement officers who have participated in

Albatross Ltd. Tel: +380 (0)674 883593; +380 (0)675 564440; +380 (0)675 564445; Skype: coo.albatross; mscalbatross.m2; mscalbatross.m3; E-mail: coo@mscalbatross.com; m2@mscalbatross.com; m3@mscalbatross.com; Web: www.mscalbatross.com

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live combat, law enforcement and peacekeeping operations.

This combination of maritime and military experience, supported by training and modern, effective equipment, allows us to recommend and implement various options to secure and protect.

Albatross Ltd. implements in advance a practice run of the principles of fullscale threat evaluation, preventative and long-distance actions to reduce and eliminate risks to crew, ship, cargo and property.

Our aim is to be in due time in due place as per the first call of our clients and to secure and cover voyage, life and business with our professional protection.

Include the services of Albatross Ltd. in your preparations in order to secure and protect your voyage, ensure business and reduce risks.

Regulation SOLAS changes A number of amendments to the Safety of Life at Sea (SOLAS) convention, the International Convention for the Prevention of Pollution from Ships (MARPOL) and the 1988 Load Lines Protocol entered into force or took effect from 1 January 2014.

The amendments cover passenger ship safety (in relation to safe return to port after a flooding casualty); the testing of free-fall lifeboats; minimum safe manning levels; prohibition of blending onboard; the revised MARPOL Annex III; the United States Caribbean Sea Emission Control Area; and the Winter Seasonal Zone off the southern tip of Africa.

The SOLAS amendments that entered into force on 1 January 2014 include the following: l amendment to SOLAS regulation II-1/8-1, to introduce a mandatory requirement for new passenger ships for either onboard stability computers or shore-based support, for the purpose of providing operational information to the master for safe return to port after a flooding casualty;

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Every ship must establish minimum safe manning levels

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amendment to SOLAS regulation III/20.11.2 regarding the testing of free-fall lifeboats, to require that the operational testing of free-fall lifeboat release systems shall be performed either by free-fall launch with only the operating crew on board or by a simulated launching; amendment to SOLAS chapter V to add a new regulation V/14 on ships’ manning, to require administrations, for every ship, to establish appropriate minimum safe manning levels following a transparent procedure, taking into account the guidance adopted by IMO (Assembly resolution A.1047(27) on principles of minimum safe manning); and issue an appropriate minimum safe manning document or equivalent as evidence of the minimum safe manning considered necessary; amendment to SOLAS chapter VI to add a new regulation VI/5-2, to prohibit the blending of

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bulk liquid cargoes during the sea voyage and to prohibit production processes on board ships; amendment to SOLAS chapter VII to replace regulation 4 on documents, covering transport information relating to the carriage of dangerous goods in packaged form and the container/vehicle packing certificate; and amendment to SOLAS regulation XI-1/2 on enhanced surveys, to make mandatory the International Code on the Enhanced Programme of Inspections during Surveys of Bulk Carriers and Oil Tankers, 2011 (2011 ESP Code, resolution A.1049(27)). ❚

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The amendments that entered into force on 1 January 2014 include a revised MARPOL Annex III Regulation for the prevention of pollution by harmful substances carried by sea in packaged form, to include changes to the Annex to coincide with the next update of the mandatory International Maritime Dangerous Goods (IMDG) Code, specifying that goods should be shipped in accordance with relevant provisions.

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Corporate viewpoint POLICY & FORUMS 38

Effective security solutions

U

Professional, proficient specialists in security matters

P.O.Box 957, Offshore Incorporations Centre, Road Town, Tortola, British Virgin Island

niversal Maritime Solutions (UMS) is a company that operates from Singapore and was founded by BG (Ret) Andrew Tan who has 29 years of experience in the Singapore Armed Forces (SAF).

He was also the founder of Aetos Security Management Pte Ltd, the other Auxiliary Police Force in Singapore licensed to provide armed security services to industries that require armed security in Singapore. The UMS management team comprises of ex-senior officers from the SAF and Special Operation Force (SOF) and we pride ourselves on being highly professional, proficient and specialists in security matters.

UMS have successfully accomplished more than 1,000 missions with at least 10 different shipping companies UMS Maritime Marshals are specially selected ex-servicemen from the SAF’s Commandos, the SOF, the Singapore Special Operations Command (SOC) and Gurkhas from Nepal based on their professionalism, experience and ability to perform under duress. Each Maritime Marshal undergoes a stringent pre-selection protocol to ensure that he has the necessary service record, is physically fit, healthy, English language proficient and has no criminal record Upon selection, he undergoes the 12 days Basic Maritime Marshals Course and will only be appointed as a UMS Maritime Marshal upon successful graduation.

Each Maritime Marshal also undergoes at least 3 continuations training annually.

UMS provides risk assessment, consultation, security solutions and armed protection to vessels transiting through the High Risk Area (HRA). To date, UMS has successfully accomplished more than 1,000 missions with at least 10 different shipping companies. UMS is in full compliance with BIMCO GUARDCON and we warrant that all the clauses of the Agreement are complied with prior to formalisation of the Agreement.

UMS’ KPI is “Nobody Gets Hurt”. The word “hurt” in the armed security industry is defined as the possibility of being physically, financially or legally “hurt”. We have achieved this KPI in all the 1,000 plus missions that we have successfully executed by ensuring that none of our Maritime Marshals, our clients, innocent users of the sea and even the perpetrators are “hurt”. To achieve this KPI is an art and UMS has a complete maritime security management system to provide solutions to any shipping company – a 24/7 operations centre, a tried and tested Standard Operations Procedures (SOP), training systems, well equipped and well trained personnel. We also have licences and approvals from Flag States and coastal states in the vicinity of the HRA for the embarkation and disembarkation of weapons and ammunitions and full compliance with all legal requirements in every aspect of our operations.

UMS is an ISO 9001:2008 accredited company for the provision of maritime

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security services to the shipping industry

by DNV and is a founding and signatory company to the International Code of Conduct for Private Security Providers.

UMS is also a member of the Security Association for the Maritime Industry (SAMI) and certified by countries that require a licence before its Maritime Marshals can board and protect their Flags.

In the course of our duty to our clients, we are humbled to have received numerous positive feedbacks and notes of appreciation as well as thanks from our clients pertaining to the security services provided by our Maritime Marshals. We would like to respectfully invite your shipping company to contact us and we would be pleased to provide more information concerning our services and competitive rates. We are also happy to undergo a due diligence by your esteemed company to ensure that we meet the high standards required by you.

Kidnap and ransom

Taken for

ransom Ransom payments destined for terrorists have been the subject of a recent Security Council resolution, banning piracy payments presenting more practical problems

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he United Nations Security Council has adopted its first unanimous stand-alone resolution tackling terrorist kidnapping for ransom. It calls on all member states to prevent terrorists from benefiting directly or indirectly from ransom payments and expresses the Council’s determination to secure the safe release of hostages without ransom payments or political concessions. For the first time, the Council calls on member states to work with the private sector to respond to terrorist kidnappings without paying ransoms.

Speaking after the resolution’s adoption in New York, the UK’s foreign secretary, William Hague, said: “I am delighted that the United Nations Security Council has adopted unanimously its first resolution dedicated solely to tackling terrorist kidnapping for ransom.

“Kidnap for ransom has become the most significant issue in tackling terrorist financing and remains a grave threat to the nationals of all countries. In the past three and a half years, we estimate that Al-Qaeda-affiliated and other Islamist extremist groups have collected at least $105 million in ransom payments. The payment of such ransoms enables terrorists to increase recruitment, strengthens their ability to organise

and carry out terrorist attacks, and provides an incentive for future kidnaps.”

While this resolution applies to the payment of ransoms which might fall into the hands of terrorists, there has continued to be a dividing line between funding for terrorist organisations and ransom payments to pirate groups. There have also been concerns that ransoms for crew members might potentially be banned, while it would remain possible to pay a ransom if a senior executive of a bluechip company was concerned.

Raising capital for ransom payments in dollars is a difficult exercise, acknowledges Stephen Askins of international law firm Ince & Co, who has been involved in many high-profile hostage negotiations. Much will depend on the part of the world in which the transaction is taking place. Pirates themselves have been careful to ensure that they are deemed to be in the business for economic and not terrorism motives.

When asked whether he thinks the threat of piracy will accelerate again if naval forces pull out, Askins says he is in favour of the theory of “herd immunity. When you looked at the pirates in the early days, you had to ask whether they were motivated by lack of risk or whether they were motivated by reward”. Being a pirate, he

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says, has become too risky and the world fleet has herd immunity. “A combination of best management practices, sensible planning, armed guards and, I think, a much smarter military intervention and intelligence work has meant it is just too difficult to be a pirate.

“If piracy levels flare up again on the east coast, whether they will go back to 2010 levels is a moot point. The financial situation has improved, but the question remains as to whether removing a central pillar of the defence against piracy might result that the potential for opportunistic attacks might accelerate.”

Askins also raises the issue of who is involved in the payment of ransoms. The people who pay the ransoms may be property and hull interests, while the people who bear the risk of time, either the crew through the P&I Club, or the time charterer, for example, do not contribute to the ransom. “You have the situation that the property underwriters pay and you try to mix that into general average, but, if you think about it, the longer a hijacking goes on, in theory the less you will pay compared to the original demand, and that suits the property underwriters. But, clearly, the longer it goes on the greater the cost can be to those bearing the risk, and the crew are obviously the lever in negotiations. If the hijacking goes on beyond six months, there

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Corporate viewpoint POLICY & FORUMS 40

Knights of Malta

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The relationship between Quantum and manufacturers has forged a strong supply base of security equipment via Malta

Quantum Engineering Supplies 158-160, Palm Street, Paola PLA1412 MALTA Tel : +356 21693196 Email: sales@quantumshot.com Website: www.quantumshot.com

alta, an island covering just 316 km2 may seem insignificant but not when geographically located in the middle of the Mediterranean Sea. Naturally a seafaring nation, the island is no stranger to the world of piracy, with the greatest prominence being during the time of the Knights of Malta. The Order’s role swayed from the protection of merchant shipping to the persistent plundering of entire fleets in the Mediterranean Sea. Maltese piracy had therefore become a matter of grave concern to commercial shipping due to the losses and disruption it caused even beyond the 17th century.

Times change and modern Malta now plays a significant role in anti piracy. A European Union member state since 2004, the country has a vibrant economy and a sound infrastructure that attracts diverse industries. Quantum Engineering Supplies was set up in 1996, specializing in the precision engineering sector but the owner’s natural attraction to ballistics and firearms saw diversification into the arms trade, thus making Quantum what it is today.

A gradual build up of business relationships between Quantum and renowned manufacturers of firearms, ammunition and security equipment helped to forge a supply base that can conveniently cater for the requirements of maritime security companies, including PMSCs who are compliant to ISO PAS 28007 or other standards.

With years of experience in the firearms trade, Quantum has an edge thanks to its engineering capabilities whereby firearms are looked upon with a technical aptitude.

