BRIDGE BRIDGING THE GAP BETWEEN SECURITY AND SHIPPING
19째N Service, Safety & Security in Port Sudan
COMMUNICATION COSTS Effective & Specialised Solutions
LOOKING AHEAD The Future of Maritime Security
SECURITY MATTERS Qualifications, Publications, News & Events
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BRIDGE CONTENTS PORT SUDAN 19°N: Page 5 LISW: PROTECTING WORLD TRADE, PROPELLING INDUSTRY Pages 6-8 LOOKING TO THE FUTURE Pages 10-11 COMMUNICATION COSTS Page 12 OFFSHORE MARITIME SECURITY & NI STATUS Page 13 MEMBER NEWS Pages 14-15 DRIVERS FOR CHANGE Page 16
Welcome to TheBRIDGE, the journal of The Security Association for the Maritime Industry (SAMI) – which this issue coincides with London International Shipping Week. – “Propelling World Trade” This important industry initiative focuses on London’s vital role in the positive development of global shipping and SAMI was pleased to host our own event as part of the week’s timetable. Despite resolute challenges from elsewhere, the UK is the leading centre worldwide in the supply of a broad range of professional and business services to the international maritime community. London has a wide range of influential international shipping trade associations headquartered in the city as well as being a centre of excellence for shipbroking, maritime insurance and finance.
The UK is also a key focal point for Private Maritime Security Companies (PMSCs). We met with all sectors of the international maritime community during London International Shipping Week, and especially during the SAMI Maritime Security workshop. The SAMI event onboard “HMS President”, focused on The Future of Maritime Security and tickets were snapped up at an unprecedented rate. We even had to extend the room twice to accommodate all those who wanted to attend. A range of leading industry speakers explored the threats which we can perhaps expect to see, the changing role of shipping and the ways in which maritime security will be vital to keep shipping safe and secure.
OPERATING STANDARDS Page 17 MARITIME SECURITY MATTERS Pages 18-19 GERMAN LICENSING Pages 20 COPING WITH PIRACY Page 21 SECURITY INSIGHT Page 22 BRIDGING THE GAP Page 23 Front cover image courtesy of davidhughesphotography.co.uk
We hope that you enjoy this edition of theBRIDGE, if there are any issues you would like to see covered in the future or if you would like to contribute or advertise, please contact our team.
www.seasecurity.org
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Secretariat Update Contact Us +44 (0)20 7788 9505 enquiries@seasecurity.org HQS Wellington, Victoria Embankment, London, WCR 2PN
The development of SAMI has naturally given rise to a whole host of activities which better allow us to represent our membership. In facilitating and supporting these new projects and initiatives we are pleased to welcome new personnel into the Secretariat team. These are important appointments that we are sure will give the organisation an ever widening view of key maritime security insight, while enhancing the benefits we bring to our members. A key element of SAMI which is developing is that of our Equipment, Technology and Hardware (ET&H) membership. We are extremely pleased to welcome Elisabeth Wilson into the team as our ET&H Lead. ELisabeth is a Chartered Engineer and has joined us after many years as a Marine Engineering Surveyor with Lloyd’s Register. She is leading our engagement with providers and manufacturers of maritime security equipment and hardware and working closely with the companies who are leading innovative technical solutions. Captain Andy Mitchell has joined the SAMI Board as an independent NonExecutive Director. Captain Mitchell brings an incredible wealth of shipping experience to the organisation, and is particularly focused on ensuring that the standards we work to and promote are capable of delivering for our members and the wider industry. He served as Master with Shell for 19 years before moving ashore into Lloyd’s Register, where he played a PAGE 4
key role in developments such as the International Management Code for the Safe Operation of Ships and for Pollution Prevention (ISM Code) and the International Ship and Port Facility Security (ISPS) Code. He now acts as Expert Witness in major maritime casualty and commercial disputes. Alongside the development of our core business SAMI is committed to delivering a long-term, financially stable and sustainable association for our members. We understand the importance of setting membership fees at the right levels for our members, but we also know that developing a strong financial foundation is important for the association to be able to thrive into the future.
SAMI’s Secretariat team are on hand to help: Peter Cook Chief Executive Officer e: pwjc@seasecurity.org t: +44 (0)20 7788 9505
Steven Jones Maritime Director e: smj@seasecurity.org t: +44 (0)20 7788 9505
Andy Straw Chief Operating Officer e: ans@seasecurity.org
As part of this approach, SAMI has appointed Peter Feathermen as Financial Consultant to the Board of Directors. Peter is a Chartered Accountant, who has also been behind some of the biggest names on the UK high street. His food chain, Ed’s Easy Diner has gone from strength to strength, and he is now relishing the challenge of ensuring that SAMI delivers on the challenges of operating in a tough financial climate.
t: +44 (0) 797 256 8098
Additionally on the corporate side of SAMI, we have formally appointed Alisa Fiddes as Company Secretary and legal Counsel. Alisa is a Professional Support Lawyer specialising in project finance, energy and infrastructure, but has long been a supporter of SAMI and is a key foundation on which our corporate governance and legal compliance is based.
t: +44 (0)7891 791 032
Gianna Molica-Franco Communications Manager e: gmf@seasecurity.org t: +44 (0)7891 789 868
Anneley Pickles Membership Manager e: ajp@seasecurity.org
Elisabeth Wilson Head of Equipment, Technology & Hardware e: edw@seasecurity.org t: +44 (0)7779 667 420
PORT SUDAN 19°N: Now Open for Business Maritime Security Services Company have been empowered by the Government of Sudan to vet, issue all licenses, and provide maritime logistical support to this burgeoning industry. The area off the coast is renowned for its pristine beauty, and the most wonderful untouched underwater world. Jacques Cousteau filmed the movies The Silent World and The World without Sun at the reefs of Port Sudan, but sadly the area has become more (in)famous for events above the waterline as pirate attacks have pushed further and further north into the Red Sea.
Service, Safety & Security In times of heightened security concern it is ever more important to identify safe and secure havens which are able to provide service to vessels, high standard port facilities and the means of repatriating or having crew and personnel join. Situated in Northeast Africa, Port Sudan has emerged as an increasingly important maritime hub. Sudan (the third largest country on the African continent) 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, but even more important is the fact that Port Sudan is a place where local expertise combines with an international outlook to help the shipping industry to get things done. The country has international borders with seven other States, and so is perfectly connected with a hinterland which further boosts the strategic importance of the nation. 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.
Port Sudan 19°N, capital of the Red Sea State, is a key port in the ongoing push against piracy. It is the main seaport handling most of that country’s external trade. Lying on the continent off Africa’s eastern coast on the Red Sea, Port Sudan is about 160 nautical miles southwest of Jeddah, Saudi Arabia.
