Issue 11 : 03.15
the
BRIDGE BRIDGING THE GAP BETWEEN SECURITY AND SHIPPING
Changes to the Indian Ocean HRA Asking Tough Questions on Cyber Security Keeping Secure When Ashore Maritime Piracy Outlook 2016
Welcome to the
BRIDGE Welcome to theBRIDGE from The Security Association for the Maritime Industry (SAMI). Inside we bring you the latest news, views and thinking from across the maritime security sector. We hope you enjoy this edition and would love to hear from you if you have any comments or contributions, please email us: bridge@seasecurity.org
CONTENTS Seas of Change Page 3 IN FOCUS: Reflecting on Changes to the Indian Ocean HRA Page 4 Maritime Piracy Outlook 2016 Pages 6-7 Asking Tough Questions on Cyber Security Pages 8-9 Armed Escort Providers Approved Following Nigerian Navy Review Pages 10-11 Keeping Secure When Ashore Page 12 A Message from the ISG Chairman Page 13 Member News Pages 14-17 Maritime Matters Pages 18-19 Under Review Pages 20-21
Contact SAMI +44 (0)20 7788 9505 enquiries@seasecurity.org HQS Wellington, Victoria Embankment, London, WC2R 2PN
SAMI’s Secretariat team are on hand to help: Peter Cook Chief Executive Officer e: pwjc@seasecurity.org
Chris Ashcroft Chief Operations Officer e: ca@seasecurity.org
Jane Grant Business Administration Manager e: jeg@seasecurity.org
Elisabeth Wilson Head of Equipment, Technology & Hardware e: edw@seasecurity.org
Seas of Change SAMI CEO Peter Cook gives an overview of current maritime security issues
Maritime security is evolving, growing and maturing. When we were on the verge of launching SAMI five years ago, maritime security was synonymous with Somali piracy off the Horn of Africa and the headlines in the shipping and international press were about the vigorous debate over the rights and wrongs of using armed guards to protect commercial ships from Somali pirates. Today the aperture of maritime security has opened significantly; no longer does the debate about armed guards dominate conversations and discussions in the meeting rooms and corridors of the IMO, UN and European Commission. There are now wide-ranging conversations covering a diverse range of topics that come under the umbrella of maritime security. A selection is highlighted below: There is no doubt that piracy is global; the IMB’s records for 2015 show 246 piracy incidents from the Caribbean, across the Gulf of Guinea and the High Risk Area (HRA) to the South China Sea. As the figures for piracy attacks in the north-west Indian Ocean remain small, and after much debate at the International Contact Group for Piracy off the Coast of Somalia (CGPCS), the shipping industry agreed last October to reduce the size of the HRA. The Joint War Committee soon followed and amended the Joint War Listed Area in the Indian Ocean in mid-December. This significant change in the HRA prompted the SAMI Secretariat to ask the new ISG Membership if they could identify any early trends themselves or amongst peer companies following the reduction in the HRA and subsequent changes to the Joint War Committee Listed Areas. Whilst by no means a ‘scientific’ survey, or particularly expansive, the general response was of little noticeable difference that could be pinned down specifically to these changes. As always, there remains pressure on transit rates. One flag State records that the overall numbers of teams afloat in its registered vessels was down in January, but still above the levels for the same period in the preceding 5 years. Whilst piracy incidents in the HRA have significantly reduced, there is no room for complacency; a
reduction in naval vessels patrolling the area and a reduction in best management practices by ships could easily trigger a resurgence of opportunist pirates to start attacking vessels again. Nigeria has recently re-issued a limited number of Memorandums of Understanding to PMSCs in their efforts to improve the situation in the Gulf of Guinea and an update report is provided in this issue of the BRIDGE. The waters around South-east Asia are the setting for many different issues, not least increasing piracy and robbery at sea. Just before the BRIDGE went to publication, the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) published its Regional Guide to Counter Piracy and Armed Robbery against ships in Asia that demonstrates a level of acceptance of the situation in the waters around South-east Asia. We shall examine these guidelines more closely in the next issue of the BRIDGE. There is increasing concern over maritime cyber security and the subject is gaining traction across the shipping industry. At the beginning of January BIMCO and the Round Table of shipping associations published their “Guidelines on Cyber Security onboard ships” and there are an increasing number of events and conferences focused on the topic. Maritime cyber security is extremely dynamic, as new technological innovations to improve automation and increase efficiency will most likely attract the attention of hacktivists, criminals and terrorists. A seemingly endless number of migrants crossing busy shipping lanes in perilously unsafe vessels place Masters and crew in an invidious moral dilemma about whether to offer assistance and potentially lose control of their ship to angry desperate people, who may require assistance in their flight to find a safe refuge, or possibly hidden terrorists. And finally, in the international press there is a growing recognition that, with less than 2% of containers being checked from a security perspective, ship-borne cargoes could contain more than expected; narcotics, weapons, explosives and or the materials to make a dirty bomb. This places the spotlight on ports and port facilities. There is no doubt about it; maritime security is a significant area of diversity and growth. PAGE 3
IN FOCUS: Reflecting on Changes to the Indian Ocean HRA With the decision of The Round Table of international shipping associations to cut the size of the Indian Ocean piracy High Risk Area, there were many discussions on whether the Joint War Committee at Lloyd’s would follow suit. It was announced at the end of the year, that they would indeed follow the example, and so the JWC acted to reduce the size of the Hull War, Piracy, Terrorism and Related Perils Listed Area for the Indian Ocean in keeping with the BMP4 High Risk Area reduction. Prior to the revision, the Listed Area had resembled the previous BMP4 High Risk Area, spanning an area that blanketed much of the Western Indian Ocean between the Bab al Mandeb Strait and Sri Lanka. However, prompted by the recent BMP HRA reduction a change in the War Listed Areas was announced on 10th December 2015. As follows: The Indian Ocean / Arabian Sea / Gulf of Aden / Gulf of Oman / Southern Red Sea area is reduced on the Eastern boundary from Longitude 78º East to Longitude 65º East. The other boundaries, especially in the Gulf of Oman, remain unchanged: • • • •
In the Red Sea: Latitude 15ºN In the Gulf of Oman: Longitude 58ºE Eastern limit: Longitude 65ºE Southern limit: Latitude 12ºS
In addition, Bahrain, North East Borneo and Sulu Archipelago are deleted from the JWC Listed Areas. Full definitions of the War Listed areas are available in the Joint War Committee circular JWLA022. According to Ocean’s Beyond Piracy (OBP), the changes will have a significant effect on Hull War Risk insurance. They claim the reduction in the size of the Listed Area for the Indian Ocean will result in a decrease in the number of vessels that will need to purchase additional WRAPs. So translating the boundary shift as a clear sign of potential cost savings for owners. In particular, vessels transiting from the Persian Gulf to the west coast of India or East Asia will no longer transit through the listed area. OBP claims that this will disproportionately benefit tankers, which make up a significant proportion of traffic along those routes. While there are potential knock on effects in the market, there could also be benefits to littoral States in the region. PAGE 4
The HRA reduction off India is a move which is expected to speed up trade between India and the Gulf as ships take a more direct route. However, security companies are warning it could make them vulnerable to attack by “opportunistic” Somali pirates. Somali pirates have previously demonstrated that they can operate in the centre and northern reaches of the Indian Ocean, and vessels that are high risk with a low freeboard and slow speed should continue to take armed security. The recent capture of a fleet of three Iranian fishing vessels shows that there is still both capability and a willingness by some Somalis to engage in violence at sea. The problem has been eased dramatically, but it has not been eradicated completely. In many ways these changes were coming for some time. India had long taken exception to the categorisation of its waters as a “high risk”. However, aside from the political angle, it also appears that these moves are an attempt by insurers to translate on some of the obvious successes against Somali pirates into positives for ship owners. It remains to be seen what real effect this will have – there are many reports of vessels dropping their guard, both literally and metaphorically. According to the latest report from IHS Inc, ships are once again facing an increased risk of piracy attack, as deteriorating political conditions in Somalia take hold. IHS believes that the conditions which enabled pirates to operate are returning, especially with regards to the “safe haven” anchorages which politicians sanctioned between 2005 and 2012 for hijacked ships to be stored during lengthy ransom negotiations. The new political landscape in Somalia’s Galmudug region seems to be the tinder could once more see the spark of piracy ignited. “This means that Somali pirates, who still have the technical capabilities, manpower, weaponry and financing networks to organize deep-water hijacks, may soon regain the secure ship-storage locations required to resume operations,” IHS said.