Quantum offers to supply its firearms and ammunition in military standard (MIL-STD) transport cases as per arrangement negotiated with the manufacturer’s distribution centre SKB Europe. Eric Camilleri of Quantum explained, “We don’t just place the weapons in the cases. In our effort to offer a complete service we prepare all the foam inletting of the transport cases, whereby we organize the firearms and accessories layout within each case.

Therefore once deployed, security teams find everything organized and ready, irrespective of their order for just one or multiple kits.” He added: “Although these may seem like little things, such

preparations are time consuming activities which PMSCs have no time for, while we carry out this service free of charge. However, this adds to the level of service that we provide.”

Quantum has an edge thanks to its engineering capabilities, whereby firearms are looked upon with a technical aptitude Quantum has consistently gained a sound reputation by catering for the specific requirements of each individual customer and developed its own packages of maritime security kits. The idea evolved due to the need to standardize the choice of firearms.

Together with a number of weapon manufacturers, most predominantly CZ (Ceska Zbrojovka), Quantum configured a number of semi automatic rifle models with different tactical modifications for use in maritime security. The success of these rifle configurations saw Quantum being appointed as CZ’s representative for the international maritime security market.

This led to other manufacturers of firearms and tactical accessories cooperating with Quantum in order to enhance their sales potential via

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Malta. Consequently it was opportune to venture into other security areas targeting training providers, private security contractors, military and law enforcement. Among the success, were projects for tactical accessories supplied to the Armed Forces of Malta, particularly the AFM Special Duties Enhanced Boarding Team (SDEBT), who actually deployed the accessorised weapons during their participation in anti-piracy missions with EU NAVFOR. On its part, the Malta Police Force chose Quantum to equip their (RIU) Rapid Intervention Units with the CZ Scorpion EVO3 A1 submachine guns.

In the security training sector, a number of training providers operating in Malta appointed Quantum as their preferred weapons’ supplier. Camilleri stated: “We have also been approached by several renowned international private security contractors to discuss our scope of supply and have participated in offers for projects with PSCs tendering for overseas security missions.”

Quantum adheres to rigorous local and international export procedures covering equipment which is subject to export controls regulations. This guarantees peace of mind to the end user, especially to maritime security companies faced with increasing challenges for the provision of armed security. A private security company without access to a reliable supply of equipment cannot operate efficiently.

Malta’s strategic location is an asset whereby Quantum can supply and export security kits to teams operating in high risk areas.

Corporate viewpoint POLICY & FORUMS 42

Launch of OCTOPUS eases security challenge Marine Risk & Quality (MRQ) is a subsidiary of Lampe & Schwartze Group, based in Bremen, Germany. Lampe & Schwartze Group is a leading marine underwriting agency, founded in 1858, supporting its clients with a wealth of experience and a world-wide network in the shipping and insurance industry.

MRQ specialises in the assessment of maritime threats and provides risk management and consulting for the shipping industry as well as security performance vetting. Its interdisciplinary team combines knowledge and experience in the fields of nautical science, maritime security, law and political science. Furthermore, MRQ collaborates with a network of experts from science, politics and operative security.

In May, Marine Risk & Quality (MRQ) will launch its online platform OCTOPUS, offering ship managers for the first time the opportunity to book vetted, top tier security services for their transits online.

The new portal provides a streamlined service where ship managers can select and contract a certified PMSC of their choice via a private and secure bidding process.

a recent interview: “Armed guards have a 100% success rate.”

However, the administrative effort of choosing the right security provider for

By using OCTOPUS ship managers can be sure to choose

A

recent survey of ship managers conducted by Lloyd’s List revealed that an escalation of piracy is still regarded as the biggest future threat for the shipping industry (53%) alongside organised crime and terrorism (48%).

Security therefore remains a major issue, with half of the respondents indicating that they use PMSCs for their transits through the Indian Ocean.

Captain Pottengal Mukundan, Director of the IMB, is clear on the subject: he states that, although the number of acts of piracy reported in Somalia has significantly decreased, there can be no room for complacency. He cautions that the attacks will rise to past levels if the naval presence is reduced or vessels relax their vigilance.

The best line of defence against attacks remains the deployment of privately contracted armed security personnel (PCASP). Experts suggest that the current decline of piracy incidents might be largely due to the increased deployment of armed guards on board ships. As Rear Admiral Duncan Potts, Commander EUNAVFOR, pointed out in

only from highly qualified PMSCs while enjoying the benefit of market and price transparency each transit has become ever more time and cost-consuming. Ship managers are faced with the challenge of finding and contracting qualified PMSCs at adequate prices. Marine Risk & Quality (MRQ) has responded to the industry’s needs by launching OCTOPUS - an efficient online tool designed to facilitate the contracting of top tier security, matching the right provider to individual transit requirements.

As the world’s first online market place for maritime security, OCTOPUS is aiming to both streamline and improve the process of selecting and contracting certified security providers.

MRQ has developed a unique five-stage vetting process for PMSCs and their operational personnel, making it the most comprehensive standard in the market.

In addition to a systemic company audit according to ISO 28007, the psychological abilities, operational and tactical skills as well as nautical and technical capabilities of the operational personnel are verified.

The vetting process is concluded by an on-board performance audit. All underlying measurements and tests have been developed with experts in their respective fields.

OCTOPUS provides ship managers with an instant overview of suitable security providers at the touch of a button and enables them to receive tailored proposals securely online. The platform also offers contractual certainty through standardised contracting processes.

So how does OCTOPUS work? First, the ship manager places a new transit securely online. He then receives private bids from PMSCs allowing him to contract the PMSC of his choice, based on best value and price. The entire transaction is subsequently handled via OCTOPUS, down to payment and conclusion of the contract. By using OCTOPUS, the ship manager can be sure to choose only among highly qualified PMSCs, certified for specific routes, while enjoying the benefit of market and price transparency.

As the security of their ships remains a serious concern for prudent ship managers, OCTOPUS is the new digital means of choice for streamlining its administration.

MRQ’s 5-step vetting process for PMSCs For more information, contact: Herrlichkeit 5-6 | 28199 Bremen, Germany Tel: +49(0)421 5907-140 Telefax: +49(0)421 5907- 4140 Web: www.mrquality.de E-mail: contact@mrquality.de

Phase I: Introduction and Systemic Company Audit according ISO 28007 and GFSA

Phase II: Psychological Abilities Diagnostics

Phase IV: Verification of Maritime-Nautical and Technical Capabilities

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Phase III: Verification of Operational and Tactical Abilities and Skills

Phase V: On-Board Performance Audit

Corporate viewpoint

1. Select

Ship Manager

2. Propose

PMSC

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Parties on the OCTOPUS platform

3. Contract

Marine Risk & Quality

OCTOPUS • Lean administration • MRQ-vetted PMSCs • Market Transparency • Risk Assessment • Contractual Certainty

“Besides international naval presence the best option for ship managers remains the deployment of qualified armed guards” Georg Klöcker, Managing Director, MRQ

Spring 2014

“OCTOPUS allows ship managers to select and contract certified PMSCs within 15 minutes. It is smart, efficient and price transparent” Sebastian Hons, Managing Director, MRQ

Maritime Security International

Kidnap and ransom Kissel says he has concerns that the instances of piracy might begin to mount again on the east coast if naval forces are withdrawn in the coming year or so. Navies are under a lot of financial pressure on one hand and “I suspect they are not going to carry on with that kind of presence indefinitely”, he says. Financial pressure also applies in the case of shipping companies worldwide, he says. Kidnap and ransom insurance may not cost a great deal of money, but deploying armed guards on board does. Owners are looking at the bottom line and are shopping around as far as security firms are concerned to ensure that they get the best price. “They are pushing the price down, but at a certain stage if you push the price too hard you are also getting low quality.” This might mean reducing the number of armed guards from four to maybe three or two men. There are more and more shipping companies that are requesting two men on board, Kissel says. “It’s a very slow process, but it’s creeping in.” Complacency is edging into the market, he believes.

The situation on the west coast is, if anything, more aggressive, having started with the stealing of cargos, with perpetrators profiting from thriving illicit economies in Nigeria and Benin, for example. Now attention has moved to kidnapping and ransoming members of the crew and the problem is exacerbated by the fact that the use of armed guards on ships on the west coast of Africa differs totally from that

Spring 2014

on the east coast. West African countries have specified the use of their own armed personnel in these instances, and these may be easy bait for bribery.

From an insurance standpoint, Trident amends its product based on which part of Africa is concerned. “You have to tailor your cover to match whether you are talking about the east or west coast,” says Kissel.

“ They are

pushing the price down, but at a certain stage if you push the price too hard you are also getting low quality

“

is an expectation that the crew may be hurt, or tortured, or worse.”

There is a potential conflict at the centre of the argument as to how saving the company millions of dollars in an off-hire situation might play off against an increased ransom payment.

Under general average, certain rules apply, but the question now is whether there should be a further debate on best practice in this area.

Leo Kissel, managing director of Trident Special Risks, says his feeling is that, on the marine kidnap and ransom front, from the insurance perspective as far as East Africa is concerned “it has become a product that if you are going through the Indian Ocean you buy. It is accepted within the maritime community that you must have it”, he says. The same is true of armed guards, he says, which have been accepted by the maritime community. The point of growth that he sees is putting insurance cover in place for West Africa. He says East Africa pricing has gone down because the perceived risk is lower.

However, he believes this is the perceived risk as seen through the media. The company gets involved in approximately 1,500 transits through the danger zone in a year. “We see a lot of attacks or approaches mentioned that don’t get out into the media.” He adds that although the threat has been reduced by the presence of international naval forces, this has, in his opinion, been “more so by the presence of armed guards on board the vessel”.

Trident has also moved into the market of providing insurance packages for armed guards.

“In Germany, we are probably the leading provider.

I think armed guards companies appreciate it because of our specialist nature. When I speak to the owner of a private maritime security company (PMSC) as an insurance broker, he knows he is talking to someone who understands his business – that’s the difference. The kind of insurance provided could include anything from kidnap and ransom to liability issues, personal accident and the like. “We do the whole package from A to Z. It makes sense because we understand the business and, a lot of times, our PMSC clients are on board vessels that are also our clients.”

Ensuring that no information is given out to either shipping companies or armed guards, so as to ensure confidentiality, guards against potential conflicts of interest. This includes information to the media in terms of the company’s client base.

“If you have a kidnap and ransom policy in place, you don’t want people knowing that you have it,” says Kissel.

While pricing has come down in general, Trident has both volume and know-how, Kissel says, and has been doing a certain amount of reinsurance on kidnap and ransom for big insurers. It has also been pushing into the market of providing advice for medium sized companies that may need help in handling kidnap and ransom issues. ❚

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Pirates present a serious danger.

We’ll help protect you against them.

If your business has assets or interests on the high seas, your crew, cargo and vessels may be at risk. A piracy policy from Catlin covers all possible contingencies and incorporates specialty coverage including additional security measures and crew safety. Don’t set sail until you’re covered.