These developments prompted the Government of Sudan (GoS) to react, and they are taking maritime security very seriously indeed. Working in partnership with the Government, Maritime Security Services Company provides services relating to the protection of ships, crews, and PMSCs wishing to use Sudan territorial waters. Maritime Security Services Company is proud to play a pivotal role in this issue, and believes that the services it will provide will facilitate the shipping community in protecting its assets and crews as well as contributing to the free movement of goods along vital trade routes. Furthermore, the United States Coast Guard visit to Port Sudan under an International Port Security (IPS) team reviewed Sudan’s legislation with regards to the implementation of the International Ship and Port Facility Security (ISPS) Code and concluded that Sudan has substantially implemented the ISPS Code. This is a major and significant achievement, and speaks loudly of the port’s commitment to service, safety and security. Sudan has become a vital hub for facilitating the release of hostages and assets. It has been significant that there is no legislation in Sudan law that renders the payment of ransom unlawful, thus facilitation of air charters and/or ransom flight permits from Sudan is also offered. Terms & Conditions apply but the fact that such a stable State has been able to play a role in freeing seafarers and vessels has been of vital importance. Should you wish to enquire about doing business in Sudan, please contact the commercial section at the British Embassy in Sudan at information. khartoum@fco.gov.uk . For a complete list of services offered please refer to the advertisement in this issue or visit www.nopiracy.sd Mr. Wail Dagash Chief Commercial Officer Switchboard: +249 120 39 66 55 Mobile: +249 123 000 786 Email: info@nopiracy.sd PAGE 5
INTERNATIONAL SHIPPING WEEK 9-13 SEPT 2013
Protecting World Trade SAMI’s Future of Maritime Security Workshop looked at the security challenges ahead and solutions to face them The shipping industry and maritime security providers gathered for SAMI’s Future of Maritime Security workshop which took place on board “HMS President” against the backdrop of London’s International Shipping Week and within the city in which according to SAMI chief executive officer Peter Cook, “the heart of shipping lies”. While the wider focus of the week is on propelling industry, the SAMI emphasis is firmly on “Protecting World Trade”. In the next twenty years the volume of goods carried by sea will increase by 50% and the number of naval ships available to protect this trade will decrease by almost as much. To bridge this gap, it is clear that ship operators will increasingly turn to the maritime security industry. The workshop brought together a host of leading industry figures and organisations to provide a view of the challenges ahead, and answers on how these can be faced. Key industry speakers explored the future threats which are set to emerge, assessed the changing role and scope of shipping and the ways in which maritime security will be vital to keep trade safe and secure. Peter Cook, chair of the event, opened by providing some compelling context, “The future will see increased demand for security as the volume of trade rapidly expands. However, it is clear that there will be significant technological advancement as we look to protect commerce.” He adds, “The security industry is moving from being seen as simply maritime muscle as we evolve into a future which will see cyber security, communications, tracking and advancements in protective hardware all come to the fore. SAMI members are at the vanguard of these developments, and the workshop reflected the work of those seeking to provide equipment, technology and hardware solutions for the shipping industry“. Protecting vessels and understanding the threats facing them remain key elements and it was stressed that whatever security threats emerge it is by embracing the right services and solutions at an early stage which will allow seafarers, cargoes, vessels to be properly and effectively protected. PAGE 6
The message of the workshop was that global industry must not allow the fears of criminality to limit its expansion into a brave new oceanic world. Speakers united in their views that the future of maritime security is based on the provision of the very best intelligence, innovation, data, equipment, technology and hardware. The audience, a microcosm of the maritime industry, comprised SAMI members and Private Maritime Security Companies (PMSCs), insurers, lawyers and flag state representatives. The event began by evaluating the perception of maritime security, a sector which is still suffering from misconceptions despite a significant culture change. One of the reasons this culture change is not being properly addressed is because of an industry-wide typecasting of maritime security. “Everybody thinks maritime security is about piracy. This is not the case,” Cook explained. Equally worrying threats lie in the realms of terrorism, fraud, cyber-crime, theft and muggings in port and as such “the maritime security must diversify” noted Cook. Leading into the presentations, Professor Chris Bellamy Professor of Maritime Security at the Greenwich Maritime Institute examined the changing geographical landscape of maritime security. Bellamy echoed the surging growth which world trade can expect to see, and transposed the
issues of such growth with the demands that it will impose. In the decades ahead Asia will likely see further strengthening of China as a maritime powerhouse. It was stressed that that this will likely bring political implications surrounding China’s boundary disputes. Moreover, the opening up of the North East passage will make the voyage from China to Europe shorter, and will speed up the flow of trade. With a line-up of impressive speakers, Serdar Isik of maritime consultant Brookes Bell was next to take the stage. Isik who has a background from working within both Classification Societies and flag States is well placed to interpret the Maritime Labour Convention 2006 (MLC). His talk focused on the logistics of implementation and the fact that International Labour Organisation (ILO) has recommended that port State control focus on bulk carriers and passenger ships in the phasing-in stage. Isik also focused on the Declaration of Maritime Labour Compliance (DMLC) parts I and II. Isik provided the muchawaited answer to the status of private armed guards on board and declared the flag State has the provision to interpret different professions on board and this will be outlined in the ratifying nation’s DMLC part I. DMLC part II is equally important, added Isik, because, “Owners cannot take legislation into their own hands, as DMLC part II must be approved by the flag.” David Hammond of law firm 9 Bedford Row International looked back to the development of the 100 Series Rules for the Use of Force (RUF) in Maritime Piracy but embraced the forward looking theme of the workshop by looking to the context of RUF with regards to human rights and a new initiative to develop a set of model guiding principles and best practice for the application of Human Rights in the maritime industry. Hammond raised the proposition that human rights apply at sea as they do on land, and that is the driving force for the 100 Series Rules and subsequent future developments. After Hammond closed his compelling arguments for both rules of force and the vital role of recognising the human rights elements within the maritime domain, there was a break in the proceedings. With over 170 delegates on the vessel, this meant that networking was a close quarters situation, as colleagues, competitors and clients alike all threw themselves into the discussions and the chance to sound out the views of others. As the next session began it was time to look at both technology and communications, but also to take stock of probably the most concerning current security threat and the ways the future may see the West African piracy situation evolve. Sebastian Moore, managing director of SAMI affiliate and communications provider Setel, took a financial view. The primary cost of communication in this context, said Moore, was the use of satellite handsets. “We’ve seen clients paying ten pounds a minute, which is astoundingly expensive.” While communication is key costs are still and issue, and their company is working hard to provide solutions which will mitigate the risks posed both in operational and financial terms. Martin Broughton, operations manager of Port2Port, then provided a security profile of Nigeria, which in 2013 was ranked by the United Nations as 153 out of 177 countries based upon its Human Development Index. The factors for the emergence of piracy in the area, said Broughton, are corruption, environmental damage and the destruction of government, all of which find a common denominator in their link with the oil industry. Alas the benefits which the military and security have brought to bear off Somalia are not readily transferable. Despite regional agreements and codes of conduct, the area is a concern today, and is likely to remain so into the future.