MARITIME RISK
2015 IN REVIEW
MARITIME 12
15
EUROPE
MENA
216
316
AMERICAS
ASIA PACIFIC
86
GULF OF GUINEA
682
11
26
HORN OF SUB-SAHARAN AFRICA
GLOBAL INCIDENTS
AFRICA
ACTIVISM
TERRORISM
HIJACK
KIDNAP
ROBBERY
THEFT
ATTEMPT
APPROACH
ASSAULT
10%
52%
INCREASE IN PIRACY AND ARMED ROBBERY AT SEA GLOBALLY
OF INCIDENTS IN THE AMERICAS WERE ROBBERIES
26%
26%
INCREASE IN INCIDENTS IN SOUTH-EAST ASIA
DECREASE IN GULF OF GUINEA ATTACKS
44%
32%
OF INCIDENTS IN SOUTH-EAST ASIA INVOLVED VESSELS UNDERWAY IN SINGAPORE STRAIT
OF INCIDENTS IN THE AMERICAS INVOLVED YACHTS OR LEISURE VESSELS
TYPE OF VESSELS TARGETED
AMERICAS AFRICA EUROPE ASIA MIDDLE EAST AND NORTH AFRICA 0%
Cargo
Fishing
10%
Leisure
20%
Local
30%
Military
45%
40%
50%
Passenger
60%
70%
Miscellaneous Oilfield
80%
90%
Tanker
MARITIME KIDNAPS AND HIJACKS
South-east Asia
1
SINGAPORE STRAIT
2
PERU
3
NIGERIA
4
SOUTH CHINA SEA
5
VENEZUELA
Unknown
TOP 5 - LOCATIONS FOR PORT AND ANCHORAGE CRIME
South Asia Gulf of Guinea South America Horn of Africa
1 BELAWAN (INDONESIA) 2 VUNG TAU (VIETNAM)
51% OF ALL MARITIME KIDNAPS INVOLVED FISHERMEN OFF BANGLADESH
3 CHITTAGONG (BANGLADESH) 4 APAPA-LAGOS (NIGERIA) 5 DUMAI (INDONESIA)
ADAPTING TO SECURITY PRESENCE Piracy and armed robbery at sea will remain a key issue for shipping in South-east Asia in 2016, though local security responses will provoke a shift in the pattern of attacks. The surge in product and chemical tanker hijacks that began in April 2014 ended abruptly in August 2015 after a crackdown on fuel theft syndicates, including their ringleaders and assets in Indonesia, Malaysia and Singapore. High levels of the most frequently reported incidents – theft and robbery involving ships underway in the Singapore Strait – were sustained until the end of September 2015, when activity dropped.
100%
TOP 5 - LOCATIONS FOR INCIDENTS INVOLVING VESSELS UNDERWAY
OF ALL MARITIME HIJACKS INVOLVED TANKERS IN SOUTH-EAST ASIA
Control Risks’ Maritime Risk Analysis team recorded a 10% increase in piracy and armed robbery at sea globally in 2015, driven by an increase in the number of cases recorded in South-east Asia and the Americas. By contrast, activity levels in East and West Africa dropped, continuing the downward trend seen since 2011 and 2014 respectively. With the data for 2015 compiled, it is time to assess what we can expect in four key regions over the next 12 months.
Increased patrols, coupled with lower fuel prices, mean that 2016 is likely to see a return to hijack numbers seen prior to 2014, with only sporadic vessel hijacks being recorded. The security force presence is also likely to result in fewer attacks by lowlevel criminal groups seeking to steal ship’s stores from commercial vessels transiting in the Singapore Strait, which drove the 26% increase in attacks in South-east Asia in 2015. A concerted effort to tackle this crime in 2016 could see the first decrease in pirate activity for more than five years. Yet, as seen in previous years, such a response could see groups shift their activity to wider areas such as the South China Sea, and to vessels anchored off major ports.
PIRACY OUTLOOK 2016
Sebastian Villyn, Control Risks
GROWING UNREST In the Gulf of Guinea, a rise in violent attacks and offshore kidnaps around the Niger delta will be a key trend in 2016. Improved ship security measures and local security initiatives in regional ports have had an impact across the wider region. Together with changing dynamics onshore in Nigeria, this led to a welcome 26% drop in incidents across the region from 2014 to 2015, which followed a 12% decline between 2013 and 2014. Yet the decrease seen over this period looks unlikely to continue. Following few reported incidents in the second half of 2015, January 2016 witnessed a sharp rise in attacks, with levels higher in the first month of 2016 than in any month in 2015. The sudden increase in activity is linked closely to growing onshore instability in the Niger delta, the focal point of activity in the region, prompted by rising uncertainty over the future of the 2009 Niger delta amnesty programme for former militants. Criminal activity will increase both onshore and offshore as former militants and financially motivated criminal groups seek alternative sources of funds in the coming year. SCALING BACK Off East Africa, the absence of incidents linked to Somali piracy was the main story in 2015. Major developments were linked to the reduction of risk areas by BIMCO and other international shipping associations, and Lloyd’s Market Association respectively, and concern over the future of naval and ship security provisions. As pirate activity remains limited and priorities change, the remaining international naval forces, whose mandate extends to December 2016, will continue to shift their focus towards counter-narcotics and counterterrorism operations. A scaling back of naval deployments is already underway, but the international naval forces themselves will not disappear completely as new challenges emerge and evolve in the region.