For more information, contact your insurance broker or visit Catlin.com SpeCialty inSuranCe | reinSuranCe

Insurance

Abandoned

crew Seacurus considers insurers’ position on unpaid wages for abandoned seafarers

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pecialist marine insurance intermediary Seacurus has welcomed the agreement to include in the Maritime Labour Convention unpaid crew wages in the event of abandonment, and has called for the earliest possible implementation of draft proposals to amend the Convention accordingly Agreement was reached between shipowners, governments, seafarers, NGOs and other organisations meeting at the special Tripartite Committee of the Maritime Labour Convention (MLC) at the International Labour Organisation (ILO) headquarters in Geneva this month. At the meeting, all parties were willing to see abandonment provisions included in the Convention. Draft amendments were duly finalised and accepted almost unanimously.

Thomas Brown, managing director of Seacurus, says, “This is a decision which should be welcomed by all parties in the maritime industry.

Now that it has been taken, it is in everybody’s interest to press ahead without delay.

“It was encouraging to note the pragmatic approach adopted by all parties at the STC meeting.

The amendments will now be submitted to the International Labour Conference in June 2014, after which a prescribed period will be set for member states to register any disagreement to the changes.

The amendments will come into force six months

thereafter. The meeting in Geneva discussed the prescribed period being one year, and it is to be hoped that this will be confirmed in June.

“The requirement for cover will be mandatory on all shipowners, thereby eliminating any uncertainty. Moreover, such cover already exists in the form of the CrewSEACURE policy created last year by Seacurus which provides indemnification in the event of the financial default of seafarers’ employers, and offers recompense in respect of unpaid crew wages. The policy will enable all employers of seafarers to meet their regulatory obligations under MLC 2006. The cover is available now, and it is affordable.

Firstly, the CrewSEACURE policy launched earlier this year by Seacurus provides comprehensive cover at low cost, with premiums of as little as $50 per seafarer per year available today. Secondly, the point about only bad owners requiring cover in respect of unpaid wages is immaterial, since the proposed requirement for cover will be mandatory on all shipowners. Mandating the requirement in this way will force out of business those owners who - it is claimed - ‘need the cover’, as they will be unable to obtain the requisite financial security called for by MLC. “If you cannot pay your crew, you should not put your ship to sea, it’s that simple. Any arguments

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to the contrary would serve to do our industry a disservice. Unfortunately, without the proposed amendments, there is currently no meaningful deterrent to this premise.

“Any attempt at unreasonable delay in implementing the MLC amendments should be strongly resisted.” ❚ Thomas Brown, managing director of Seacurus

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Insurance Limitation funds On 6 March 2014, the Court of Appeal ruled that a limitation fund can now be constituted by way of a letter of undertaking (LOU) given by a P&I Club, as opposed to a cash payment into court, law firm Clyde & Co explained in its online newsletter.

Clyde & Co was instructed by the owner of the Atlantik Confidence, Kairos Shipping Limited, and its P&I insurer, the Standard Club.

The vessel sank off Oman on 3 April 2013 following a fire on board. On 13 May 2013, the ship’s owners commenced limitation proceedings under the Convention on Limitation of Liability for Maritime Claims (LLMC) 1976 (as amended by the 1996 protocol) to limit owners’ liability. To do so, owners are required to establish a limitation fund for the limitation amount, calculated with reference to the vessel’s tonnage, the law firm explained.

Article 11(2) of LLMC 1976 provides that the “fund may be constituted either by depositing a sum or producing a guarantee acceptable under the legislation of the state party where the fund is constituted” and this was given force of law by s.185 of the Merchant Shipping Act 1995. The question for the court was whether the use of a P&I Club LOU was “acceptable” under relevant United Kingdom legislation.

“While the civil procedure rules currently provide that ‘the claimant may constitute a limitation fund by making a payment into the court’, Clyde & Co argued for the owner and its P&I Club that there was nothing to prevent a party establishing a limitation fund by way of a P&I Club LOU in the High Court,” the law firm explained. Mr Justice Simon initially rejected the owners’ arguments and held that cash payment was the only option open to owners, although the judge did express some reservations over the result: “It might seem surprising in today’s world that it could be argued that a suitably framed guarantee in an appropriate amount from a creditworthy provider is not effective security I hope from what I have said that I have made clear that consideration should be given to effecting a change in the law.”

The Court of Appeal has now overturned the High Court decision and ruled that a limitation fund can be constituted by a P&I Club LOU. The Court of Appeal stated: “The issue is one of considerable importance to the shipping industry, including P&I Clubs and others who provide insurance and reinsurance in respect of maritime claims.”

The owner’s appeal was supported by a letter from the International Group of P&I Clubs, and the ruling “will no doubt be welcomed by the industry as a sensible, commercial decision”, Clyde & Co said.

“The practical advantages of using a P&I Club LOU as opposed to making a cash payment are that it will be much quicker and considerably less expensive to establish a limitation fund.

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“The practice of providing cash deposits as security for maritime claims in general has already largely been superseded by P&I Club LOUs, which are accepted in many countries for a wide variety of claims and are considered to be equivalent to cash deposits by many courts across the globe. The Court of Appeal’s decision has confirmed that a suitable guarantee from a creditworthy provider is effective security and sufficient to constitute a limitation fund.” ❚

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Corporate viewpoint POLICY & FORUMS 48

Knowledge is key to offering relevant piracy insurance

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The most effective deterrents against piracy should be built in, not retrofitted, says Peter Dobbs from Catlin

hipping firms operating around the world are recognising the dangers of piracy, which is increasing both in prevalence and severity. Companies and crew are facing catastrophic levels of risk, particularly in the Indian Ocean.

Piracy is now an ever-present risk for ships in key regions, and insurance companies must find ways to stay one step ahead of this fast-changing market.

35,000 transits taking place in the Indian Ocean annually now include onboard security personnel.

Escalation and response to the piracy threat The success of a few high-profile pirate groups from Northern Somalia has led to many copycat groups beginning to operate throughout the Indian Ocean, one of the world’s most important trading routes. A failed government and poor living conditions led to piracy becoming more frequent in this area from 2005 onwards.

After 2008 piracy in the region boomed and shipping companies were left with little option but to employ private security on their vessels to protect their ships, cargo and crew from attack. The prevalence of security services on vessels has increased dramatically, and roughly half of the

piracy becoming

the conditions that originally caused piracy to begin within the Somali nation are still prevalent, so the removal of these armed forces and a withdrawal of private security personnel on ships could see piracy coming back in force in the Indian Ocean.

A failed government and poor living

Piracy growth around the world Piracy is viewed as a cluster crime.

The success of the pirates based in Somalia has led to the creation of other groups based in African nations with a coastline, as well as other coastal nations, such as the Philippines.

The success of hijacking off Somalia has particularly encouraged similar behaviour in West Africa where pirates have also become more active, with Nigerian pirate groups hijacking ships and kidnapping crew in the Gulf of Guinea, off the coasts of the Ivory Coast, Ghana, Togo and Benin.

conditions led to more frequent Insurers insisted that security was present on many of the ships they had on their books and that, combined with the presence of 22 of the world’s naval forces in the region, resulted in a decline in piracy off the east coast of Africa from 2012 onwards.

Raids on pirate settlements on land and pirate mother ships at sea have also disrupted piracy activity in the Indian Ocean and has limited the success of pirates heading out into the ocean to capture ships. However,

New threat from the African West Coast It’s important to be aware that piracy operations adapt to take into account the unique conditions in each region.

Piracy 2012 sk

Managing the Ri

For more information, contact: Catlin Asset Protection Tel: +44 (0) 207 648 7844 E-mail: catlin.piracyteam@catlin.com Website: www.catlin.com

Piracy 2011

A Report by ion Catlin Asset Protect ited

Catlin Group Lim

A Grow ing Me nace

A Repo

rt by Catlin Group Catlin Lim ite d

Piracy

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2011 – A Gro

wing Me

nace

Asset Pr otectio n

Corporate viewpoint The political situation in Somalia led to the conditions that exacerbated the crime of piracy and its rise in popularity. The failed government in that nation meant that there is little in the way of law and order, allowing pirate groups to capture a ship, its crew and cargo and detain them for long periods of time without fear of intervention, while a ransom is arranged for the combination of the commodities.

Some East African incidents can run for years, but generally they are resolved within three to eight months, with the average ransom amounting to approximately US$7 million.

In contrast, West Coast piracy is different and takes place over a shorter timeframe, typically up to one week.

This difference in operation is largely down to the fact that governments on the West Coast have not yet failed. Pirates must act quickly once they have boarded a vessel. This means that often hijackings are staged to steal the cargo on board a ship, which can then be sold at a later date.

More organised groups have been known to hijack vessels carrying refined petroleum products, which are then offloaded and resold

elsewhere. The other type of piracy that occurs in this area is the ransoming of the crew on land. This piracy model enables groups to achieve US$2 million to US$3 million within five to ten days, whereas on water there is no opportunity to hold onto vessels for longer periods of time before the various governments take firm action.

Knowledge is key to resolving piracy incidents quickly and safely Mitigating the financial and human cost of piracy attacks is impossible without in-depth knowledge. Understanding how pirates operate in different regions and creating solutions tailored to those threats must be at the centre of any counter- piracy insurance service.

A negotiation followed by ransom payment is still the lowest risk and the safest way to ensure the return of the crew and ship. However, this method relies heavily on advice from consultants familiar with the pirates’ tactics.

These consultants can help neutralise the pressures and threats that arise.

For the last three years, Catlin has been providing a piracy insurance service that combines its insurance products with high-quality advice and knowledge from specialist consultants. Catlin can help protect its clients’ shipping operations from the steadily growing global piracy threat.

GULF OF GUINEA RISK MAP 2013

Security Risk Forecast

 Negligible Risk

 Low Risk

 Moderate Risk

 High Risk

 Extreme Risk

–––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––––

 High Risk Areas

Boundaries and names shown do not imply endorsement or acceptance by Drum Cussac

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Insurance Hold harmless clauses Specialist professional indemnity insurer ITIC has warned that the socalled ‘hold harmless’ clauses in many of the contracts entered into by its members may contain pitfalls that could prejudice their rights.

A mutual hold-harmless indemnity clause should provide that each party to the contract agrees to take responsibility for – and to indemnify the other against – injury and loss to its own personnel and property and its own consequential losses, even if the accident and related losses are caused by negligence. But ITIC notes that, in many of the contracts it reviews, the party with the greater bargaining power will naturally seek to swing the balance back in its favour.

Writing in the latest issue of The Wire, the ITIC newsletter for the offshore and hydrographic sector, Robert Hodge, senior underwriter for the offshore sector, says: “It is staggering how often we see contracts stipulating that ‘the consultant shall indemnify the company against any and all losses’, yet there is no reciprocal benefit to the consultant.

The clause must have a mutual provision.”

Meanwhile, the mutual hold-harmless clauses seen by ITIC often leave the distribution of third-party liabilities unclear. Hodge says: “A hydrographic consultant on a survey vessel, for example, should be protected from third-party claims arising from the operation of the vessel.