The afternoon’s final session saw Pippa Strasser-Ganderton of another SAMI affiliate, the specialist travel management company ATP Instone. She discussed what happens in the future when things do go wrong and where emergency repatriation is needed when security is threatened. Having worked on some high profile cases, her expert view was that when things go wrong clients and personnel need, “a specialist who understands the flexibility needed in this type of operation”. The afternoon closed with a question and answer session, which saw some interesting opinions arise. The audience heard that the maritime security industry should be shaping themselves to be ready for not just future growth of trade and the emerging risks and threats that will bring, but there needs to be a view of the “multi-modal” nature of future. The view being that threats to trade are not limited to one mode or node of transport, and they need to be addressed and managed in a joined up, seamless way. Having maritime expertise is a key asset for the SAMI membership, and as the market develops the companies which have embraced the challenges of the past couple of years are in a fantastic position to progress and grow their market share, their influence and reputation. Providing a general consensus that PMSCs need to shape themselves to address the changing security landscape, Cook summed up the challenges and opportunities which lie ahead. His final words served to confirm the importance of bringing so many diverse stakeholders together to increase awareness and improve safety and security on board. Maritime security, Cook concluded, may seem “incredibly simple but is, in fact, increasingly complex.” As we move away from the typecast misconceptions of maritime security viewed as maritime muscle, we will see shipping embrace the benefits of an industry which can mitigate risk, counter threats and provide the intelligence, expertise, equipment, technology and hardware which will protect seafarers, shipping and global trade into the future. images courtesy of stephen spark/trafton publishing
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Propelling Industry SAMI Chief Executive Officer, Peter Cook attended the LISW Conference
The event was largely designed for the UK and London to emphasise its importance in the shipping world as the best provider of a ‘cluster’ of shipping specialised services including finance, ship brokerage, marine insurance, legal support and arbitration. This was further endorsed by the location of the United Nations specialised agency, the International Maritime Organization (IMO) in central London. The Secretary General of the IMO Mr Koji Sekimizu gave a keynote speech in which he noted that London is the focal point for shipping services globally and went on to say that the maritime industry is critical element to global sustainability. He also went on to say that in order to have a sustainable maritime transportation system security is essential in the shape of naval patrols and other preventative measures in port and at sea. Other speakers including Martin Stopford of Clarksons, one of the leading maritime shipbroking, research and analysis firms, said that there is currently a 20-25% over capacity across shipping. This has caused significant financial stress for many ship-owners and made it a charterers market and commented that it is a Darwinian process and only the fittest will survive. He also noted that shipping is struggling with a strategy to deal with recession, rising fuel prices and an increasingly large number of new regulations. He also said that information technology is massively important and the basis for major changes in shipping but that there is a technical weakness in shipping despite the growing reliance on technology, this is something that we all need to be aware of. Lord Green, a government spokesman, also said that ship owners are far more inclined to flag vessels with open registries. Dominic Casserley the CEO of Willis, our host for the day, said that he believed that piracy is still a concern and many incidents are never actually reported. He also believed that there was a clear requirement for more sophisticated risk management processes for ship owners, insurers and financiers. He also spoke of the new challenging technologies being used by the offshore oil and gas industry to extract fossil fuels as deep as 2.5 miles below the sea bed, which will open many more new fields around the globe.
image courtesy of elabor8
The London International Shipping Week Conference was held at the Willis Insurance building on Thursday 12th September and there were around 250 attendees from across the shipping industry and a small number of private maritime security companies (PMSCs).
There was an acceptance, however, that despite London and the UKs excellence in the provision of commercial shipping services that the centre of gravity is moving east as the Chinese and the Far East build and owns more ships and that Singapore was in many ways an equal contender to London. The UK however still has a significant cluster of maritime services of quality with an unparalleled depth of expertise, and a culture of legal compliance; it also has the advantage of central time zone and is looked upon many as a ‘one stop shop’. After lunch there was a session on maritime security that lead to a lively Q&A period in which the UK FCO and the First Sea Lord were challenged on UK Government policy off Nigeria with regards to armed guards on British flagged ships, the confusion for the shipping industry being caused by the International Code of Conduct for Private Security Providers (ICoC) especially after the IMO stated the Swiss initiative is irrelevant to maritime security. The IMO has stressedthe need for a single standard and has supported the development of the International Organisation for Standardisation’s ISO/PAS 28007 standard. There was also a call for greater cooperation between the navies and the private maritime security industry to protect shipping as we go forward. The day finished on three main notes; shipping is one of the purest markets globally and so evolution and churn is inevitable. The shipping industry is a servant of global trade and that London & Singapore should be treated as different and equal by customers across the world. Finally it was agreed on by a very distinguished global panel from across the industry that whilst there is a desire for quality in these times of financial stress not every ship owner wants to pay for it and one of the last comments agreed on by all was that for every one ship owner who wants quality there are 10 that don't.
INTERNATIONAL SHIPPING WEEK 9-13 SEPT 2013
Oceans of Opportunity: Degrees in Maritime Security & Policy MSc Maritime Security Develop your understanding of maritime security through topics such as ports, ships at anchor, ships at sea, and the extraction of energy from or via the sea. Historical events are put into context by a trip to Normandy (included in the tuition fee). Individual modules include: Maritime Business Environment; Maritime Crime; Environment and Energy; Marine Insurance; Global Maritime Security.
MA International Maritime Policy Explore private and public policy, the economics of maritime transport ports and terminals, national and international regulation, security, maritime labour, oceanic law, policy and management. Individual modules include: Current Issues in Maritime Policy; Economics of International Shipping; Defence & Security; Public Shipping Law.
Key Facts Tuition Fee These postgraduate programmes have a fee of ÂŁ7,000 each (for UK and EU students) which includes core reading materials. Individual modules can also be taken for approximately ÂŁ778 each. Entry Requirements To be eligible for a place on this course you could have either a bachelors degree, or you may have no formal qualifications but instead have relevant personal or professional experience.
Attendance Both of these degrees are offered full-time over one year or part-time over two years. Attendance is required at classes in Greenwich which take place over two twelve week terms from October to April. Individual modules can also be taken. Contact the GMI for a full timetable. How to Apply For more information or to apply for a place please visit out website www.gre.ac.uk/gmi, email gmi@gre.ac.uk or telephone us on 020 8331 7688. We also offer: MA Maritime History; MA by Research: Maritime Studies; MPhil/PhD
Greenwich Campus
www.gre.ac.uk/gmi
Looking to the Future... Protecting vessels and understanding the threats facing them is key to keeping trade flowing.
Typecasting can be the curse of many an actor – they become so immersed and associated with one kind of character that the wider audience cannot seemingly accept them in any other role. Away from the bright lights of the film studios, it seems that entire industries can be typecast too – and private maritime security may be suffering just such a problem. It appears the maritime security industry and armed guards have become completely synonymous. A perception is seemingly developing which sees privately contracted armed security personnel (PCASP) as the only answer being offered by this burgeoning industry. Their use has been contentious and has led to difficult decisions within many a parliament and shipowner’s Board room, but their usage has added security and a degree of confidence where once there was only fear and uncertainty. The much quoted fact that no vessel, to date, with armed guards on board has been hijacked is a compelling selling point. While it is true that armed guards have been a popular, successful and widely used service, the fact remains that this is simply one small aspect of the capabilities which maritime security can bring to bear. PAGE 10
Armed guards are simply a specific form of protection and deterrent against a specific threat – namely Somali pirates. That is why we are eager to look ahead to the future of maritime security. We want to break the cycle of misunderstanding and show that where security threats emerge it is by embracing professional solutions at an early stage which will allow seafarers, cargoes, vessels and global trade to remain protected. Just as the Earth’s rotation is the engine which drives our climate, the need to move goods from different parts of the world is the driving force behind the shipping industry. The fundamental fact that so much of the world’s resources or means of manufacture are found far from the ultimate consumers means that globalisation has rested on the ability for shipping to make the movement of goods and raw materials a reality. This poses a degree of risk for the seafarers and vessels making these potentially dangerous voyages. Since time immemorial those who go down to the sea in ships have been vulnerable to not just the vagaries of the weather and seas, but to other threats too. The vicious nature of criminals, terrorists and the fact that ships are inherently exposed as they plough their lonely furrow across the oceans cannot be underestimated or ignored.