The activity most likely to continue in 2016 is the targeting of foreign-flagged fishing vessels off the Somali coast. Although often cited as pointing to the enduring threat of Somali piracy, 2015 has shown that the identity of groups involved in recent seizures has often been difficult to determine between coastal communities, local authorities and armed groups. Increased local pressure to address illegal, unreported or unregulated fishing off Somalia has exacerbated this problem. Somali piracy will not return to the levels seen between 2008 and 2011 in 2016. Attacks on commercial shipping remain possible, but any cases are likely to be sporadic and shortlived. Nonetheless, shipping operators will find themselves more vulnerable should they begin to cut back on ship security measures, and as vessel routes move closer to the eastern Somali coast in the western Indian Ocean. ONE TO WATCH Maritime crime in the Americas is beginning to receive increased attention. Peru and Venezuela will particularly stand out in the year ahead, with both countries continuing to see high levels of violent crime in the maritime domain. The majority of cases of piracy and armed robbery at sea across the region are likely to continue to target local vessels and sailing yachts. The commercial shipping industry in the region – including cargo vessels, tankers and cruise ships – has so far been more exposed to organised smuggling groups, and the legal and reputational implications of this activity. However, it is concerning that 52% of the 216 incidents that Control Risks registered across the region in 2015 were robberies. Vessels and crews on merchant vessels in this region will continue to be vulnerable to opportunistic attacks in the year ahead.
PAGE 7
ASKING TOUGH QUESTIONS ON CYBER SECURITY The year ahead seems likely to take an ever more intense view of maritime cyber security. According to cyber security experts, the voice, navigation, and radar data aboard ships are all at risk whilst shipping has seemingly been slow to respond and react. That is not to say there has not been progress, there has. Perhaps the most positive and recent development has been the launch by the international shipping associations’ “Round Table” (comprising BIMCO, CLIA, ICS, INTERCARGO and INTERTANKO), of guidelines to help the global shipping industry prevent major safety, environmental and commercial issues that could result from a cyber-incident onboard a ship. The guidelines are a good start, and so too is the fact that the International Maritime Organization (IMO) is to tackle the issue. Though some nations, particularly the United States, are looking to potentially legislate on maritime cyber – and this is something which is set for further work in 2016. Back in December, a new Bill passed the United States’ House of Representatives - H.R. 3878, “Strengthening Cybersecurity Information Sharing and Coordination in Our Ports Act of 2015”. The Bill would require the US Secretary of Homeland Security to expand efforts to enhance the cybersecurity of ports. The bill would also clarify that the U.S. Coast Guard, the agency within the Department of Homeland Security (DHS) primarily responsible for activities related to maritime security, is authorized to pursue efforts related to cybersecurity. So change is coming, and shipping needs to be ready. It seems that the threat is growing almost daily – and ships are ever more likely to fall victim to cyberattacks. It is clear therefore that the industry guidelines are important, but they need to be applied through a real collective will to tackle the issue. Generating this awareness and willingness to act is a problem. According to the cyber security sector, shipping companies need a root and branch review PAGE 8
of both the problems and the solutions they need to implement. Companies need to work ashore and at sea to defend and protect their systems. The threats to software, hardware, personnel and data all need to be understood, and openly and honestly reviewed. Only then will there be a chance of truly progressing in the year ahead. Without real and rapid progress, then it seems shipping will remain frighteningly vulnerable. Ships have multiple potential problems, these can perhaps be broken into strands and relate to security, control of information, power management and navigation. With ships’ data increasingly connected to the internet, and at growing speeds and bandwidth – it is becoming easier for attackers and criminals to hack into the ship’s network. From there, it is possible to install malware, delete radar images, alter position readings, listen in on conversations via microphones on the bridge, slow or stop engines – there are so many potential risks if security is breached. This is perhaps one of the problems, the sheer scale of what can go wrong is almost too dreadful to contemplate. This is especially true as it is a new kind of threat and problem, which has never really been fully explored or accounted for. This is a whole new layer of trouble for shipping, and industry, which is already faced with so many challenges. If tumbling freight rates weren’t enough, there are the pressures to comply with environmental and emissions limits, and all the while ships need to be kept safe and secure. For some companies, the issue of cyber security is almost one problem too far. However, the issue is real and cannot be ignored. SAMI has been working with a number of stakeholders across the industry – trying to ensure that cyber security experts appreciate the problems facing shipping – not from the cyber infrastructure perspective, but also from a practical and operational standpoint, whilst also ensuring the maritime community appreciates how important it is to develop a response.
The Association has also been working with lawyers and insurers to examine the real extent of the cyber security problem. Could cyber problems impact seaworthiness for example? If an electronic chart system were found to be corrupted at the start of the voyage, then it would perhaps seem difficult to argue that the vessel was ready for the marine adventure? The answers are not currently clear, but however challenging and difficult it is, we need to be searching for solutions – which means really understanding the problems. Shipping has an historic tendency to react relatively slowly to change – and sadly it often takes tragedy to prompt a response. Thankfully it does not seem that we have yet seen a disaster caused by hackers or through a virus in shipboard systems – but that cannot be expected to remain the case. According to some experts, one of the problems is that we simply do not know the scale of the problem. Unfortunately shipping does not have a good track record in the recording, reporting and compiling of data. Maritime piracy is still dogged by under or misreporting. Stowaway data across the industry is incomplete, and even safety issues can all too often go unreported. To think that such a recent threat as cyber would arrive with a neat, accepted and effective reporting mechanism would perhaps be hopelessly optimistic. So we see a dearth of statistics, data and records. There is a black hole of information and no definitive data on the scale of the problem facing shipping, let alone any quantum of resulting losses. This means that owners currently fall into two categories - those who don’t know they have been
breached and those who won’t tell. Which means it is almost impossible to gain a complete and realistic picture of the problem. Without data it is hard, if not impossible, to plot trends. This brings us to a more fundamental question. What then is the biggest cyber threat to shipping? Is it a headline grabbing major attack, or will it be more subtle? Some like to talk of terrorist hackers crashing tankers into each other, or cruise ships being run aground. While these low incidence, high consequence problems may well occur, it is the less obvious which are likely to really mount up. Cargoes vanishing or containers of drugs being allowed through ports – or fraud and theft of money. All are of smaller scale, and more likely. However, at the moment this is all guess work. It seems all of the above terrible scenarios are to some degree likely, but no-one is really sure. This means that the biggest current cyber threats to shipping are lack of awareness, poor reporting and monitoring, and no obvious industry wide means of defence. This creates a massive opportunity for cyber security experts to step in, to shape the response and solutions. However, shipping needs to be guided, supported and nurtured, not scared – and they need to be provided with answers, solutions and a means of pragmatically tackling the issue. There should be no equivocation, the cyber security threat to shipping is real and it poses a unique, continuous threat. This is unlike anything which the industry has faced before – and it is important that old failings or weaknesses do not stand as a barrier to progress.