The consultant should not be responsible for potentially multi-milliondollar pollution liabilities or collision damages to third-party property.

These should fall on the party that has insurance for these liabilities.”

Robert Hodge, senior underwriter for the offshore sector

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ITIC notes that, in some cases, it sees hold-harmless clauses amended to state that if one of the parties is found to be grossly negligent it will not be held harmless.

Hodge emphasises: “There is no true concept of gross negligence under English law. The line between negligence and gross negligence can become blurred, and cases will turn on facts and expert evidence.

The inclusion of gross negligence within a hold-harmless clause in a contract pursuant to English law can lead to uncertainty and increased litigation costs.” ITIC also warns that the distinction between indirect and direct loss can be complicated.

Hodge says: “A common misconception is that all ‘loss of profits’ is indirect loss. This is wrong. Loss of profits can be either direct or indirect, depending on the facts of the case. If, for example, a consultant was providing design work for sub-sea equipment and carried out the design negligently, this could cause not only damage to property but also lost drilling time, leading to lost revenue and profit. In such a case, a tribunal could find that the loss of profit arose naturally from the breach and was therefore a direct loss not excluded under the holdharmless clause.

“Taking into account the current day rates of drill rigs, this could form a substantial part of any claim. The clause should be amended to state that loss of profits is excluded, whether direct or indirect.”

ITIC concludes that hold-harmless clauses should be carefully reviewed to ensure that they are actually mutual. ❚

Seafarers

Wage talks Industry bodies met in February to discuss minimum wages for seafarers

aritime employer representatives, coordinated by the International Shipping Federation (ISF), met with counterparts from the International Transport Workers’ Federation (ITF) in February at the International Labour Organization (ILO) to review the ILO recommended minimum wage for able seafarers (AB).

ISF spokesman Arthur Bowring led the shipowner group in the discussions held in Geneva. He reflected at the meeting that the current monthly figure of $585 came into effect on 31 December 2013 and noted that the purpose of the meeting was to maintain a safety net for seafarers, particularly from developing countries. He also referred to publications from UN bodies such as UNCTAD that underlined uncertainty in the global economy and challenges facing world trade and particularly over supply of tonnage in the shipping industry. “We believe the decision taken is an appropriate one that gives shipowners adequate notice to be prepared for the impact of the agreed changes,” he said.

Union Nautilus International has welcomed the agreement at ILO to increase the monthly minimum wage for seafarers by US$7 per month from January 2015, and by a further $22 per month with effect from January 2016.

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The agreement will take the minimum monthly basic wage for an AB from $585 to $592 and then to $614, with the commensurate monthly total earnings for an AB based on the agreed ITF/ISF interpretation to $1,040 and $1,078 respectively.

Nautilus general secretary Mark Dickinson, who took part in the talks, said the increase is very close to 5% over the two years of the deal (about 1.2% in 2015 and 3.8% in 2016) and potentially sets a helpful benchmark for negotiations elsewhere.

“This is a good result given the tentative signs of economic recovery and the fact the formula used by the ILO to calculate the adjustment needed to maintain the purchasing power of the minimum monthly wage indicated that less money was needed,” he added. “However, even though ILO standards cannot be reduced, it was a difficult set of negotiations and hard to convince the shipowners’ representatives to agree an upward adjustment.” ❚

New guidelines on bullying Dickinson recently joined other European maritime unions, EU government officials and shipowners to launch new guidelines and training resources to tackle bullying and harassment at sea.

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The 20-minute video and accompanying training workbook aims to identify and fight bullying and harassment practices, to ensure there is a zero tolerance approach and cultural shift onboard EU-flagged vessels in the future.

“The safe and efficient operation of any ship relies on good team work, and crew morale can be severely affected by a culture of harassment and bullying,” explained Dickinson. “It does not just affect those to whom it is happening; it affects those who witness it and those having to manage or work with bullies and their targets.”

The EU-funded project, by the European Transport Workers’ Federation (ETF) and ECSA (European Community Shipowners’ Association), updates guidelines and a training package originally produced in 2004, which itself originated from a Nautilus survey of female members published in 2000.

“The video and information produced in 2004 defined the problem and developed guidance and training materials to address it, but there was a general feeling that the word had not been spread widely enough to achieve the aim of eliminating the problem in our sector,” Dickinson continued.

“Now that we have updated and improved the guidelines and resources for training we need all seafarers and shipping companies to

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Seafarers work together to spread the word – ‘Say No to Bullying, Say No to Harassment’ – in the European shipping industry and beyond.”

The training video can be found on the website of maritime training company Videotel and the supporting workbook can be downloaded from the ETF website. The ETF and ECSA have also produced guidelines on eliminating bullying and harassment, which can be downloaded from the ETF website. ❚

Chemical tanker safety Chemical tanker safety comes into sharp focus in a new training course from leading maritime training provider Videotel.

The Advanced Chemical Tanker Course has been developed in conjunction with the Chemical Distribution Institute (CDI), with the involvement of some of the biggest names in the chemical tanker industry.

Nigel Cleave, Videotel CEO, explains the thinking behind the initiative: “Chemical companies employ some of the highest quality workforce and demand the highest quality training for that workforce. We have worked with the industry to produce this high-specification course, which is extremely flexible and sophisticated in its delivery and will be continually updated to meet the changing demands of this sector.”

The Advanced Chemical Tanker Course is online, live-tutored and accredited by the Maritime & Coastguard Agency and is targeted specifically at masters, chief officers, chief engineers, second engineers and other persons having immediate responsibility for loading, discharging and care in transit of cargo on bulk liquid chemical tankers, including shoreside operational personnel.

Nigel Cleave, Videotel CEO

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Videotel now offers the most extensive portfolio of training for the liquefied natural gas (LNG) sector available in the marketplace.

Working with experts across the globe – BP Shipping, Shell, Maersk and the Society of International Gas Tanker and Terminal Operators (SIGTTO) among many others – it has created a comprehensive package of training covering the essentials required when operating in this important market.

The Liquefied Gas Tanker Safety Training Course provides both trainees and officers experienced in other sectors with tankerspecific technical knowledge to serve on an LNG carrier, and to be assigned specific duties relating to cargo or cargo equipment.

The LNG Training Course provides the competency knowledge required by officers serving on LNG tankers in accordance with the standards developed by SIGTTO. Not only is the course designed to provide the underpinning knowledge required to achieve the appropriate level of competence according to the rank of user but it may also be used to acquire the knowledge required by higher ranks should the officer wish to gain promotion.

Following on from these core programmes, Videotel offers a range of other LNG courses designed to deal with the very specific requirements of this demanding industry.

Course content focuses on meeting the requirements of the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) and is constantly reviewed and updated to address findings and recommendations from marine casualty investigations. Delivered through the unique Videotel Academy, the advanced course technology allows students to complete their study at a time and place to suit them and their employment responsibilities.

Live tutorials and interactive discussion sessions are conducted online through the Videotel Academy virtual classroom, while the learning experience is supported by electronic course notes, video sequences and library access. Each day of the five-day programme, which covers 11 study modules, concludes with an assignment and assessment paper, with a final written assessment on day five.

The course benefits from the involvement of former seafarer and CDI general manager, Martin Whittle, as course tutor. Martin brings with him 21 years of experience at sea and was responsible for the chemical industry’s global marine transportation and storage inspection schemes and the subsequent establishment of the CDI-T and IMPCAS systems.

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Chemical tanker businesses profit from cost savings as the online format avoids the need for costly travel and accommodation costs, while its 24-hour, instant-access approach is time-efficient. The course content is fully customisable to provide bespoke training, which can also be harmonised with individual company in-house training programmes.

“Lessons are still not being learned when it comes to preventing engine room fires,” says Graeme Temple, regional director for marine surveying and technical consultancy BraemarSA’s Far East operations, following a review of incidents in 2013. “Last year, we attended a significant number of engineroom fires – the industry is still experiencing far too many unnecessary casualties where flammable liquids in engine rooms are finding their way onto hot spots,” he says. “These hot spots are only too easy to find with thermal imaging photographs.”

Yet despite all the attention to fire prevention and protection design, potential problems must be detected earlier to ensure a fast and efficient first response. A crew has only limited resources and time to prevent any problem escalating.

At any one time in a modern engine room there can be thousands of litres of flammable liquids circulating inside the pipe systems.

Aside from the obvious risk to life, a ship fire is inevitably a very expensive, time-consuming repair job. Damage from heat and firefighting effort, acid residues from burnt plastics, soot cleaning and painting all add up, leaving a cost that is extremely hard to control.

According to the rules of the International Association of Classification Societies (IACS) and, after 1998, also Ch II-2 Reg.15.2.10 of the International Convention for the Safety of Life at Sea (SOLAS), all surfaces above 220oc must be insulated or protected in order to prevent ignition of flammable fluids. However, there appears to be a continuing neglect of areas where flammable liquids can escape from high pressure (HP) and low pressure (LP) fuel, HP and LP lubricating, purifier and fuel valve cooling systems.

He explains: “In reality, basic maintenance is all that is required. Engine room crew should carry out regular inspection of pipes and associated fittings; they should refit brackets and lagging when carrying out maintenance; leaks should be repaired quickly before a drip becomes a spray; spares for HP fuel pipes should be available, and leakage alarm systems should be tested regularly. Prevention is as straightforward as that.” ❚

Deterrents

Security

assurance Security training, new patrol vessels and help with IEDs are just some of the recent developments

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uidance on training and certification requirements for ship security officers and seafarers with designated security duties has been agreed by International Maritime Organization (IMO), to address practical difficulties seafarers have reportedly experienced in obtaining the necessary security certification under the 2010 Manila amendments to the International Convention on Standards of Training, Certification and Watchkeeping for Seafarers and STCW Code.

The guidance recommends that, until 1 July 2015, relevant training under section 13 (training, drills and exercises on ship security) of the International Ship and Port Facility Security (ISPS) Code should be accepted as being equivalent to that required under the STCW Convention and Code.

The guidance was agreed by the SubCommittee on Human Element, Training and Watchkeeping (HTW), meeting for its first session from 17 to 21 February 2014. It expressed concern that large numbers of seafarers were reportedly unable to have access to approved training courses or were unable to be issued certification of security-related training in accordance with the STCW regulations.

The sub-committee approved an STCW circular on advice for port state control officers, recognised organisations and recognised security organisations on action to be taken in cases where seafarers do not carry certification required in accordance with regulation VI/6 of the STCW Convention and section A-VI/6, paragraphs 4 and 6 of the STCW Code after 1 January 2014.

It also approved an STCW circular on advice for port state control officers, recognised organisations and recognised security organisations clarifying training and certification requirements for ship security officers and seafarers with designated security duties, which agrees that ship security officer (SSO) training encompasses the competence requirements of the STCW Code (section A-VI/6). Therefore, holders of SSO certificates should not be required to undergo further training and obtain certification. ❚

Combating drug abuse Videotel has launched an addition to its suite of programmes on the subjects of alcohol and drug abuse, Drugs and Alcohol – A Manager’s Guide. The guide is aimed directly at supporting management ashore and on board. This new

Spring 2014

programme makes managers aware of their responsibilities and of the need to ensure that an effective drugs and alcohol policy is in place.