So what of the future? What will ships be doing into the next decade and beyond? And what impact will this have on the development of maritime security solutions? Issues such as the quest for alternative energy supplies, and developments such as lab grown meat will likely have some impact on the movement of goods, materials and hydrocarbon products. However, where the flow of trade may incur so many ton-miles, it could be that the next generation of shipping is focused on exploitation of the seas. We will look to work under the waves, while possibly living and working above it. In order to safeguard the vast investments needed to make the future moves out from the coast possible, it will be vital to ensure that the people and vessels used are not just properly constructed and operated, but they need to be secure too. Safety and security should not be separated. The risk management approach which has proved so popular within the corridors of shipping power has to be applied equally to all threats and opportunities. According to the Global Ocean Commission (GOC), there is growing evidence that governance failures in international waters are having an impact on economics, food supplies, piracy, security and human rights, as well as on nature. It would therefore seem that security will play a vital role in safeguarding the rights of parties looking to legally and sustainably manage activities on the high seas. While it would perhaps seem that this is the role of navies, it has been increasingly seen that where private, commercial entities are involved, then governments are hesitant to commit to the expensive task of providing naval support. Given the delicate balance of rebuilding global finance and government coffers it perhaps seems unlikely that the public purses will be widely opened for the pursuit of private gain. While the naval assets which have gathered off Somalia and in the Indian Ocean may suggest otherwise, for many politicians it seems that maritime activities are not yet vote winners and as far as the electorate is concerned shipping is literally out of sight and mind. The GOC and other similar bodies are seemingly determined to change that. They see the high seas as humanity’s future; and they believe that across all sectors of society there will have to be accountability for those who intend using it. That will ultimately mean the maritime developers of the future will have to ensure they can reassure stakeholders that they are able to operate without falling into the hands of criminals – be they pirates or terrorists. The ‘Paris Call for the High Seas’ states there are serious issues relating to the control of the high seas which constitute almost half of the planet’s surface. They lie beyond countries’ national waters and thus sit under a governance regime that has not evolved in response to modern scientific understanding or to rapid advances in extractive technologies. An international opinion survey has showed overwhelming public support for sustainable management of the global ocean. Eighty-five percent of respondents in 13 countries said governments should take the needs of future generations into account when deciding how to manage the high seas, with only 5% opposed. The Global Ocean Commission, jointly chaired by former Costa Rican President José María Figueres, South African Minister Trevor Manuel and former UK Foreign Secretary David Miliband, will issue a set of recommendations for reform in the first half of 2014. It seems likely that accountability will be a key element of
In assessing how maritime security will provide the right services and solutions it is important to appreciate how trade may evolve these developments. The pressure is already beginning to build and there have been calls for all vessels on the high seas to carry identification numbers and be trackable using satellite or other technology. While, currently, passenger ships and merchant vessels over 500GRT have to carry unique and unchangeable International Maritime Organization (IMO) numbers, and to operate equipment allowing real-time tracking there are concerns that other craft on the high seas do not. According to the Commission, Governments are well aware of the security issue, and many of them are taking steps to combat it in their own waters. However out on the high seas, it’s a different matter; there’s been very little progress, despite clear evidence of criminal activity including piracy, drug smuggling and illegal fishing. The future of maritime security is therefore to become a trusted, recognised and respected part of an integrated solution. Where we might see a future of unmanned vessels we will need to see the security threats and implications properly and effectively managed. Where we might see people living in offshore communities, we will need to have security built in as a prerequisite and as a key element of society’s move over the horizon. The next decade, will likely see the same old threats evolve little, but spread wider. The curse of piracy will adapt and take root in the places where the climate is most conducive – such as the current shift from East to West Africa. The same with smuggling and terrorism – where there is a weakness it will be exploited. While the growth of our current trades will drive the short term growth out at sea it will likely be the predicted population explosion which will shape the responses beyond that. The need for space will likely see more people looking to the sea for room to live and work. It seems the key to maritime security in the longer term is one of anticipating the technological, sociological and demographical changes and being able to provide the solutions which ensure that protection and defence are built in as a core basic consideration. It seems that civil society and industry will likely move beyond the traditional borders and barriers of today, and that will pose a significant challenge for the commercial interests leading the charge. We should not allow the fears of criminality to limit our expansion into a brave new oceanic world, but we should recognise the threats and deal with them. That is the role of maritime security into the future, and one which will be based not on being typecast as a provider of muscle, but on intelligence, innovation, data, equipment, technology and hardware. PAGE115 PAGE
Communication Costs - Yet So Does Non-Communication!
As we look to the role of security in the future, an often neglected element is the importance of the role of communications. With global operations occurring often in dangerous conditions, the need for effective and specialised communications is absolutely vital for both welfare and cost management.
Costs can be better addressed by moving to a more flexible post-pay arrangement with better reporting and ultimately lower comparative costs.”
Communications, covering voice, data and tracking, are an essential part of today’s maritime operations. Without it lives can be endangered resulting in potential company liability. Employers have a duty of care to ensure that all reasonable procedures are taken to maintain workplace health and safety of their employees. It is important to note that these obligations extend to contractors recruited for fixed term contracts or specific voyages.
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Cost Management & Effective Tariffs
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Proactive Alerts
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Security & Policy
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Battery Life
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Coverage & Reliability
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New Technology & Innovation
With the Maritime Labour Convention (MLC 2006) now in force, the welfare of personnel has become an industry focus. As a result, improving communications access for those onboard is now a key issue. Not only must an employer care for staff, they also have to demonstrate compliance and commitment by provision of the correct communications equipment that is supported by appropriate logistics and training. Whilst the importance of the equipment is indisputable, alongside this comes the issue of costs. When maritime security teams are deployed on transits, their ‘core kit’ includes basic satellite communications which means usage costs can quickly become a problem. According to communication leaders, Setel, “Companies tie themselves into expensive pre-paid tariffs in their rush to deploy communication systems. It does not have to be this way. PAGE 12
Additionally, with smartphones/tablets using ever increasing volumes of data (usually roaming), costs can quickly ramp. Companies are faced with an urgent need to find new and better ways to manage mobile devices incorporating:
Security providers need the best combination of satellite and mobile technology to drive operational efficiency and ease of communication but within a ‘sensible’ cost management framework. It can be a complicated balancing act to ensure effective communications whilst maintaining control over costs. To avoid unnecessary damage to reputation, employee/ contractor dispute, and increased future cost, it is vital to address the obligations and combine the best technological innovations with an effective communication strategy. Cutting costs does not have to mean cutting communications – it just takes planning, vision and a willingness to embrace the host of new solutions which are emerging all the time.
www.setel.co.uk
Offshore Maritime Security SAMI Affiliates & National Insurance Status EC Maritime’s Glen Huxter AAT explains the complexities of UK National Insurance contributions for those working in Maritime Security employed by UK or overseas companies. www.englandandcompany.co.uk I hear far too often from Maritime Security Officers (MSO’s) working in the Offshore Maritime Security sector the stories that circulate regarding UK Seafarer’s Earnings Deduction and National Insurance. Indeed, at the time of writing this article I had taken a call from a client who had just returned from a deployment aboard a UK flagged vessel and he was not aware that his earnings whilst aboard this vessel could be liable to the full rate of National Insurance. Firstly, the purpose of keeping your National Insurance record up to date is to achieve enough qualifying years to receive the full weekly rate of state pension entitlement when you reach state retirement age and also your entitlement to state benefits should you ever need to make a claim. There are many factors that determine the rate of National Insurance that a mariner’s earnings are liable to. This is a complex area of legislation and therefore this article does not cover every aspect but aims to make you aware of the main points. The National Insurance regulations state that where your employer or the payer of your wages is resident in the UK or has a place of business in the UK your earnings are liable to Class 1 National Insurance contributions. Your employer or payer of wages is also liable to secondary Class 1 National Insurance contributions on your earnings. For the current tax year 2013/14 the main rate of Class 1 National Insurance is 12% on earnings up to £41,444 and an additional 2% on earnings above this amount. For those of you who are employed by an offshore based employer great care should be taken in considering your National Insurance status. An offshore employer who does not have a place of business in the UK and does not pay your wages through a UK based business is not required to deduct National Insurance from your earnings. Nor are they liable to the secondary Class 1 National Insurance contributions, although it does not automatically follow that your earnings are not liable to Class 1 National Insurance contributions.