PAGE 11
Armed Escort Providers Approved Following Nigerian Naval Review Engagement of Armed Escort Providers Approved following Nigerian Navy Review and signing of New Memorandum of Understanding with 16 PMSCs. Background The use of private maritime security companies in Nigerian waters has been a major concern for ship owners, charterers and managers operating vessels in the region. Uncertainty regarding the legality of Private Maritime Security Company (PMSC) operations, their relationships with the Nigerian Navy and the Nigerian Marine Police, and interpretation of local regulations by the Nigerian Maritime Administration and Safety Agency (NIMASA), has left operators in a position of not knowing what security provisions they can legally implement in a part of the world where attacks continue to threaten their operations. It is commonly recognised that the use of armed PMSC personnel on client vessels in the region is prohibited by the Nigerian authorities. Less certain has been the question as to whether or not unarmed PMSC security advisors may be deployed on client vessels, although of note, the Maritime Trade Information Sharing Centre Gulf of Guinea (MTISC GOG) recommended that all vessels transiting Nigerian waters or visiting any Nigerian port should not have any form of security guards (armed or unarmed) on board. Owners and operators have tended to cautiously adopt the view that embarked security advisors are likely at least to raise issues with NIMASA officials and may result in delays to the vessel, and possible charges against the Master and owner.
Armed Escort Vessels Against this background, the use of armed escort vessels to protect vessels transiting to and from Nigerian crude oil terminals and anchorage areas has been considered by some operators to offer a viable alternative to embarking guards and advisors. The concept of operations for armed escort vessels is relatively clear. A local PMSC deploys an escort vessel to rendezvous with the client vessel, typically 100 to 140 nm offshore Nigeria, dependent on recent threat assessments. The PMSC deploys a detachment of Nigerian Navy personnel on the escort vessel to provide an armed response capability, with the detachment remaining on the escort vessel
PAGE 10
throughout the task. The escort vessel tracks the client vessel from the offshore rendezvous point to the crude oil terminal or anchorage areas, as the case may be. On entering the terminal area or anchorage, local security patrol craft assume responsibility for the client vessel. The PMSC liaises with the Master and confirms a time and location to resume escort duties when the client vessel departs the terminal or anchorage, and the escort vessel escorts the client vessel to an agreed offshore release point. However, the use of such escort vessels and the status of the PMSCs offering these services has raised further questions for ship owners and operators seeking assurances that companies that can be relied upon to provide reliable security which does not infringe local regulations. SAMI is routinely asked for guidance on this question by ship owners and operators, and also by our members when developing their service offerings in the region.
Memorandum of Understanding between the Nigerian Navy and PMSCs The Nigerian Navy are known to offer licences to certain companies to employ naval personnel on board their escort vessels. A large number of companies reportedly entered into arrangements with the Nigerian Navy for such services, signing a memorandum of understanding (MoU) with the Navy in 2013 under the leadership of the then Chief of the Naval Staff Vice Admiral D Ezeoba. However, the terms of the MoU were not openly publicised, and this arrangement provided little confidence to ship owners and operators that operations would be conducted in accordance with local regulations. To address these concerns, following the inauguration of the new President Buhari in May 2015, the Nigerian Navy Command instigated a full review of its relationship with PMSCs. Automatic renewals of existing agreements were suspended, and 39 PMSCs were invited to present their case for revalidation of the MoU for a further period of two years, undergoing a thorough due diligence and evaluation process in order to meet the Navy’s operating requirements.
image kindly supplied by miris international
The Nigerian Navy’s evaluation criteria is understood to have included:
• Evidence of sufficient vessels for operation • Evidence of previous, current and future contracts from reputable clients in the maritime industry
• Evidence of corporate experience in the maritime industry
• Certified copies of the applicant’s constitutional
documents evidencing a Nigerian registered company with 100% Nigerian shareholders
• NSCDC Security Guard Permit • Certified copies of the applicant’s insurance policies issued by well established insurers
• Certified copy of the applicant’s Standard Operating Procedures
• Details of all personnel employed by the applicant, evidencing qualifications, training and past work experiences
This process involved a lengthy and stringent audit of PMSC applicants by the Nigerian Navy, with a series of meetings and inspections. Finally, on 14 January 2016, Vice Admiral Ibas, the Chief of the Naval Staff, extended an invitation to enter into a new MoU to 16 PMSCs deemed qualified to operate in the Country’s maritime security sector. The renewed MoU strives for an efficient balance of obligations between the approved PMSCs and the
Navy, demonstrating the Nigerian Navy’s resolve to work with local PMSCs to develop a robust capability in support of their remit to provide adequate security within Nigerian territorial waters against piracy, sea robbery and all aspects of sea crimes. The Nigerian Navy’s endorsement of MoU partners provides ship owners and operators with greater confidence that approved PMSCs have been through a comprehensive local audit process, indicating a significant upgrade of standard operating procedures between the Navy and local companies operating in the Maritime Security Industry. Of note, this review effectively disqualifies over 20 previous Navy partners from operating in the sector. Critical for ship owners and operators is the Nigerian Navy’s strict oversight role to ensure that the approved PMSCs continue to operate under the terms of the MoU, with the ultimate sanction of termination of the MoU with any defaulting PMSC.
Way Ahead The recent revalidation by the Nigerian Navy of PMSCs marks a significant step forward for ship owners and operators. Confirmation that a local PMSC is a signatory to the current MoU with the Nigerian Navy, and importantly complies with the terms of that MoU, provides ship owners and operators with greater confidence to engage local maritime security providers. Armed escort vessel services now appear to be an increasingly attractive option for security in the region..