Nigel Cleave, chief executive officer of Videotel, said: “The use of illegal drugs and the abuse of alcohol are serious concerns within the maritime industry. Managers have a legal duty to ensure the health, safety and welfare of everyone on board as well as to ensure the safety of the ship and the environment.

“MLC 2006 as amended includes guidelines on the safety and health education of seafarers, including guidance and training on the effects of drugs and alcohol abuse.

Videotel offers this guidance in the form of three updated complementary packages: Drugs and Alcohol – A Manager’s Guide; the Seafarer’s Guides – Alcohol Beware!; and Drugs – Way Off Course.

“All seafarers, whatever their rank, or the type of ship on which they serve, have a vital part to play in the ship’s organisation and in an emergency response. This ability can be seriously impaired by the use of drugs and alcohol with potentially serious and often unforeseen consequences to both the individual and the crew as a whole,” he concluded.

The programme examines the key components of an effective drug and alcohol

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August 12 - 14, 2014 | 1pm - 8pm sulAmericA convention center | rio de JAneiro | rJ | BrAzil

18.000 highly qualified visitors

380

Over exhibiting brands

International

Pavilions

National and international

shipyards

Reason to be present at Marintec South America: “Before we develop any Project, we must deeply understand the market. Therefore, on those three days we meet national companies and operators at the fair and that helps us understand the regulations in Brazil and how to make a plan to see to the Brazilian needs”.

Alex Lee, Yuexin Shipyard

Organiser

Official Media

Support

More information: Danilo Lastrucci dlastrucci@ubmbrazil.com.br www.marintecsa.com.br

Official Translation Agency

THE MEETING POINT FOR THE BRAZILIAN SHIPBUILDING INDUSTRY RENEVUE GENERATION | NETWORKING | BEST PRACTICES

Deterrents policy, starting with Prevention. Companies are encouraged to spread awareness of the risks to health and safety from both drugs and alcohol abuse and to offer help and counselling to those who may be concerned about their drinking or their use of drugs.

Setting the Rules covers the control of alcohol consumption on board and how best to make clear that the use of illegal drugs will not be tolerated. Monitoring and Testing is an essential part of the policy, since breath and urine testing will ensure that rules are being followed. Counselling and Rehabilitation recognises that good seafarers are hard to find and that early intervention alongside external specialist help may well help bring careers back on track. The final component is Discipline. Every seafarer must understand that persistent alcohol abuse will result in disciplinary procedures that may lead to dismissal. If illegal drugs are discovered on board, dismissal is invariably instant. ❚

NATO help with IEDs A significant majority of improvised explosive devices (IEDs) in Iraq are manufactured from home-made explosives and explosive remnants of war, and used by terrorists as raw materials for improvised bombs and suicide attacks. In the framework of its strategic partnership with Iraq, NATO is supporting the Iraqi Government in its fight against IEDs.

“Home-made explosives now account for almost all of the IEDs in Iraq,” General Hadi Salman, head of military engineering at the Iraqi Ministry of Defence, explained in a NATO press release. “They are easy to make, simple to use and the costs are minimal.” According to the Iraq Body Count website, 41,636 civilians were killed by explosives between 20 March 2003 and 14 March 2013.

In order to effectively counter these devices, explosive ordnance disposal (EOD) experts from the Iraqi Ministry of Defence followed a ‘Train-the-Trainer’ course on ‘Countering the Threat of Home-made Explosives’. The course was held at the NATO-accredited EOD Centre of Excellence in Slovakia in November 2013.

This training is the first activity with Iraq which has been funded under the NATO Science for Peace and Security (SPS) Programme, a key partnership tool for practical and technical cooperation with all Alliance partners. It also highlights NATO’s continued commitment to its partnership with Iraq following the end of the NATO Training Mission in Iraq in December 2011.

“This training was intended to instruct the Iraqi security forces in the basics of identifying the precursors which are regularly used in the process of making home-made explosives,” explained Jaroslav Bieleny, director of the NATO EOD Centre of Excellence. The training emphasised the importance of recognising the variety of manufacturing equipment and clandestine home-made explosives laboratories.

“Learning how to identify precursors that are used in manufacturing home-made explosives will help us during our survey at the scene of the incident and also to control the handling of these materials,” added

Major Balasim Mohammed Mosbih Aljanaby, a military engineering officer in Baghdad.

“NATO is contributing significantly to Iraqi, as well as global efforts in countering IEDs,” said Dr Eyup Kuntay Turmus, Science for Peace and Security (SPS) Programme adviser at NATO. “Mine clearance and disposal of unexploded ordnance are possible other areas under the SPS Programme as Iraq is one of the worst mine/unexploded ordnance (UXO)-affected countries in the world,” he added.

According to United Nations data, Iraq has 1,730km2 of minecontaminated territory, affecting some 1.6 million people. “Mine contamination at the border with Iran is 12 million to 15 million according to military engineering estimates, but UXOs overall are a huge amount (over 50 million according to some estimates) that no report mentions until now,” said General Hadi Salman, head of military engineering at the Iraqi Ministry of Defence. Additionally, the issue is important from a counter-IED perspective as UXOs can be dismantled and used in roadside IEDs. Eliminating the UXO problem is therefore a significant preventative measure. ❚

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Deterrents

Damen patrol vessel Homeland Integrated Offshore Services Limited (HIOSL) has taken delivery of a Damen FCS 3307 Patrol, to be deployed offshore Nigeria.

Established in 2006, HIOSL serves the Nigerian oil and gas industry with a wide range of maritime, security and logistics services. The Lagos-headquartered company has ambitious plans to become the leading marine logistics provider in the Nigerian offshore industry.

The Damen FCS 3307 Patrol, to be named Guardian 1, will be used for maritime security purposes, crew transfers and supplying cargo and provisions. The company also works very closely with the Nigerian Navy. As well as patrol vessels and tugs, HIOSL provides equipment for the producers, supplies house boats, barges and cranes, and the company operates one of the largest crawler cranes in Nigeria.

HIOSL managing director Louis Ekere comments: “The Damen vessel gives us much more speed. This is crucial, as nowadays you really need the most modern equipment before you can get these type of contracts in Nigeria. The vessel could also be delivered very quickly; within seven months. Damen not only builds world-class vessels, they are also great partners for technical support services. We have been blown away by Damen being able to build such a vessel in such a short interval – even ahead of schedule. And we can now can take advantage of this because Guardian 1 already has work.”

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The Damen FCS 3307 Patrol has the pioneering ‘Sea Axe’ bow that gives the vessel unparalleled seakeeping behaviour, even in challenging conditions. The 30 knts vessel is extremely fuelefficient and can also transport cargo on its aft deck to the offshore rigs.

Ekere added: “We want to increase our fleet and become the market leader in the industry. Therefore we would like to secure two more patrol vessels and two Platform Supply Vessels, ideally in the next few years.

“We are keen to work with many different clients and suppliers. There are so many contracts in the pipeline and so many opportunities. For example, the government has recently offered the second bid round for the 31 marginal oil fields. This offers many opportunities for local indigenous companies and for platform supply vessels (PSVs). Possibly, we will seek out partners, such as Damen, whereby we can lease PSVs for a few years and then buy them. The market is very big and the government has made sure that it is open. There are challenges but many opportunities too.”

Damen will also arrange the delivery and commissioning of the vessel, provide training for local crew and engineers and it will deliver a spare parts package. ❚

Ports

Safe refuge Finding a suitable place of refuge for ships in distress has been much on the agenda in recent times

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hipowners, salvors and insurers, through their respective trade associations, have jointly called for the prompt and proper implementation of international measures to provide a place of refuge for stricken vessels, following a series of incidents where casualty vessels have been delayed in accessing a safe harbour.

The International Chamber of Shipping (ICS) says that it has noted “with dismay” the refusal by some coastal states to make places of refuge available, thereby risking lives and the environment, even after the high-profile cases of the Stolt Valor and the MSC Flaminia in 2012.

The plight of Maritime Maisie off Japan has brought this subject into sharp focus. At the time of writing, the vessel should soon have a place of refuge in the Republic of Korea. The salvors have indicated that it is a priority to take the vessel to calm waters to manage the remaining cargo in a safe manner and minimise potential damage to the environment.

Lloyd’s Register’s ship emergency response service (SERS) has been working with the ship managers of Maritime Maisie, Singapore-based MSI Ship Management, to develop a plan to best manage the casualty and help ensure the ship can be taken to a secure anchorage where the remaining cargo can be transferred safely.

“Maritime Maisie was opened to the sea well above and below the waterline in cargo tanks four and five following the collision with the pure car and truck carrier Gravity Highway off Busan on 29 December 2013. The combination of the collision damage and fire has severely weakened the local and global structural strength of the ship. The prolonged exposure to swells of up to four metres may also have contributed to further damage and continued exposure will only make this worse,” Lloyd’s Register said.

The International Union of Marine Insurance (IUMI), the International Salvage Union (ISU) and ICS all recognise that the issue of places of refuge for casualty vessels is sensitive and that the risk of pollution from casualties cannot be completely removed. They also recognise that decisions on the handling of casualty vessels carry political implications and may affect coastal communities.

At the same time, failure to offer a suitable place of refuge may prevent successful salvage intervention and therefore allow a casualty’s condition to worsen and ultimately lead to pollution that might otherwise have been prevented. That pollution may affect a wider area than need have been the case.

Peter Hinchliffe, ICS secretary-general, said: “Guidance on the handling of requests for places of refuge was agreed at the International Maritime Organisation (IMO), but often when a case arises

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the coastal states concerned take a ‘not in my backyard’ attitude. This is in marked contrast to attitudes towards aircraft in need of assistance.

This current case shows that recent lessons have simply not been learned.”

Commenting on the matter, ISU president Leendert Muller said: “Our members are right on the front line of this issue. Too often they are unable to follow the best course of action, which is to take the casualty into shelter, which does not necessarily have to be a port. We have seen infamous cases like Castor and Prestige and more recently the MSC Flaminia and Stolt Valor and now the Maritime Masie, where our members, attending damaged vessels, experienced great difficulty in finding an authority willing to accept the casualty.”

Ole Wikborg, president of IUMI, points out: “The potential impact of environmental damage has to be reduced as much as possible and the safety of crews is paramount and we have to minimise material damage to ships and equipment. Coastal states must be able to make the best possible decision to prevent further damage following a maritime accident. Some countries have a system that seems to be functioning. IUMI is of the strong opinion that the prevailing regulations, as set out, for example, by the IMO and the EU, are sufficient, but that the necessary steps have to be taken to make the rules work.”

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West Africa Oil & Gas Security 2014 Summit Security for Energy Infrastructure Across West Africa

18-19 June 2014 | Lagos, Nigeria www.oilgassecurity.com

We are pleased to announce that West Africa Oil & Gas Security 2014 Summit will be held in Lagos, Nigeria on the 18th-19th of June 2014, with a focus on the promotion of sustainable security and protection development for national and international oil and gas companies active in West Africa.