Confused? For example, you may be employed and paid by a Channel Island based employer who deploys you aboard a UK flagged vessel. In this instance HMRC will ask you to provide information such as who is the managing owner of the ship and how your employment contract was entered into. After considering your reply HMRC will determine the rate of National Insurance and send you a demand for the contributions due on these earnings. Depending upon the relevant facts your earnings could be liable to Class 1 National Insurance at the maximum rate of 12%! You may be asking how does HMRC know who your employer is, where they are based and how do they know which vessels you have deployed on? As a mariner claiming the Seafarer’s Earnings Deduction you should complete a Self-Assessment Tax Return each year and also submit to HMRC a ‘Mariner’s National Insurance Questionnaire’ with a copy of your Discharge book showing the ships’ stamps. The Questionnaire asks for details such as your employer’s address and where your wages are paid from. HMRC will also review your Discharge book stamps to check in which country the ships are registered. Where you are employed by an offshore employer and deployed aboard non-UK or Isle of Man vessels HMRC may, by concession, allow you to pay the lower voluntary rate of Class 2 National Insurance, currently £2.75 per week. Compare this relatively modest amount against the main rate of Class 1 National Insurance (12% of your earnings) and you can understand why HMRC will want to ensure that your National Insurance liability is correctly assessed. England & Company have an experienced team advising those in the Offshore Maritime Security industry in respect of the Seafarer’s Earnings Deduction and their National Insurance obligations.
Member News
Updates and Announcements from the Association and Global Membership
Steering Group SAMI recently held an election to create an Industry Steering Group (ISG) for the Association, comprised of representatives from the global certified membership. The personnel listed below have been elected as members of SAMI’s Industry Steering Group and will represent the various global geographical areas as follows: Chairman Andrew Varney - Port to Port Maritime Security UK and Ireland Christopher Ashcroft - Independent Maritime Security Associates Bryn Orme - Zeal Global Maritime Solutions Chris Stewart - Black Pearl Maritime Security Management Darren Watts - Sea Marshals Limited Americas Dale McClellan - Special Tactical Services Europe and Russia Antonios Papaioannou - Diaplous Maritime Services Muriel Siebel - ESS & SA Middle East and Africa Carlos Edwards - Salama Fikira Asia and Australasia Mu-Hwan Kim - Shield International Security Company The purpose of the Industry Steering Group is to represent the interests of the entire Industry Membership to the Board of Directors. The Chairman of the Industry Steering Group attends SAMI Board of Director’s meetings and is able to provide insight, feedback and input from the global membership. Further information on the role of the Industry Steering Group can be found within Clause 17 of SAMI’s Constitution. Peter Cook, SAMI CEO, stated “The SAMI Board of Directors and SAMI Secretariat wish to sincerely thank all those who took part in this election process and look forward to working with all the members of the Industry Steering Group over the coming years.” He added, “This is a significant development in our membership representation process”. Members will be provided with more information on the ISG and the details for contacting their dedicated regional representative, and we hope that this system will ensure that a full range of views are formally represented within the Association.
Pilot Success Port2Port Maritime has successfully completed a pilot audit assessment for ISO/PAS 28007. After a rigorous and meticulously detailed, top down validation process conducted from the company headquarters to overseas operating locations and out to the point of embarkation, Port2Port Maritime has demonstrated compliance with this new management system specification. www.port2portuk.com
First for Belgium ESC Global Security has become the first company to gain licence from the Belgian Ministry of Interior to provide security services on Belgian flagged vessels. Belgian accreditation requires proper knowledge of the applicable Belgian and International legislation and RUF necessary for the lawful rendering of maritime securityservices. ESC Global Security were issued their licence to serve on Belgian flagged vessels on 26th July 2013 following thorough auditing of procedures and operational documents to ensure compliance with the Belgian Flag State requirements. www.escgs.com
Global Award Global Maritime Security Solutions LLC has been awarded Gold Category in the International Quality Crown Awards 2013. The International Quality Crown Award (IQC) of Business Initiative Directions (B.I.D.) is presented in recognition of those companies or organisations in different countries throughout the world that further their reputation and position by implementing and promoting quality culture. The award will be presented at the IQC Convention Gala Dinner in London on 24th November www.gmss.ae
PAGE 14
Enlarging the Footprint
Travel Innovation
LGS Matrix have further expanded their presence in Africa by opening an office in Djibouti.
Business travel specialists ATPI have launched innovative new technologies to assist companies with mission critical travel requirements.
Shaun Taylor, Regional Manager Middle East, said: “LGS Matrix remains successful due to our ability to anticipate and satisfy our clients’ needs, the decision to open an office in Djibouti was a logical step and one that will have a positive impact on our Indian Ocean and Arabian Sea transit services. Djibouti will continue to be a strategic location for a long time yet and our decision to invest in a permanent local structure reflects our belief in this.”
CrewHub has been specifically developed to help reduce crew travel costs and to aid compliance and duty of care for shipping, energy and offshore companies. The platform increases booking speeds and minimises human error and works in partnership with existing crew HR systems, giving companies the ability to send traveller requests, vessel and trip information directly from their crew management systems and ensuring there is a clear overview of where personnel are and what costs are involved.
“Our office is fully licenced and accredited allowing us to both improve and add to our existing services. To add to this we are now also fully licenced to operate in Sri Lanka. This enhances our service offer considerably and allows us greater flexibility and operational capacity.”