PAGE 11
Keeping Secure when Ashore With so many potential risks affecting shipping and maritime transport it could be all too tempting to think of them as shorebased problems – but the shipping industry is not immune to them. There are threats which may not be out at sea, but which pose a real risk to seafarers and staff when they are not onboard. The private maritime security industry works to advise shipping companies on the risks and threats that their people face. There are very few nations or regions in which crime, instability, and terrorism are not a concern for shipping. Seafarers can often suffer on the rare opportunities they have for shore leave, or when leaving or joining a ship. It is not just seafarers, of course, there are many professionals and employees who would be potentially under threat when entering certain areas. Even surveyors can be targeted – and the murder of a marine shipping surveyor, killed by fraudsters involved in a disputed piracy attack, shows all parts of the shipping chain can be vulnerable. Going ashore or arriving in a new unfamiliar country to join a vessel is a time of vulnerability – and it is then that seafarers are actually under most threat of attack or of being robbed, duped or taken for a ride. Wherever seafarers go, there is always some form of threat. In some places there are obvious and well known risks and there are precautions that everyone should take. While elsewhere the problems can be unknown and unexpected. The International Marine Contractors Association (IMCA) has given this issue a lot of thought, and their “Security Workgroup” has produced guidance on the matter. The thrust of the advice is that wherever employees are going, before leaving, during the journey and whilst there it is important that both company and personnel alike take all necessary precautions commensurate with any threat.
Accepting that bad things can happen, and being on guard against them is a fundamental starting point. Being aware and wary, are parts of a useful defensive mind-set, and this can help considerably in potentially dangerous or threatening places. Even during seemingly harmless interactions “situational awareness” is important. The need to maintain situational awareness extends to every minute that personnel find themselves in unfamiliar, or potentially dangerous conditions. Whether walking down a street, riding a bus or taxi, or shopping in a crowded market… it is important for seafarers to keep their wits about them. This could save their valuables, cash or bag – but maybe even their life. If you look like you know what you are doing and where you are going you are a lot less likely to be targeted. Confidence is key, it is important that seafarers understand the importance of not appearing to be an easy target!
Key to this is to have an up-to-date threat profile of the ports or areas to be visited. Too many Ship Security Plans stop at the gangway – but that is not where the threats end. So it is vital to find out what can go wrong, and what can be done to make sure it doesn’t.
Companies should issue properly considered advice and guidance to staff. They should stress the importance of research, and of understanding the nature of where they are visiting. They need to be aware of the best ways of moving around, and any security issues related to hotels.
The feeling of complacency that can kick in once seafarers have left the ship is a danger that needs to be managed. Once personnel leave the ship, or before joining there needs to be a means of making people aware, vigilant and wary – without unduly putting people off going ashore.
It can be all too easy for personnel to stand out from the crowd – so this too needs to be considered. For example, where oil companies are operating in potentially sensitive areas, then personnel bedecked in logos and company polo shirts may be asking for trouble.
Perhaps the most potent philosophy is for seafarers to expect the unexpected. Wariness and vigilance are vital when it comes to safety and security.
There needs to be a common sense approach to personal and personnel security –and it is important that risks are understood and effectively managed.
PAGE 12
A Message from SAMI’s Industry Steering Group Chairman, Yordie Wiebes Warm greetings to you all from Hamburg! After the recently held elections, I am glad to announce that a complete renewed Industry Steering Group (ISG) has been installed. The 10 elected Members of the ISG represent the full range of SAMI’s 5 domiciled regions and they come from 9 different countries. The membership has a strong voice in the SAMI organisation. 2015 was a year of formalising and anchoring the ISG more deeply and professionally into SAMI. A lot of work has been put in to amending the SAMI articles and constitution to improve the governance structure and to make it easier to respond to the changing composition in the geographical spread of memberships. The SAMI Secretariat completed the amendment, in consultation with the ISG, and it was approved by the SAMI Board and ratified by the AGM in November 2015. Elections were immediately instigated with the final ballots completed in January 2016, after a lot of work by the SAMI team. I would like to take this opportunity to stress the vital role of the ISG for the membership, and for the MARSEC industry as whole. The ISG is basically the voice of the membership. Its key function is to advise, discuss and to guide the SAMI Board about which areas SAMI should address for the benefit of the membership and the MARSEC industry. That role can only be fulfilled effectively when the ISG fully engages, and each of the ISG members also take their duty to reach out to the members in their geographical area, collecting their input and feeding it back through to the ISG. Ultimately only by us all working together from around the globe will we discover which matters are most urgent and therefore what should be placed onto SAMI’s agenda. It is intended to give each ISG Member responsibility for liaising with a group of members for their region: If you wish to contact one of the ISG representatives, please contact the SAMI Secretariat office who can provide contact information. Chairman - Yordie Wiebes, Shore & Offshore Security Ltd Europe & Russia Stelios Kasapis, Four Shield Solutions Ltd Dimitrios Nodaros, Zeus Maritime Security Jaanus Rahumagi, ESC Global Security UK & Ireland Tim Hart, Control Risks Group Bryher Bailey, Ambrey Risk Ltd Clare Williamson-Cary, Securewest Ltd
Americas John McConnell, Meridian Global Consulting LLC Middle East & Africa Rik Groves, Salama Fikira Asia & Australasia Abdul M Razack, OMSC PVT Ltd Irshad Muhseen, Marine One (PVT) Ltd
As all of you will know, over the last two years things have changed rapidly in the MARSEC industry and it does not seem that these changes will come to an end in 2016. On the contrary, the year ahead is expected to be a difficult one. The decline in numbers of attacks and incidents in the Indian Ocean, the consequences of the reduced HRA, together with the intense competition for business and the almost bottomless war between quality and price will beg for innovation and an open discussion between MARSEC companies, in order to find out whether we are here to stay and if so, in what form. That is the question we all need to answer in order to stay relevant as a MARSEC industry and to protect the life of seafarers in a responsible and professional way. A strong and unified industry will be taken more seriously and will be a voice that stakeholders will be more inclined to listen to. It is SAMI’s role to be that united voice, and it is up to the ISG to guide the SAMI Board in how to use that voice in and open and transparent way. We, the ISG, are looking forward to hearing from you and receiving your input in 2016, to be able to build a more professional and relevant industry which will benefit us and all stakeholders involved. Yordie Wiebes ISG Chairman PAGE PAGE 13 7
Member News Updates from SAMI’s Global Membership Nigerian Navy renew Memorandum of Understanding with MIRIS’s local Nigerian partner, Protection Plus Services Limited On Thursday 14th January 2016, at the Nigerian Naval Headquarters, Abuja, Vice Admiral Ibas, the Chief of the Naval Staff, signed the renewal of the Memorandum of Understanding (MoU) between the Nigerian Navy and Protection Plus Services Limited. The renewed Nigerian Navy MoU ensures that Protection Plus can continue to provide maritime security with full support from the Navy for client vessels being escorted, vessels under static patrol, offshore facilities and equipment, and personnel operating within Nigerian waters. Mike Williams, Managing Director of MIRIS International, congratulated Protection Plus on successfully meeting the Nigerian Navy’s professional criteria to renew its existing MoU. Protection Plus works closely with the Nigerian Navy providing local security support to MIRIS clients operating in Nigerian waters, and this new MoU will further enhance the ongoing development of joint operating procedures with the Nigerian Navy. Ubong King, Managing Director of Protection Plus commented that the new MoU will allow the successful partnership between MIRIS and Protection Plus to focus on optimizing service delivery for all current and future clients calling in Nigeria. Mr. King highlighted the important contribution of his Maritime Operations Managers, currently employed by Protection Plus on secondment from MIRIS, delivering responsive local security support to the highest standards to all clients.