…For Security Professionals who want to develop the most effective strategies to minimise vulnerability to theft, sabotage, piracy, terrorism and problems arising from geopolitical challenges …For Companies wishing to get involved in the security industry in West Africa but lacking the know-how to do this …For Businesses who want exposure to key clients and industry stakeholders

OUR ESTEEMED SPEAKING FACULTY INCLUDES:

Organised by:

Gold Sponsor: For more information contact: Ben Hillary E: BenH@irn-international.com T: +44 207 111 1615

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Offshore Security Specialist, Chevron Nigeria Limited

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Head of Security, NEPAL Oil and Gas Services

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Security Liaison Officer, Transocean

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President, Barr Samuel Otoboeze Foundation and Security Operations Manager, ExxonMobil Nigeria

•

Security Manager, West African Gas Pipeline Company Limited

•

Security Manager, Shelf Drilling

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Senior Security Advisor, Suncor Libya

•

Managing Director, InfraSafe Security International/Director for International Development, The Security Institute

•

Research Fellow, SAMI

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Security Coordinator, Subsea 7

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Head of Security, Shell Petroleum Development Company Limited

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CEO, TransGen Energy

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Senior Representative from Nigerian National Petroleum Corporation

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Senior Representative from ExxonMobil Nigeria

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Senior Security Specialist, Chevron

Elite Speaker Sponsor:

Media Partner:

Charity Partner:

Ports

President of the ISU, Leendert Muller

ISU, ICS and IUMI all note the international legal context for the issue and the significant relevant legislation that is in place internationally and regionally. In particular, they refer to IMO Resolution A.949, “Guidelines on places of refuge for ships in need of assistance”; Resolution A.950 (23) (recommending all coastal states to establish a maritime assistance service); and the 1989 International Convention on Salvage; as well as the European Union vessel traffic monitoring and information system (Directive 2002/59/EC, as amended

by Directive 2009/17/EC), which prevents member states from issuing an outright refusal to provide a place of refuge and states that safety of human life and the environment are of over-riding concern.

The industry bodies do not see merit in pursuing additional international legislation, which would be a lengthy process and consume resources.

Instead they will campaign for better application of, compliance with and enforcement of existing rules and guidance.

ISU has already formally presented views on places of refuge to EU member states through the EU Commission; the issue will be raised in IMO forums this year and there will be direct engagement with the governments of individual coastal states.

In short, coastal states should be encouraged to recognise that granting a place of refuge to a casualty vessel may be the most appropriate course. States should establish an authority to assess each case on its merits without political interference.

Such an assessment must include a visual inspection and conclude with recommendations for managing and mitigating the risk of any

Patrick Phoon, president of SSA

impact on local coastlines and communities. The assumption should be that a place of refuge will be granted if needed and that there should be “no rejection without inspection”.

IUMI, ICS and ISU would like to see wider adoption by coastal states of simple, robust, “single point” command-and-control models, akin to that of the United Kingdom’s SOSREP system. ❚

Singapore safety measures Following the recent three collisions resulting in oil spillage, the Maritime and Port Authority of Singapore (MPA) is conducting investigations to determine the causes of the collisions and whether there were systemic issues that need to be addressed. While awaiting the outcome of these investigations, MPA will implement several measures with immediate effect to minimise future marine incidents.

MPA will conduct briefings to the shipping community to reinforce the importance of the safety of navigation in the Singapore Strait and within port waters. These briefings, conducted in partnership with the Singapore Shipping Association, will be targeted at shipowners, ship managers, ship charterers and shipping agents, who have direct channels to convey the safety messages to ship masters and officers.

MPA will also distribute port, marine and shipping circulars to the shipping and harbour craft communities, emphasising the importance of navigational safety and to maintain vigilance whilst navigating.

The Port Operations Control Centre (POCC) will also initiate broadcasts on the importance of safe navigation and vigilance in the Singapore Strait

Spring 2014

and within port waters. This will be in addition to POCC’s traffic information. The ship master remains responsible for safe navigation.

“MPA is gravely concerned about the recent incidents in Singapore’s waters. We are working with the Singapore Shipping Association (SSA) to take immediate steps to raise the level of awareness of navigational safety in the shipping community.

MPA is committed to ensuring the safety of navigation in our waters and will work closely with our partners in the shipping community to reinforce this. MPA is also enhancing its navigational alerts to ship masters and pilots to help improve their situational awareness, pending the outcome of the investigations into these incidents,” said Andrew Tan, MPA’s chief executive.

Patrick Phoon, president of SSA, said: “SSA is working closely with MPA on reinforcing the importance of safety of navigation in Singapore waters. I have full confidence that my members will heed this urgent call to do their utmost to emphasise to their ships’ masters and crew members to exercise vigilance at all times. We all have an important role to play in protecting our marine environment and to ensure safety at sea,” he added.

MPA collaborated with SSA to organise the first in a series of dialogue sessions to the shipping community to reinforce the importance of the safety of navigation in the Singapore Strait and Singapore’s port waters. Following the recent collisions, MPA has announced several measures to minimise future marine incidents.

MPA will continue to engage the shipping community to raise their vigilance. MPA will also take appropriate action against any parties that are found to be guilty of navigational safety lapses in the Singapore Strait and within port waters. ❚

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Corporate viewpoint POLICY & FORUMS

Port Sudan 19°N: Now open for business

Port Sudan offers security firms an alternative base

Sudan: Situated in North-East Africa, Sudan is a country of immense diversity that fascinates and intrigues most of its visitors – from anthropologists and archaeologists to historians and the average traveller. It is a country that is unique and complex in its climate, politics, environment, languages, cultures, religion and ethnicities.

Sudan is the third largest country on the African continent (after Algeria and DRC) and the 16th largest in the world.

The country has international borders with seven other states. The River Nile traverses the country from south to north, while the Red Sea washes about 550 miles of eastern coast, making Sudan a bridge between Africa and the Middle East.

While the population of Sudan predominately descends from both indigenous African groups and Arabs, today most tribes in the country speak Arabic and the Arab culture predominates. Over 97% of the population of Sudan are Sunni Muslims.

Main ports: • City of Port Sudan on the Red Sea • Osman Digna Harbour in Sawakin • Bashayer Oil Terminals on the Red Sea • Wadi Halfa River Port on the border with Egypt • Kosti River Port in Central Sudan

Mr Wail Dagash Chief commercial officer Maritime Security Services Company Tel: +249 (0)123 000786 Email: info@nopiracy.sd Website: www.nopiracy.sd

Port Sudan 19°N: Port Sudan, capital of the Red Sea State, is the main seaport handling most of the country’s external trade. Lying on the continent off Africa’s eastern coast on the Red Sea, Port Sudan is about 160 nautical miles south-west of Jeddah, Saudi Arabia.

The city centre of Port Sudan was developed using a grid scheme and in the middle is a beautiful market area.

Overall, Port Sudan is a very relaxed city.

The most wonderful untouched underwater world is in Port Sudan. It is little known that Jacques Cousteau filmed the movies The Silent World and The World without Sun at the reefs of Port Sudan. The most important undersea living experiment was successfully concluded at Sha’ab Rumi, Port Sudan, when six oceanauts from Cousteau’s team lived for a month on the sea floor in the Starfish House (the world’s first underwater dwelling) without ever

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Khartoum skyline

surfacing. A documentary film and an extensive photographic record were produced. The experiment was partly financed by the Principality of Monaco.

The first Marine National Park in Sudan, Sanganeb Great Reef (30km north-east of Port Sudan City) is currently nominated as a UNESCO World Heritage property. The park is known for its richness of marine life forms. Three species of shark, plus dolphins, turtles, fish and quite a good representation of molluscs and urchins exist among 124 groups of coral reef. Other amazing diving locations in Port Sudan include the Abington Reef, Angarosh Reef, Dahrat Abid, Blue Belt wreck, Dahrat Ghab, Suakin Islands, Hindi Gidir, Sha’ab Anbar, Sha’ab Rumi, the Umbria wreck, and the Wingate Reef.

Port Sudan City Airport (ICAO Code: HSSP) is located approximately 15km from Port Sudan city. At present, the airport serves mostly domestic flights, with international traffic limited to Dubai only. However, there are future plans to include Cairo and Doha.

Photos by: Hisham Karouri

Maritime Security Services Company: Sudan is a signatory to the 2009 Djibouti Code of Conduct and, as a member of the African Union, Sudan also subscribes to the African Maritime Transport Charter (the Charter), the Durban Resolution on Maritime Safety, Maritime Security and Protection of the Marine Environment in Africa (the Durban Resolution) and Africa’s Integrated Maritime Strategy, in addition to the Contact Group on Piracy off the Coast of Somalia (CGPCS).

As pirate attacks have pushed further and further north into the Red Sea, the government of Sudan exclusively empowered Maritime Security Services Company to vet, issue all licenses, and provide maritime logistical support services relating to the protection of ships, crews and private military and security companies (PMSCs) wishing to use Sudan territorial waters and land.

Furthermore, the United States Coast Guard visit to Port Sudan under an International Port Security (IPS) team reviewed Sudan’s legislation in

Corporate viewpoint

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Departure and arrival terminals at Khartoum International Airport

implementation of the International Ship and Port Facility Security (ISPS) Code and concluded that Sudan has substantially implemented the ISPS Code.

In facilitating the release of hostages and assets, charter flights permits including Jet A-1 permits are offered. There is no legislation under Sudanese law that renders the payment of ransom unlawful. Service terms and conditions apply.

The country offers a selection of five and fourstar hotel accommodation in both Khartoum and Port Sudan, with rates starting from US$85 per day inclusive of breakfast and all taxes.

Visas are issued within three working days on arrival, whereby a copy of the entry permit is presented for boarding and the original is logged with airport immigration. On arrival, a statutory fee of US$100 is paid at the immigration counter. Meet-and-greet services are available around the clock.

Khartoum International Airport (IATA Code: KRT), the country’s main airport, handles most international carriers. Emirates, Qatar, Etihad, Kenya Airways, Turkish Airlines, EgyptAir, flydubai, Air Arabia, Gulf Air and Ethiopian Airlines call on a daily basis (some carriers call twice a day). General manager Mr Salah Al-Dinn Salam says that there has been a remarkable increase in air traffic and confirms that there are over 25 international flights per day to/from the airport. In compliance with international aviation standards and industry best practice, general director of the Sudan Civil Aviation Authority, Engineer Mohamed Abdul-Aziz, further explained how operational efficiency certification from the International Civil Aviation Organization

The South Terminal at Port Sudan

(ICAO) was an important and historic accomplishment for the Sudanese Civil Aviation Authority.

Furthermore, Maritime Security Services Company has chosen to partner with Ethiopian Airlines, serving over 70 international destinations from its hub in Addis Ababa. Reservations and tickets are granted on a priority basis on any of Ethiopian’s twice-a-day services from Khartoum. Further details are available from travel@logistics.sd.