ATPI Traveller Tracking technology support clients’ duty of care procedures and can track travellers anywhere in the world, giving the exact location of personnel at any given time and implement emergency plans if required. www.atpi.com
http://lgsmatrix.com/djibouti
Cyprus Ceritificate UK PMSC Sea Marshals Ltd has been issued with the Republic of Cyprus Private Ship Security Company Certificate, allowing them to embark armed security teams on Cyprus Flagged Vessels for protection in the High Risk Area. Sea Marshals’ General Manager, Steve Collins was delighted with the approval, “We have worked hard over the past 12 months to ensure that our systems and processes meet the
ever increasing demands of the flag states, clients and shipowners. Our approval for this licence is another justification for our companies approach to ensuring we implement best practices when and wherever possible. The licensing process was certainly challenging and great credit should go to the Department of Merchant Shipping for their commitment to the process and ensuring that it is not simply another “paper review” process. We now look forward to being able to assist our clients whose Cyprus Flagged vessels require protection.” www.seamarshals.com
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Drivers for Change Port 2 Port’s Andrew Varney talks standards for Private Maritime Security Companies
In a Shipping Industry driven by standards and compliance, the private maritime security sector has rightly been taken to task on the quality, legality and efficiency of its product. As newcomers to the supply chain, Private Maritime Security Companies (PMSC) started on shaky foundations, operating on the principle of ‘just enough and just in time’, with little regard for sharing exactly how they delivered their product. However, it has matured remarkably and with internationally recognized accreditation and self-regulation has brought the offering of maritime risk management services encapsulated by the International Organisation for Standards (ISO). This has taken some time to materialise; however, given the encouragement and support provided by BIMCO in the development of ISO/PAS 28007 and raising awareness of the standard amongst its membership. Most within the Shipping Industry who use the services of PMSC’s should now be aware of the existence of the new ISO/PAS 28007 and the positive enabling effect it will have on the process of assessing and selecting a security provider. This has been further assisted by the efforts of the Security in Complex Environments Group (SCEG) and the Security Association for Maritime Industry (SAMI) to communicate the value of this internationally recognised accreditation standard. For Port2Port Maritime, as the first PMSC to undertake and complete the pilot process, the challenge we faced was to fully understand the requirement of the standard and apply it to our existing quality management system (QMS) processes. Like others within the sector who have undertaken innumerable MSC 1405/06 and 1443 based due diligence questionnaires, on site client audits, ISO 9001 and the Department for Business Innovation and Skills (BIS) inspection, all have facilitated the opportunity to evolve and refine our processes as part of a continuous improvement philosophy. For the company, the requirement for ISO/PAS 28007 was one of review and refinement rather than reverse engineering and policy creation. Although considerable planning, resource allocation and time management must be intelligently applied to successfully complete the audit process, understanding the standard’s aims from the outset and working with what was already in place was key. To us, the single most useful aspect of the process is to remind us to place the protection of the client (in terms of assets, reputation and personnel) at the centre of our risk assessment and planning. An ancillary benefit is also that we have undertaken a cathartic and hugely beneficial review of all of our policies and procedures, which in turn allows us to unequivocally evidence to our clients that we genuinely deliver what we purport to do. A thorough audit process conducted by an PAGE 16
external, properly trained, experienced and regulated auditing body further assists them. If fully understood and embraced by the client community, ISO/PAS 28007 as a defined bench mark against which to assess the suitability of a PMSC will undoubtedly save time, money and effort whilst providing peace of mind. However, it is very important that the ISO/PAS is not diluted through subjective interpretation and arbitrary “in house” modification, which will ultimately undermine and duplicate what the standard is designed to assess and verify. Port2Port Maritime believes it prudent to make distinction between “vetting” which the ISO now delivers to a very high standard and “due diligence” which remains an essential on site metric for assessing the commercial aspects of any security provider beyond that covered by ISO/PAS 28007. Until completion of the UKAS pilot accreditation programme later this year, no certification body can claim to be accredited and consequently it is not possible for any PMSC to be formally accredited until then. Instead a PMSC can claim only to have achieved certification to ISO 28000: ISO/PAS 28007 on successful completion of the audit process. As the leading company in the pilot audit programme, Port2Port Maritime has now successfully achieved certification to ISO28000: ISO/PAS 28007. The Shipping Industry should be confident in the standard and integrity of the audit process, which (for the first time) allows owners and charterers to objectively compare PMSCs for accountability and transparency, with the assurance of knowing what they’re getting, which should serve to make the appointment and use of PMSCs less onerous. Andrew Varney is the Managing Director of Port 2 Port Maritime, based in the UK, registered in Nigeria and with regional offices Ghana, Greece and Korea. www.port2portuk.com
Operating Standards New Qualification Based on the Competencies of international Standards
The Security in Complex Environments Group (SCEG) has been working with City & Guilds to develop a Maritime Security Operative (MSO) qualification based on the new ISO28007 standard. The new 8269 MSO qualification launched on 4 June, 2013 and is the only accredited award of its kind for PCASP within the UK’s Qualification and Credit Framework. Prior to the development of the new qualification, there had been no formally recognised qualification matching the competencies required by armed Maritime Security Operatives and the full range of skills and knowledge required by PCASP were not met by existing courses and qualifications. As a result, MSOs had been asked to demonstrate their suitability through courses which were largely inappropriate for their future role. The qualification has received extensive industry support. Not only because is it a widely recognised and accredited qualification, including the UK Government’s regulator, Ofqual, but it also provides clarity for those entering the industry and for security companies and their clients, Commenting on the launch SAMI stated: “The development of the new 8269 City & Guilds Level 3 Award for Maritime Security Operative (QCF) is a constructive next step in the evolution of the regulatory structure for the maritime security industry. The qualification has been designed for individuals and will provide an important step and good foundation for the training of privately contracted armed security personnel (PCASP) going forward. The issue of training has long been a contentious one, and the City & Guilds course is a good start.” The qualification development process from City & Guikds, a global leader in skill education, involved bringing in industry experts to ensure the content and units were relevant and directly corresponded to the ISO28007 standard. 3rg Security, Ambrey Risk and Neptune Maritime Security assisted with the development process which involved a number of different stages; from identifying the target candidate, establishing unit titles and aims, to agreeing the number of teacher-led hours required and the assessment criteria.
Finally, before being finalised, feedback was requested from the wider industry to ensure nothing had been overlooked, and to ensure the qualification was fit-for-purpose. The qualification is knowledge-based, consisting of four units and assessed through multiple-choice question papers. The units, all of which are key aspects to the role of MSOs, cover the following: Unit 1: The Maritime Security Industry. This unit explains the maritime security industry, organisations and relevant maritime legislation to enable the learner to understand the working environment and industry they will be entering. Unit 2: Maritime Pre-deployment Planning & Procedures. This unit will ensure that learners will have a knowledge of the preparation and procedures that they will employ prior to and on joining a ship. Unit 3: Maritime Security Operating Procedures. This unit will provide the learner with knowledge of security operating procedures, including Rules for the Use of Force and standard operating procedures, according to Best Management Practice whilst on board ship Unit 4: Maritime Incident Management & Post Operational Procedures. This unit will provide the learner with the knowledge to report and manage incidents and understand post transit procedures. Although the qualification is UK-accredited, piracy is an international issue and therefore the qualification is available internationally. All elements are covered except medical, firearms handling and other STCW requirements. It has been mapped to PDSD, which represents approx. 25% of the total syllabus. It is supported by UK Government, MCA, shipping associations and security industry. Kevin Blanch, Portfolio Manager at City & Guilds has been “impressed by the professionalism shown by the Maritime Security industry and the support provided by many industry experts who volunteered to get involved with the development. This clearly demonstrates a need by the industry for a standardised, comprehensive and fit-forpurpose qualification to help mitigate the current threat posed by piracy.”
Further details are online at www.cityandguilds.com
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The future of maritime security will ultimately be driven by data. The collection of statistics relating to threats, attacks, and responses will be vital, as will the need to crunch the numbers to understand and face the threats identified. The concept of “big data” is a buzz word, and the logic runs that by finding patterns of behaviour in the largest possible amount of data, we can develop more accurate strategies and more effective campaigns counter the types of issued studied. While many industries are investing vast sums in the systems and capabilities to deal with the figures and the results, it seems that shipping is being left behind. This has seen pressure build to find new ways and means of collecting, collating and distributing data on maritime security issues. A range of agencies currently gather reports of piracy attacks and a myriad of independent sources assess and record incidents, however it seems there is still a data gap and the multi agent approach is causing some confusion about the genuine threat profile. In the past there have been calls for a single independent reporting body to tackle underreporting and perhaps now the calls will become even louder. With uncertainty over the exact attack levels and decisions seemingly based on scant information, it seems the time has come to harness and focus on creating innovative solutions to ensure universally agreed data is collected and promulgated. However, it seems we should also be seeking to develop new criteria and definitions to better delineate the actual security problems facing shipping. The term “piracy”, has seemingly run its course – and if we are to build a new system of monitoring, data collection and reporting, then we perhaps need to dismantle the old barriers such as outmoded, complex and divisive definitions of what maritime crime represents.