www.miris-int.com http://protectionplusservices.com PAGE 14
Securewest International Launches Training Website Securewest is delighted to announce the launch of www.securewest-training.com The new, dedicated training website allows students to book course places quickly and easily and pay via Paypal. The website has a number of exciting features including full details on the variety of courses Securewest offers in their 20 strong portfolio and the latest training news and offers. The Securewest Training Team is excited to be expanding their range of courses and currently offer the following areas of training: • • • • • •
STCW courses MSO courses ISPS courses Close Protection courses Medical courses Health and Safety courses For further information on Securewest and their training courses visit: www.securewest-training.com
Alphard in Action A security team of Alphard Maritime Armed Guards were recently on board the MT MANAS on her voyage from Red Sea to Dar-E-Salam (Tanzania) when the vessel was targeted by pirates. In this short article, the company share the experience of the team with readers of theBRIDGE. At 13.10 (local time) a skiff was identified to be following the vessel, approximately two miles from the stern. The Master sounded the piracy attack alarm and all Crew, apart from the Master and OOW - who remained on the Bridge, moved to the Citadel and secured the vessel. Maximum speed was maintained, fire hoses activated and RUF was invoked as the security team from Alphard donned bullet proof jackets and readied their weapons in standby position, prepared for immediate action. Complying with the RUF, the security team displayed their weapons in clear site; however the skiff continued its approach towards the vessel and it came to its starboard quarter at approx. 500m distance. On orders of Team Leader, the security team fired one flare, however the skiff still continued its approach and one more flare was fired by the security team. The blue and white skiff, approximately seven metres in length, continued its approach and came closer to the
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starboard quarter. The security team could see five or six persons on board, with three long barrel weapons and ladders visible on board. The skiff continued to approach to a distance of 200 meters. At this stage, the Team Leader fired one warning shot across its bow. The skiff then slowed down and dropped back to a distance of 0.2 NM. The skiff continued to follow the vessel for about five minutes before dropping back to 0.5 NM miles, and subsequently aborting its approach. The security and vessel team on board MT MANAS maintained a vigilant watch and continued the voyage to Dar-E-Salam without any further incident. The incident was reported to UKMTO and a news flash was sent to all Alphard clients to warn of the issues in the area. The incident was included in the company’s Intelligence Report which is sent out to all vessels in transit. This incident highlights the risks that continue to threaten merchant vessels and reinforce the important role armed guards play in the protection of vessels in high risk areas. In the absence of the Alphard Maritime security team on board the MT MANAS there was a very high probability that the hijack attempt would have been successful.
www.alphardmaritime.com
REMOTE AERIAL MARITIME SURVEILLANCE & SECURITY EMBEDDED SYSTEM
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SAMI Teams up with With the uncertainty in global markets and recent currency fluctuations, exchange rate movements could hit maritime companies’ top and bottom lines significantly over the year ahead. One of the key challenges then for maritime companies across the globe is how best to manage and mitigate this currency volatility in particular between the US dollar and the Euro. To provide our members with independent support we have teamed up with the leading money transfer comparison experts in this space, FXcompared.com
A little about our new partner: FXcompared.com is the leading independent comparison website for international payments. They offer companies choices for the best and most efficient way to transfer money internationally. FXcompared.com is privately owned with offices in London and New York.
Why is FX so important? FX is important for maritime companies that do high volumes of business with their international partners. Diverging monetary policies between the US, Europe and emerging markets, alongside weak commodity prices, and uncertain global economic growth prospects will continue to drive large currency movements over the first half of 2016 and beyond. The use of currency products may help to hedge against these exchange rate risks.
Whilst it is impossible to know what the future exchange rate will be, you can mitigate the negative consequences of FX movements if you plan ahead and use the correct financial instruments. FXcompared have a number ways to assist SAMI members in this area.
How do I use FXcompared within my business? If you make or receive international payments, using a money transfer provider instead of your bank can help you run your business better and improve your overall cash flows (typically companies can save up to 6% compared to using their bank). There is also lot more that a provider can do for your business – it is not just about beating your bank’s foreign exchange rate they can help you plan for the risk of future currency movements as well.
What type of businesses use FXcompared? FXcompared is used by a large variety of businesses worldwide, from a diverse range of industries, including those from the maritime sector. From small businesses and startups to larger more established companies, each can benefit from what FXcompared can offer. Transfer sizes range from thousands to millions of dollars and euros.
To see how much impact the exchange rate can have on a business transferring money internationally, FXcompared provided an example for 2015: As a result of USD:GBP exchange rate fluctuations, a company transferring USD400,000 into Sterling would have received roughly GBP275,000 in mid April 2015, but as little as GBP255,000 on 19 June 2015.
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Marine Security Sector Software Continues to Improve PMSCs face a myriad of complex administrative processes in order to deliver professional, efficient operations.
Ma Con
GMP Marine provides a powerful, secure administration platform for private marine security companies to securly share and integrate information across the business Attending SAMI events and exhibiting, for the first time, at the Transport Security Expo in London in December last year, has put GMP Marine firmly on the radar of many professional organisations around as well as inside the marine security sector. Assembling feedback from a recently formed beta-testing group has brought huge benefits to the processes that are being updated to fine-tune the user experiences in the software following a 3-year window of coalface experience.
ecurity Sector Software es to Improve
GMP Marine are working with their clients in piracy hot
des solutions for developing private marine securityof companies, that ability may spots awareness their systems to reduceusing costs, in some cases saving more than it ts of the business information that is difficult to share. costs to implement. with moreteam and more enquiries he information together enablingAnd all the PMSC to access from the marine security sector, GMP Marine are to their role.
learning what is needed by working with the Security Association for the Maritime Industry (SAMI) to understand and some ents and exhibiting, for the the protocols, first time, atISO therequirements, Transport Security the software gaps in the maritime business December of last year, has put firmlysecurity on the radar GMP Marine as well as developing relationships to improve process nside the marine security sector. Assembling feedback from flows across the maritime industry.
benefits to the processes that are being updated to fine-tune indow of coal-
cy hot spots costs, in some more and more e are learning ation for the otocols, ISO ritime security process flows
or assets, oilnd weapons in ne clients are reputation or
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GMP Marine clients need support to protect ports, major assets, oilrigs, Attend shipping, secure Expo i anchorage areas, or personnel and weapons in deployed teams of during a transit or on land. GMP many professional organisations around Marine clients are professional operations that are a recently formed beta-testing group has br keen to improve their reputation or reduce cost in their the user experiences in the software followin process.
face experience.