Ship spares and other ship requirements are in safe hands with Ethiopian Cargo, which is handled in Sudan by Ethiopian Cargo agents Blue Water Logistics Company (www.logistics.sd) on a through House Air Waybill (HAWB) system from/to Port Sudan.

Additionally, vessel spares can be stored in a Free Zone facility for ease of access.

Bunker supply is available to floating armouries and support vessels in the Red Sea via a 1,200 ton capacity fuel barge, which has an additional fresh water tank of 200 tons. The barge also has a freezer capacity of 1,300kg for offshore provision top-ups. Daily and weekly crew shuttles are conducted to/from territorial waters.

Processing of security teams on board commercial vessels calling at Port Sudan or tankers calling at Bashayer oil terminal is also offered and requires seven days’ notice prior to the estimated time of arrival.

Teams signing on/off these vessels are handled on a fixed-fee basis, which includes visas, signing on/off formalities, domestic air tickets, transfers, meet and greet services and accommodation.

The shipyard at Port Sudan has been in existence since 1905 and lies on a 60,000m2 plot on the north-

Port Sudan: aerial view

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Charter aircraft at Port Sudan Airport

west channel of Port Sudan. The shipyard offers dry docking facilities (maximum deadweight tonnage 500 tons and length overall 30m) and maintenance services for patrol boats or support vessels positioned in the Red Sea. Maximum draft is 3m. Underwater propeller polishing and ship hull cleaning (bottom cleaning) is also available.

The EU collectively is Sudan’s third largest trading partner and the UK accounts for around 20% of that business. The UK does more trade with Sudan than with many African countries. More information about doing business in Sudan can be obtained from the Commercial Section of the British Embassy in Khartoum at information.khartoum@fco.gov.uk.

Maritime Security Services Company believes that the services it provides facilitates the shipping community in protecting its assets and crews as well as contributing to the free movement of goods along vital trade routes.

For a complete list of services offered, please refer to our main advertisement in this issue or visit our website for further information.

Port Sudan: wreck of the Umbria Photo by: Dolores Porcu Fois

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Smuggling

Clandestine

goods There have been a number of initiatives to halt the movement of clandestine goods, including drug smuggling

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new documentary commissioned by the UN Office on Drugs and Crime (UNODC) and produced by the United Nations Television Service tells the story about the international trafficking of clandestine goods in containers, and illustrates the joint UNODC/World Customs Organization (WCO) efforts to address it.

While some 500 million containers move across the globe each year, accounting for nearly 90% of global trade, less than 2% of these are ever physically inspected. Although the majority transport legal cargo, freight containers are constantly targeted for the shipment of drugs, counterfeit goods, weapons and other illicit products, which are smuggled alongside legal commodities, UNODC says.

“Traffickers and organised crime groups exploit weak, ineffective and inconsistent port controls to move illegal goods, using sophisticated and ingenious concealment methods to smuggle contraband. In response to this challenge, UNODC and WCO launched the Container Control Programme (CCP) in 2004 to assist governments in establishing effective checks at select ports across the globe.”

Since its establishment, the CCP has created more than 30 operational port control units worldwide in 17 countries, leading to significantly increased detection and confiscation of drugs

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and other illicit goods. From Panama to Pakistan, Togo to Turkmenistan, Guatemala to Ghana, the programme has helped seize more than 80 tons of cocaine, 2.2 tons of heroine, over 55 tons of cannabis, as well as significant amounts of precursor chemicals (1,240kg), counterfeit goods, hazardous materials, wildlife, electronicwaste and other illicit goods.

After seven days of discussion and debate on drug policy, the 57th Session of the Commission on Narcotic Drugs (CND) closed on 21 March, with member states adopting 11 resolutions.

Addressing the assembled member states in his closing speech, the executive director of UNODC, Yury Fedotov, said that during the weeklong meeting the world had gathered in Vienna to discuss the key challenges in drug policy.

He added: “The CND has also enabled us to strengthen our responses to such threats as drugs from Afghanistan and drug trafficking and consumption in West Africa.”

Many of the resolutions passed by member states cover such touchstone drug policy issues as alternative development, substance use disorders, new psychoactive substances, ensuring adequate services for drug abusers and evidence-based drug use prevention.

Additional impetus was given to alternative development through a resolution encouraging member states to share their expertise and

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experience. In a speech at a side event on alternative development, held on 18 March, Yury Fedotov underlined the importance of this area to UNODC when he said: “We must keep in mind that when we are talking about alternative development, we are talking about small farmers faced with poverty, food insecurity, lack of land and instability, who, as a result, find no other option but to engage in illicit drug cultivation.”

The 57th session of the CND began on 13 March with the high-level review and agreement on a joint ministerial statement on the world drug problem. On 17 March, it reconvened for the regular session of CND. Over the final seven working days, as many as 1,300 participants from 127 UN member states, intergovernmental organisations, UN bodies, civil society and media attended the opening, plenary sessions and numerous side-events. ❚

Videotel training suite Videotel has launched a new addition to its suite of programmes on the subjects of alcohol and drug abuse. Drugs and Alcohol – A Manager’s Guide is aimed directly at supporting management ashore and on board. This new programme makes managers aware of their responsibilities and of the need to ensure that an effective drugs and alcohol policy is in place.

Smuggling Nigel Cleave, chief executive officer of Videotel said: “The use of illegal drugs and the abuse of alcohol are serious concerns within the maritime industry. Managers have a legal duty to ensure the health, safety and welfare of everyone on board as well as to ensure the safety of the ship and the environment.

“MLC 2006 as amended includes guidelines on the safety and health education of seafarers, including guidance and training on the effects of drugs and alcohol abuse. Videotel offers this guidance in the form of three updated complementary packages: Drugs and Alcohol

People smuggling The Protocol Against the Smuggling of Migrants

by Land, Sea and Air under the United Nations Convention against Transnational Organized Crime came into force 10 years ago in January.

By adopting and enacting this protocol, states parties committed to tackling the facilitation of irregular migration by profitseeking criminals, to cooperating across borders to achieve this goal, and to protecting the rights of migrants in all actions. There are 138 states parties to the protocol, indicating that this milestone agreement enjoys broad support.

– A Manager’s Guide; the Seafarer’s Guides – Alcohol Beware!; and Drugs – Way Off Course.

“All seafarers, whatever their rank, or the type of ship on which they serve, have a vital part to play in the ship’s organisation and in an emergency response. This ability can be seriously impaired by the use of drugs and alcohol with potentially serious and often unforeseen consequences to both the individual and the crew as a whole,” he concluded.

The programme examines the key components of an effective drug and alcohol policy, starting with prevention. Companies are encouraged to spread awareness of the risks to health and safety from both drugs and alcohol abuse and to offer help and counselling to those who may be concerned about their drinking or their use of drugs.

Setting the Rules covers the control of alcohol consumption on board and how best to make clear that the use of illegal drugs will not be tolerated. Monitoring and Testing is an essential part of the policy, since breath and urine testing will ensure that rules are being followed.

Counselling and Rehabilitation recognises that good seafarers are hard to find and early intervention alongside external specialist help may well help bring careers back on track.

The final component is Discipline.

Every seafarer must understand that persistent alcohol abuse will result in disciplinary procedures that may lead to dismissal. If illegal drugs are discovered on board, dismissal is invariably instant. ❚

Unfortunately, 10 years on, migrant smuggling remains a low-risk, high-profit crime in too many parts of the world. The high-level organisers in particular stand little risk of getting caught, and do not have to fear serving time in prison, paying penalties or having their assets confiscated, UNODC says.

Meanwhile, these crime networks continue to jeopardise state security, corrupt state officials and endanger the lives and safety of migrants.

“If we are serious about stopping migrant smuggling, states need to shift their resources to go after the criminals profiting from the distress or lack of opportunity migrants face.

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Concateno rebrands as Alere Toxicology Concateno, a world leading provider of drug and alcohol testing solutions, exhibiting at Posidonia 2014 on stand 2.227, has been a subsidiary company of Alere, a manufacturer of diagnostic-based health solutions, since 2009. The company recently rebranded as Alere Toxicology, “to align ourselves more closely with our parent company, which has led the market in providing efficient and accurate substance abuse testing solutions since 1978.

“For customers, this means increased scientific expertise and service capabilities and wider global reach. As well as our ISO/ IEC 17025:2005 accredited UK laboratories, we will gain five US laboratories, adding SAMHSA and United States Department of Transportation certifications to our accreditations list. We will also benefit from a network of 2,700 fixed sites worldwide in addition to our existing 550 collecting officers. We will be reinstating Medscreen as our service name for the maritime sector, to continue the brand that has been trusted for over 25 years,” the company said in a statement.

“We currently conduct over 10 million tests every year for 8,500 customers across all industries. Our global network of 550 collecting officers covers more than 80 countries and all major ports. Last year our officers carried out over 8,000 drug, alcohol and benzene collections on vessels from which we tested 119,000 samples. We are on call 24 hours a day, 365 days a year, ensuring our service is the same whether you are in Southampton, Singapore or San Francisco. ❚

“Countries must put in place appropriate legal frameworks, aimed at stopping organised crime groups in the facilitation of irregular migration and protecting migrants from abuse.

“The cornerstone of the United Nations Convention against Transnational Organized Crime and its Protocol is cooperation. We must improve coordination and information sharing, and promote trust.

“Let us renew our commitment to protecting the rights of migrants, stopping organised crime and joining forces to make this happen.” ❚

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Offshore

Offshore solutions There have been a number of safety developments for the offshore sector in recent months

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loyd’s Register Consulting recently secured a substantial contract with Aker Solutions to deliver a suite of risk analyses at the Johan Sverdrup field on the Norwegian continental shelf.

The deal will support Aker Solutions’ commitment to meet safe and sustainable offshore operations in the most important new development in the North Sea. It is a significant win for Lloyd’s Register Consulting as Aker Solutions is one of the world’s largest providers of products, systems and services to the oil and gas industry. In combination with risk analysis expertise from Lloyd’s Register Consulting, Aker Solutions is bringing together the best engineering and technologies for oil and gas drilling, field development and production in the North Sea for the front-end engineering design (FEED) phase.

“The geographical scope of the Johan Sverdrup field is estimated to hold between 1.8 billion and 2.9 billion barrels of oil, so understanding and assessing the total risks for this huge field development is critical,” said Bjørn Inge Bakken, senior vice-president of Lloyd’s Register Consulting. “We are proud to have been chosen

by Aker Solutions to assist in the development of this precedent-setting operation in the North Sea involving four bridged platforms.”

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Lloyd’s Register Consulting’s responsibility for this phase-one project is to complete quantitative risk assessments including detailed consequence calculations. This is done using state-of-the art analysis tools, including its RiskSpectrum software – one of the most advanced risk and reliability analysis applications in the world.

With several fixed assets, components and sub-components in the development of a typical platform, risk analysis and management of safety is an important process that requires risk-based experts to plan, justify and support the development of a safer and better performing operation.