Cyber Threats According to new research the world’s Global Positioning System (GPS) system is vulnerable to terrorists, pirates, criminals and hackers who could use it to hijack or even destroy vessels. A team of researchers at the University of Texas recently conducted large scale experiments in which they tested the vulnerability of shipboard GPS systems. During one test researchers took control of the navigation system aboard an $80 million, 210-foot super-yacht in the Mediterranean Sea using a laptop, a small antenna and an electronic GPS ‘spoofer’ built for $3,000. The team were able to steer the ship far off course and even potentially put it on a collision course with another ship by feeding counterfeit radio signals to the yacht. During that interception, the ship’s GPS system reported that it was correctly moving in a straight charted track on the intended course. There were no alarms, even as the vessel proceeded to get further and further from its supposed safe track. The ship’s captain, Andrew Schofield, said he and his crew were completely stunned by what occurred. Despite multiple cyber-attacks the bridge team were absolutely unaware of any difference, he said. The potential repercussions and implications are frightening and wide-reaching. The cyber threats to vessels are developing all the time. In just twelve months the University of Texas team has gone from being able to slightly push an unmanned drone off course, through to tampering with an entire large vessel, even as the crew watched on. The study consists of a closed loop controller, and this allows them to dictate the heading of a vessel even when the vessel wants to go a different direction. University of Texas’ Professor Humphreys claimed the US Department of Homeland Security is ‘fumbling around in the dark on GPS security’. Without a new approach to such security threats it could be many more ships are faced with dark cyber forces, and it seems that these threats are not yet fully appreciated by many governments or flag States.
Secure Anchorage Area West Africa The threat of piracy in the Gulf of Guinea (GoG) is now considered to be as significant as that found in the High Risk Areas (HRA) off the East Coast of Africa, and the GoG piracy threat continues to rise. The effect on commercial industry alone has reached a point where ship owners and operators are reluctant to operate in countries such as Nigeria without some form of protection. This has had a significant economic effect, not only on the regions’ economies, but on commercial businesses and industries operating in the area. Ocean Marine Security and SAMI Members PGS Group have established a Secure Anchorage Area (SAA) off the coast of Lagos, Nigeria to protect vessels operating in the region and surrounding High Risk Areas. The SAA is a secure place where vessels can anchor safe from the threat of pirate attack. It is protected by an Maritime Exclusion Zone (MEZ), which is patrolled 24/7/365 by multiple armed patrol boats. These patrol boats significantly outmatch any pirate capabilities witnessed in the region and have a 100% success rate in deterring threats since they have been in operation. The patrols also provide escort services for those vessels desiring a secure transit through the High Risk Area (HRA) into the SAA, from the SAA to the Port and / or transit from the Port to a point beyond the HRA. The SAA is unique in that it effectively removes any requirement for armed guards on board the clients’ vessels. In addition, any requirement to conduct interdictions of potential threats takes place beyond the MEZ and at a significant distance from the clients’ vessels. The SAA solution is in the process of being established beyond Nigeria in other West African States including, Benin, Togo, Ghana, Ivory Coast and Cameroon, guaranteeing a truly holistic solution to piracy in the Gulf of Guinea.
www.saawestafrica.com
Port Chaplains Working at sea can be tough. The whole environment is geared towards industry and efficiency and often those that have to work in these conditions can feel forgotten and alone. The maritime security industry is particularly exposed to the stresses this causes. Called in for the most hazardous journeys, security personnel operate under the strain of knowing that they must always be on the lookout – the fact that they are on-board at all means potential danger. Given the similarities between a career in the military, and the nature of maritime security work, it is nor surprising that so many maritime security professionals are ex-service personnel. However, unlike many military careers, a job in marine security can mean a very isolated existence. Many seafarers struggle to make lasting friendships and connections with their crewmates, due to divisions of language, nationality or gender. As temporary members of a crew, security personnel have even less opportunity to overcome these barriers and may struggle with oppressive loneliness. The armed forces provide chaplaincy services as an outlet for servicemen, one that is often vital in combatting PTSD and calming frayed nerves, but this rarely extends to those who have left the service. This is where maritime chaplaincy organisations, such as Sailors’ Society, can step in and offer help. Through its global network of multi-denominational chaplains, the Society offers emotional, spiritual and practical welfare support to seafarers across the world. The Society’s chaplains are ready to meet the needs of seafarers regardless of rank, nationality or religion, whether that be a need for counselling, somewhere to go after a contract, or just someone to listen. They can provide opportunities for communication with loved ones at home or transport to the nearest shop or green space. Sailors’ Society recognises the unique challenges that come with being a marine security operative, and looks forward to extending the hand of friendship to any who need help. The Society operates in 66 ports across the world. To find out more about the work they do,
Follow Sailors’ Society Online: www.sailors-society.org Facebook.com/SailorsSociety @SailorsSociety
German Licensing for PMSCs The German Government has introduced a new licensing procedure for private maritime security companies (PMSCs) in support of German Registered ship owners. As part of these efforts, the German Federal Office of Economics and Export Control (BAFA) recently held a briefing for PMSCs to assist with preparation for the procedures. The panel of speakers included representatives from BAFA, the German Federal Police and the Hamburg Weapons Authority. The standard is high and the requirements are daunting. There is a necessity for 110 hours of specific training, including 30 hours of German legal training, for all guards onboard a German flag vessel. The programme is also extremely ambitious; the cut-off for license applications is 1st December 2013. The legislation is in two parts; the licence and the weapons permit, and is extremely detailed and complex with many references to German law statutes. Details can be accessed at http://goo.gl/dbZWih The requirements are challenging, and while not imposing any physical audit there are a number of key elements which relate to a company’s Concept of Operations and Standard Operating Procedures (SOPs). While each PMSC will appoint a single senior executive who will be “checked and analysed” and will be responsible under law for the activities of their employees’ throughout the 2 year period of the license. In addition, to the internal requirements each PMSC will have to appoint a German lawyer practicing maritime law for the period of the license and permit. The fees for the process have not yet been finalised and original estimates of 17,000-20,000 were mooted, but it anticipated that it will not be that expensive. During the briefing a number of PMSCs raised concerns, these related to the fact that ISO/PAS 28007 will not necessarily have any credibility against the new legislation. In accordance with German law they cannot refer to International Maritime Organization (IMO) Circulars or BIMCO’s GUARDCON either, so there is a sense the process of licensing is being started over, in isolation. The aim of ISO/PAS 28007 was to establish an effective internationally recognised standard for the use of armed guards on ships. This was intended to prevent other nations having to formulate their own standard. While it was always accepted however that each nation would have its own national legislative requirements it was anticipated that this requirement would only represent a small additional element. However, the introduction of this German license and weapons permit seems to have veered away from international standardisation creating an added layer of arduous bureaucracy. PAGE 20
It is not simply a problem of paperwork there are some operational requirements which have not been well received. Indeed, there are concerns about the weapons permit requirements. These require all PCASP to carry side arms (pistols) for personal protection. The expense of procuring buying and distributing pistols and ammunition around the High Risk Area (HRA) could prove prohibitive and there is an extensive additional training requirement. It was also voiced strongly by the PMSC representatives that a requirement for a short barrelled weapon seems at odds with the fundamental deterrent principle of protecting a ship. There were also some questions as to applicability of the guidelines within the Gulf of Guinea where the complexities of providing armed guards are completely different. It seems this particular challenge has not perhaps been fully appreciated by the authorities. Ultimately it will be a commercial decision for PMSCs as to whether the German licence and weapons permit is justified. Such decisions are usually based client demand and fleet size. The German flagged fleet currently stands at around 780 ships (15m GT) and is shrinking at around 1% per annum. Allied to this, the majority of the ships are container or Ro-Ro vessels, which are not statistically the most vulnerable vessels. However, it should also be noted that the Germans are the fourth largest fleet owner globally (4.5K ships and 98m GT) and it will be interesting as to whether German owners take on the new legislation for their ships flagged with other registries. It is likely that many other nations, especially those with national registries (including Japan and the Netherlands) will be watching developments surrounding the German legislation as they go through the process of drawing up their own laws. Our members are keen that we are able to work with flag States to assist with the development processes. As we look to provide insight to mitigate the risk of anomalies, while aligning with existing international standards for an integrated global system.