PMSC’s control personnel, equipment, weapons and logistical issues around piracy in the main and their clients have suffered in theare oil crisis with with working GMPterribly Marine reduced transit protection opportunities.
their cli developing awareness of their systems abili cases saving than ithas costs to implemen Marketing their services throughmore the system helped keep the enquiries focus on their company as everyone from the marine security sector, struggles to secure work. Professional marketing what needed of byany working with changes the image andisreputation business so the Secu with the integral Maritime tools to use Industry the client and prospective (SAMI) to underst client database this is achieved without running other requirements, and some of the software ga stand-alone applications. business as well as developing relationship Training with or without accreditation management with CSO Alliance and BIMCO.
and mandatory reporting are important too, so there is a module that will monitor all event delegates with qualifications that Marine may need renewing. The clients need support to prote GMP system records all, alerts you of anyone needing reanchorage assessment and rigs, it will shipping, handle thesecure course content and areas, or schedules. deployed teams during a transit or on land
professional operations that are keen to im
PMSCs have logistics to consider, such as moving reduce in their process. individuals, pelican casescost and other items around the world, including the use of floating armouries. The GMP Marine system creates professional itineraries for equipment, wea PMSC’s operatives especially teamcontrol leaders personnel, for the equipment and personnel involved in any mission planned to be suffered terribly in the oil crisis with reduced executed.
their your services through the system If you are seriousMarketing about improving protection administrative processes or trying to reduce your secure work. Professional marketing chang administrative costs, GMP Marine can help.
use the client and prospective client databa www.gmp-marine.com.
Training with or without accreditation mana PAGE 13 that will monitor all event delegates with qua
Maritime Matters Human Rights at Sea welcomes ITF pledge to fund MV Seaman Guard Ohio crew legal costs “Our families face financial ruin. Men have lost wives, houses have been repossessed, family members have died and one of the men is due to become a father in the next few days. This existence cannot be sustained indefinitely. Politicians on both sides should resolve their differences. It is unfortunate that normal people should suffer in this manner”. MV Seaman Guard Ohio crew member, 8 February 2015 Human Rights at Sea CEO, David Hammond, has welcomed the positive news that the (International Transport Workers’ Federation) ITF Union will to pay for legal support for the court appeal of the ship’s crew members of the MV Seaman Guard Ohio. Hammond said “A number of maritime charities, UK organisations and other State’s Foreign Departments and Embassies have been fighting for recognition of and support for the plight of the Seaman Guard Ohio crew since their arrest on 12 October 2013. Their criminalisation has been plain to see over the last two years.” “In the UK we have literally begged on behalf of the families for financial support to fund the crew’s legal costs over the past years, though previous calls have been ignored with some views expressed that as some of the crew are Private Maritime Security Personnel they are not afforded the same protections as seafarers. Had funding been made available based on existing evidence as presented in previous court hearings we believe that the crew could have had more comprehensive legal support from the outset not just in India, but also supported internationally to properly fight this case.”
“This is a clear case of criminalisation of the vessel’s crew. They have been sentenced for supposedly being in charge of weapons that they would never have handled. How can you imprison a ship’s cook for five years for weapons possession when the only thing he’s handled is pots and pans? It’s an injustice. “We trust that this point will be accepted on appeal.” Human Rights at Sea has itself conducted an independent legal review of the 11th January 2016 Judicial Magistrate Court No.I, Thoothukudi P.R.C No.01/14 judgement of the 43 accused, and has concluded that there are many more points concerning both fact and law than otherwise raised.
“It has been the families, welfare organisations such as The Mission to Seafarers and for the UK crew, the UK Foreign and Commonwealth Office and the British Prime Minister, who have kept the issue alive. We understand that ITF has previously contributed to legal costs and the new financial pledge is clearly welcomed, but we hope that it will be extended for the full extent of the legal case in support of the families and not just for a singular appeal.”
Issues of fact and law highlighted by the crew as to the vessel’s location in/outside Indian Territorial Waters, the asserted open declaration of arms and ammunition, the type of weapons and their inclusion or otherwise under the applicable Indian National law, the deployment of the UK crew with accredited Seaman’s books, the legal application and respect for the UN Convention on the Law of the Sea (UNCLOS 1982) including the right of Innocent Passage, are just a few of the matters to be addressed. These can be identified through publicly available court documents.
ITF seafarers’ section chair Dave Heindel said: “We have now completed a full legal analysis of the court’s judgment and we firmly believe there are grounds for appeal. We will match our determination with funds. We hope that the – flag of convenience – flag state, Sierra Leone, will also be moved to help these seafarers.”
Human Rights at Sea stands by its ongoing assessment that the crew of the MV Seaman Guard Ohio have been deprived of their liberty during the Indian investigation and judicial process and that there has been an abuse of their human rights.
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ICS welcomes progress on ILO Seafarers’ Identity Documents Convention The International Chamber of Shipping, as the Secretariat for the Shipowner Group at the International Labour Organization (ILO), co-ordinated employers’ representatives at the Ad Hoc Tripartite Maritime Committee on the Seafarers’ Identity Documents Convention (Revised), 2003 (No. 185), held in Geneva from 10 to 12 February 2016. ILO 185 requires ratifying nations to issue resident seafarers with Seafarers’ Identity Documents (SIDs), and to facilitate the entry of foreign seafarers holding such documents into their territory for the purposes of shore leave, transfer and transit. However, since its adoption in 2003, the Convention has failed to achieve widespread implementation, in large part because the technical standards adopted have been superseded by the technologies and infrastructure now used for the issuance and verification of ePassports. ICS is pleased that, with a view to addressing this impasse, last week’s meeting adopted amendments to Annexes I, II and III of the Convention, establishing that SIDs are to conform to the mandatory requirements for other electronic machine-readable travel documents in use, such as ePassports. A resolution on transitional measures and entry into force of the amendments was also adopted by the Committee, together with a resolution calling upon countries to do their utmost to implement measures to facilitate access to shore leave and the transit of seafarers to and from ships.