“The integrity of installations offshore and onshore will increasingly become a central link in the global energy supply chain. Lloyd’s Register Consulting is one of a very few organisations with the diversity of technical expertise to fully support clients in this area, and we believe this agreement recognises that,” highlighted Bakken.

The Johan Sverdrup field is one of the largest oil discoveries on the Norwegian continental shelf.

With a forecasted production of 50 years, the oil field is the most important new development on the Norwegian continental shelf, and this is the first FEED contract awarded for the first phase of the development. ❚

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Offshore Research programme Lloyd’s Register Energy has launched a major research programme called Technology & Innovation Radar for the international oil and gas industry.

The adoption and development of new technologies is fundamental for the advancement of the oil and gas sector in addressing the global demand for energy and to cope with the environmental challenges in the decades ahead.

To help gain a deeper understanding of the market view, Lloyd’s Register Energy has invited sector professionals, leading academics and industry bodies to comment on the adoption of key technologies and innovation, the time line for implementation and the impact that technological advancements can have upon safety and efficiency.

Lloyd’s Register Energy is working with an independent research partner to conduct this broad-ranging survey to help capture this critical viewpoint of the industry.

A management report will be published in June 2014, which will help assess the viability

of new technologies, the drive and motivation for innovation, and where key opportunities and challenges exist. The results will provide a ‘radar’ on the likelihood for adoption of key technologies and innovation.

John Wishart, president of Lloyd’s Register Energy, said: “Understanding the impact that technology and innovation can have on any industry is fundamental for the continued growth and development of the global economy in which we all operate.

This research recognises the vital role that technology and innovation plays in supporting this economic growth.

“The energy industry is no different, and over recent years we have seen huge advancements in engineering and technical innovations, which are helping the industry become safer, more efficient and productive – addressing the world’s increasing demand for energy.

“The results from this work will better inform the oil and gas industry on where advancements in technology are having the greatest impact and how technology innovation can be applied across the industry – in a safe and sustainable manner.” ❚

Navy partnership for Drum Cussac Security specialist Drum Cussac has delivered an anti-piracy training programme for the Malagasy Navy at the Naval Base in Diego Suarez, Madagascar. It is the first time that a private company has been permitted to partner with the Malagasy Navy.

A team of Drum Cussac’s consultants worked closely with 30 Malagasy naval personnel to enhance the navy’s anti-piracy capability when operating in an offshore environment.

Although reported cases of offshore security incidents in East Africa have fallen recently, the rapid development of Madagascar’s offshore oil and gas industry has led to a growing need for more robust security in the region.

UK-headquartered Drum Cussac provides risk mitigation and security solutions for the oil and gas, energy, maritime and logistics sectors. The company says it is well-placed to work with the Malagasy Navy, based on the strength of its experience in helping organisations address the multiple challenges faced when operating in complex regions where threats from piracy and criminality exist on a daily basis.

“Our training helps build credible and professional security teams that are capable of conducting anti-piracy and security duties generally,” said Andrew Nicholson, director, offshore, at Drum Cussac. “The training will assist the Malagasy Navy in providing a secure environment for the region’s offshore oil and gas sector. We have worked closely with the Malagasy authorities, agencies and regulators over a 12-month period and we hope to continue this relationship by delivering further projects in the region.”

General de Brigade Rabeharindranto, director of defence for the Malagasy Military, added: “This was pragmatic training delivered

by Drum Cussac and has given our men additional knowledge and skills to conduct anti-piracy operations.”

Drum Cussac says it has built a deep understanding of the need for proportionate security and risk mitigation measures to secure its customers’ people, assets, reputation and profitability.

It currently supports African operations in Nigeria, Tanzania, Kenya, Madagascar and the Mozambique Channel. ❚

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Offshore

Offshore driven piracy A recent report by the United Nations has warned that a lot of the piracy that affects West Africa is a product of the criminal activity associated with the region’s oil sector.

“A large share of the recent piracy attacks targeted vessels carrying petroleum products.

These vessels are attacked because there is a booming black market for fuel in West Africa.

Without this ready market, there would be little point in attacking these vessels,” the UN report said.

These attacks are damaging Nigeria’s lucrative oil industry as analysts point out that the hijackings of tankers for oil cargoes could increase the risk of doing business in the country.

One Nigerian Navy official recently said the country was losing NGN250 million ($1.5 billion) a month to maritime crime, which includes piracy, smuggling and bunkering fraud. ❚

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Offshore Norsafe’s Magnum 750

“ KBV maintains a very high quality

standard and their boats are expected to be fully operational until the end of their 15-year lifespan

Norsafe contract Norsafe and the Swedish Coastguard (KBV) have signed a framework contract for the delivery of their nextgeneration workboats. The total number of boats is undecided but, in October, Norsafe received the seventh boat order for delivery in 2014 – a contract to deliver the next-generation Magnum 750 rescue boats. KBV is a wellinformed customer with enormous experience and through this collaboration Norsafe has benefited from its extensive knowledge of these boats.

In 1997, KBV purchased new workboats from Norsafe, and this resulted in the design of Norsafe’s Magnum 750.

Fifteen years later, these boats are still in active duty by KBV and are used for dive-operations, controlling speed and alcohol at sea, custom inspections and search and rescue operations among other tasks. The boats are in operation from the southernmost tip of Sweden to the far north.

KBV is a high-end user and gaining access to their operators is highly valuable to Norsafe, the company says.

“The project has been interesting and highly enjoyable for both parties, and time spent problem-solving together has been very rewarding. We are very grateful for this close cooperation, even if it is hard work; KBV maintains a very high quality standard and their boats are expected to be fully operational until the end of their 15-year lifespan. These boats work, on average, 400 hours a year and are utilised for a wide variety of missions in all kinds of weather.”

According to Norsafe, the new design will mainly consist of an upgrade of the console, making more room for electronic equipment, enhanced operator ergonomics/occupational safety and easier access for maintenance. The boat will carry a 400hp Bukh Marine diesel engine and a Hamilton 274 water jet, enabling the boat to perform speeds up to 40 knots. The boat also has the latest technology within marine navigation and communication equipment. ❚

“

Swedish Coast Guard Multi Purpose Vessel KBV001 Poseidon

Spring 2014

Maritime Security International

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68

Events POLICY & FORUMS CounterTerror Expo

West Africa Oil and Gas security

29-30 April, London

18-19 June, Nigeria

Now in its 6th edition, Counter Terror Expo is the premier international event delivering buyers and specifiers from across the world within Government, Military, Law Enforcement, Emergency Services, Critical National Infrastructure, Private Sector and the Security Services. www.counterterrorexpo.com

IRN- International Research Networks is pleased to announce that the West Africa Oil & Gas Security 2014 Summit will be held in Lagos, Nigeria on the 18th-19th of June 2014, with a focus on the promotion of sustainable security and protection development for national and international oil and gas companies active in West Africa. www.waoilgassecurity.com

Marine Risk Forum 2014

6-7 May, London TradeWinds’ Marine Risk Forum is ’THE’ industry gathering of marine insurance executives and personalities, launched in Bermuda in 2007. After a brief holiday in 2013, this long-running and highly successful event is returning to London on the 6th and 7th May 2014. This year’s prestigious venue is the Fishmongers’ Hall at London Bridge. www.tradewindsevents.com

21-24 July, Nigeria West African Maritime Security conference tackle the spiralling threat you face when operating in this region.

You will gain access to region-specific intelligence on how to effectively protect your assets from constantly evolving threats. register@hansonwade.com

Marintec South America

Offshore security in oil and gas

12-14 August, Brasil

15-16 May, Nigeria

Navaslhore brings together all the key people who are part of the decision-making process for the purchase of new products and vendor selection. In 3 hight-impacts days of networking, project designers, engineers, operations, purchasing and directors of Brazil’s most important shipyards and ship owners, seraching for new technologies, best practices and the best negotiations. marintecsa.com.br/en

The Nigerian economy is heavily dependent on its hydrocarbon sector, which accounted for more than 95% of export earnings and more than 75% of federal government revenue. www.nispana.com/ossog

East Africa Energy Security Summit 2014

SMM

19-22 May, Kenya The opportunities presented by oil and gas discoveries in East Africa are huge. Yet a variety of security threats, including local activism, terrorism, lack of clear intelligence and piracy threaten your ability to capitalise on the potential of this region. www.register@hansonwade.com

Tackling Kidnap, Hijack and Hostage Taking

19-20 September, Hamburg SMM is the leading international forum of the maritime industry. Every two years, the representatives of the shipbuilding and marine equipment industries from all parts of the world meet in Hamburg, present innovations and forward looking technologies, and set the course for future success of the industry. smm-hamburg.com/en

21-22 May, London

Offshore Marine Forum 2014

To what extent are criminals gathering intelligence from social networking sites to select better targets?

What is the deep web and what can criminals achieve from it? Who could be at risk of kidnap within your own organisation and what are the latest trends in ransom demands? Why are web domains being kidnapped for ransom and how might this threat evolve? www.regonline.co.uk/kidnap2014

September, Oslo

Shipowners Forum 2014

3 June, Posidonia TradeWinds is delighted to announce it will be hosting the TradeWinds Shipowners Forum as the opening keynote of Posidonia 2014 in the Metropolitan Expo Centre on 3 June 2014. www.tradewindsevents.com This publication is printed on PEFC certified paper.

PEFC Council is an independent, non-profit, non-governmental organisation which promotes sustainable forest management through independent third party forest certification.

The 4th Annual Combating Piracy:

Posidonia

Oil & Gas Corporate Security Summit

1-2 October, London The Corporate Security Summit is the leading event for Heads of Security of Oil and Gas Operators and Service providers. The programme will address current pressing security challenges, providing a unique opportunity to network and share insights on how to meet strategic performance and security objectives. register@hansonwade.com

Oil & Gas Infrastructure Security North Africa

2-6 June, Greece Posidonia is one of the largest and most important global events of the international shipping community. In 2012, Posidonia featured more than 1,870 exhibitors and attracted over 18,500 buyers from 92 countries.

Maritime Security International

The flagship offshore marine event in the TradeWinds portfolio, bringing offshore vessel users and providers together in a full-scale conference format. Discussion will focus on exploring the outcomes that have been raised from the previous Knowledge leader series (Offshore Marine) events that have run throughout the year. www.tradewindsevents.com

www.posidonia-events.com

Spring 2014

10-11 December, Malta With threats such as border security, extremism and political instability, now is the time to take proactive steps to prevent, predict and protect against the security threats you face when operating in North Africa. register@hansonwade.com

smm-hamburg.com

53°

33

ham‘ 47“ N, 9° 58 ‘ bur g 3 3“ E

keeping the course 9 – 12 september 2014 hamburg the leading international maritime trade fair

book your conference ticket and get free admission to SMM smm-hamburg.com/visit

8 sept

finance day

9 sept

environmental protection day

10 sept

security and defence day Pirates, Ports & Policies, what capabilities do we need in the future to secure maritime trade?

Meet the experts and get insights first!

11 sept

offshore day

12 sept

recruiting day

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