The Nautical Institute recently introduced a fresh approach to maritime security guidance with a series of new publications. The foundation guide, “Maritime Security: Practical Guide” was launched at a SAMI members’ event in Dubai last November. This guide provides an overview of the wider view of maritime security, the tools for managing it and the legislation, rules and requirements. The specific threats are covered in a series of accompanying handbooks; the first being “Maritime Security: Coping with Piracy” by Steven Jones, which launches on 11th September, during London International Shipping Week 2013. The aim of the security series is to ensure seafarers and managers ashore have better understanding of the key drivers for industry decisions, and their responsibilites to respond to security. ‘Coping with Piracy’ explores the unique challenges faced by seafarers to ensure the protection of crew, cargoes and vessels, while providing training and delivering a stream of useable and timely intelligence and data
While the implementation of Best Management Practices (BMP) for both Somali-based piracy and its West African iteration has been widely adopted far too many vessels, for various reasons, are failing in their duty to protect themselves and are leaving crews vulnerable. Whether through ignorance or negligence some seafarers are placed at unnecessary risk. There have been positive changes, but there are still weaknesses and failings. There can be no excuses and all vessel operators in the high risk area have to be ready to respond and react to pirate attacks and while there have been some progress against Somali pirates, there are many problem areas elsewhere. This Nautical Institute guide comes at an excellent time to assist with both the practical application of security measures, while also explaining how and why they are so vital. The guide stresses that anything less than the best management practices is simply not good enough. It also hammers home the message that piracy is killing seafarers and destroying lives and livelihoods. Despite some recent successes there is no acceptable level of piracy.
To order your copy visit: www.nautinst.org/shop
Coping with Piracy The Nautical Institute launch the first handbook in their refreshed Maritime Security Series
FIREARM TRAINING FOR MSOs IN SRI LANKA
Specially designed training programmes are conducted to suit specific requirements of PMSCs. Live Firing is conducted to meet International standards on skill and proficiency of MSOs / Sea Marshals, specially in keeping with IMO Guidelines.
Successful participants are awarded a proficiency certificate issued by the Ministry of Defence, Sri Lanka. LIVE FIRING FROM (100m)
RANGE INSTRUCTIONS
Training is conducted at Firing Ranges near the ports of Embarkation / Disembarkation, facilitating the MSOs / Sea Marshals to utilize this facility whilst in transit through Sri Lanka, thus precluding any additional expense for travel.
FOR RESERVATIONS & INQUIRIES
LIVE FIRING FROM (200m)
LIVE FIRING FROM (300m)
Commander Bandula Wijemanna,(Retd.) SL Navy E-mail: bandula.wijemanna@avantmaritime.com Mobile: + 94 77 208 3522, Tel: +94 11 205 3140, Fax: +94 11 205 3142
AVANT GARDE MARITIME SERVICES (PRIVATE) LIMITED No.613, Bangalawa Junction, Kotte Road, Kotte, Sri Lanka. E-mail : agmaritime@sltnet.lk | Web : www.avantmaritime.com
AGMS / T / 2013 / 01
Avant Garde Maritime Services (Private) Limited with the approval and guidance of the Ministry of Defence, Sri Lanka has commenced Firing Practices Programme for MSOs / Sea Marshals under the supervision of a British Qualified Range Master, formerly of the Royal Marines.
Security Insight Transport Security Expo delivers clarity to the complex task of protection
Transport Security Expo has been the leading event for global heads of Aviation, Maritime, Counter Piracy, Public Transport and Supply Chain Security for the past 10 years. Designed to deliver clarity to the complex task of protecting Passengers, Cargo and High Risk Assets from those intent on doing harm, Transport Security Expo is the world’s most established event in this arena. Taking place on 13-14 November at London Olympia - Transport Security Expo comprises an extensive conference and workshop programme, supported by one of the largest dedicated technology exhibitions held internationally each year. Transport Security’s highly respected conference brings clarity to the most critical and topical issues of concern to the international transport security community. In its 11th year, the conference will bring together internationally recognised experts in the field of transport security to help shape the future policy on key issues through the main plenary and great live debates. This conference has a well-deserved reputation for its delivery of insight, analysis and perspective on the range of threats faced. SHIP & PORT SECURITY WORKSHOPS Chaired by SAMI Maritime Director, Steven Jones the workshop topics for 2013 include: • Port Security 2.0: Leveraging Technology to Create a Virtual New Port • Maritime Crime - Managing the Risk • A Vital Asset for Underwater Security • Enhancing Port Security by Upgrading Capabilities
NEW FOR 2013! KEYNOTE PLENARY: With themes discussing the major threats to transport security including: • A 360° Global Threat Assessment • The Cyber Threat to Global Transport Systems • Cyber Security – a Top Priority • Protecting National & Global Transport from Terrorism and Security Threats • Development of EU Policy on Transport Security • GREAT LIVE DEBATE – How do we secure transport systems against current threats? CONFERENCE STREAMS FOR 2013: • Aviation Security Conference • Maritime Security Conference • Public Transport Security Conference
Gain 26 CPD points for a two day attendance including, the Keynote Plenary, Great, Summary Debate and a Conference Stream of your choice.
To view the full programme and speaker details visit www.transec.com/samiconf
13 - 14 NOVEMBER 2013 | OLYMPIA, LONDON | WWW.TRANSEC.COM
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Personnel EC Maritime GMRS Sailors’ Society Target Recruitment Whittaker & Co
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Operations & Intelligence BTG Global Risk Maritime Operations Setel Switchblade International
www.begbies-traynorgroup.com www.maritimeoperations.co.za www.setel.co.uk www.switchbladeinternational.com
Travel ATP Instone CTI Marine GTravel SAT Marine Travel
www.atpi.com www.ctimarine.com www.gtravel.no www.satmarine.co.uk
Legal 9 Bedford Row Bluestone International
EVENTS
www.9bri.com www.bluestonelaw.com
To find out more about Affiliate membership or working in partnership with SAMI, contact Membership Manager, Anneley Pickles ajp@seasecurity.org
Middle East Workboats & Offshore Marine 30 Sept - 2 Oct, Abu Dhabi www.middleeastworkboats.com TransSecurity Expo 8-9 October, Mexico www.transsecexpo.com India Shipping Summit 21-23 October, Mumbai www.indiashippingsummit.com Seatrade Tanker Industry Conference 29 October, Copenhagen www.tankerconference.com Transport Security Expo 13-14 November, London www.transec.com Middle East Energy Security Forum 25-27 November, Dubai www.meesec.com World BorderPol Congress 3-4 December, London www.borderpol-event.org Find more events online at: www.seatrade-global.com
To ensure you receive future editions of theBRIDGE sign up for SAMI updates online at www.seasecurity.org/sign-up-today/