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Speaking after the meeting, spokesperson for the Shipowner Group, Joe Cox, observed that: “Shipowners are pleased to finally see the adoption of these important amendments. In addressing the outstanding technical issues, the revised annexes appear to outline a way forward that will make it easier for governments to ratify and implement this important Convention.” He added: “We are confident that, moving forward, the amendments will lead to the greater harmonisation of formalities and procedures regarding the facilitation of access to shore leave and the transit of seafarers to and from ships. These are vital elements of a seafarer’s well-being and by extension of the safe and effective functioning of the global shipping industry.”
The amendments will enter into force one year after their adoption by the 105th Session of the International Labour Conference, which will take place in June 2016.
Making Maritime Business Happen Bellwood Prestbury www.bellwoodprestbury.com Ellis Clowes www.ellisclowes.com FX Compared www.fxcompared.com GMP Marine Limited www.gmp-ltd.com Sec-Ex www.sec-ex.com PAGE 19
Under Review Peter Cook takes a comparative look at two books focused on The South China Sea The population of South East Asia is stunningly huge; larger than the rest of the world put together and growing at a phenomenal rate. It is not therefore surprising that the region is home to most of the biggest and most voracious economies in the world. It is also a constituency of extreme communist regimes and, paradoxically, the fastest emerging and evolving capitalist economies. The regional cultures are amazingly diverse, from the largest Muslim nation in the world (Indonesia), to the most populous country (China) that is returning to its Confucian roots; a little understood concept in the west. South East Asian ship yards build the majority of the world’s commercial fleet; 9 of the 10 largest ports in the world are in the area and it is estimated that more than half the world’s maritime trade passes through the narrow choke point of the Malacca Straits into the South China Sea annually; including half of all natural gas and one third of all crude oil transported by ship. However the semi-enclosed South China Sea is fiercely contested by all the littoral states. There is so much at stake in terms of resources and pre-eminence for all the regional players that it has prompted an unprecedented flexing of muscles, investment in the ability to dominate the area militarily and the extraordinary reclamation of rocks and shoals into islands to claim exclusive economic zones and the valuable resources within.
To the casual observer, the South China Sea is a conundrum that is very difficult to understand, but for private maritime security professionals this is a new, fascinating and exciting market with a wealth of amazing opportunities. But, as with all new markets, it is essential to understand what is happening and why, so that openings for new business can be identified. These two excellent books (Robert D Caplan: “Asia’s Cauldron: The South China Sea and the End of a Stable Pacific” and Bill Hayton “The South China Sea – The Struggle for Power in Asia”) provide very different but, in my opinion, complementary perspectives that explain the region and start to unravel the enigma of this very multifaceted part of the world. Hayton’s book is superbly researched and rich in fascinating facts, whereas Caplan looks more at the anthropological and cultural reasons for why the various nations and cultures do what they do. On one point they are completely agreed, the South China Sea and its stability is crucial to the twenty-first century (Caplan: “The South China Sea is the Miteleuropa of the twenty-first century” and Hayton: “The South China Sea is both the fulcrum of world trade and a crucible of conflict.”). For those wanting to understand the area and the arguments for themselves rather than repeating other people’s opinions these two books are an outstanding introduction to the complexity and mystery of the South China Sea.
Asia’s Cauldron: The South China Sea and the End of a Stable Pacific by Robert D. Kaplan Robert D. Kaplan’s book was published in 2014 and provides a fascinating insight on the simmering state of affairs in the South China Sea and how the various coastal States are approaching it and his predictions of what the future may hold.
The book explores the way in which the nations of the region have evolved, comparing their history with modern aspirations and cultural expectations. It points out the known and potential natural resources hidden beneath the waves of the South China Sea and how tempting they are for these relatively resource-poor nations.
Mr Kaplan is the Chief Political Analyst for Stratfor, a private global intelligence firm. This is his 15th book on the complexities of geopolitical situations, which gives him excellent credentials for attempting to unravel the puzzle of maritime area ownership in the South China Sea.
Mr Kaplan also highlights that the defence budgets of the littoral states have, on average, increased by a third, purchasing mostly naval platforms and aircraft rather than building land forces. He argues that the next 100 years will be about maritime security and not land security and “The South China Sea is the Miteleuropa of the twenty-first century”.
He draws a comparison between the current maritime situation in SE Asia and the momentous conflicts in Central Europe in the twentieth century, which were predominantly land based and notes that “Europe is a landscape; East Asia is a seascape.” PAGE 20
Over eight chapters, Mr Kaplan writes engaging prose, liberally sprinkled with facts, figures and good analogous explanations. He also uses historical examples to demonstrate his point; such as outlining
the US attitude towards the Caribbean and them believing it to be their “backyard”, to explain why China believes that it should be the dominant power in the South China Sea. He paints a perspective of China often referring to Confucius as their point of reference and therefore prompts the reader to not look at this evolving conundrum through the old Cold War calculus. In his final look-ahead he warns “A more anxious, complicated world awaits us.”
This is an excellent book that provides a beginning to understand the contemporary situation in a part of the world that will dominate the future. The paperback book is 194 pages plus 11 pages of extensive notes and two excellent maps of the region. Asia’s Cauldron: The South China Sea and the End of a Stable Pacific by Robert D. Kaplan is published Random House ISBN 978-0-8129-9906-8
The South China Sea – The Struggle for Power in Asia by Bill Hayton Bill Hayton is a reporter for BBC World News TV and who has spent a considerable time in the South-East Asian region. This book was published in 2014 and was named by the Economist as one of its books for 2014 that year. The book is meticulously researched, covering 4,500 years of history and contemporary events that have resulted in the enigma of that is the South China Sea today. For many, on first sight, the situation is bafflingly complicated with fast growing navies, nations that seem to be building islands on top of randomly selected rocks jutting out of the sea to gain advantage in disputed territorial claims, an unfamiliar culture with burgeoning populations and economies that threatens to dominate the future; all of which makes attempting to understand it all too difficult. In spite of this plethora of complicated topics, Hayton covers them clearly and succinctly in a stimulating read that left me with a far better understanding of, and a cautiously optimistic expectation for, the future of the region. As with all complicated international scenarios, history is fundamental to the current narrative and Hayton’s explanation of the evolution of the nations and peoples of the Far East, hitherto little understood by western countries, is clear and concise. His description of the Chinese as the oldest civilisation in the world with a continuous but turbulent past of more than 4,000 years is fascinating. Importantly, he observes the Chinese historical conviction that their land is the centre of everything, and that it isn’t until very recently, post-Mao Zedong, that the Chinese have started looking to the sea for prestige, strategic depth, access to the open oceans and vital resources. Hayton’s account of the western colonial powers from the Dutch, to the French, Spanish, Germans and British, each of who claimed parts of the region at various times for their spices, tea, opium and guano is balanced. He clearly describes the ways the East India Company and the Vereennigde Oostindische Companie (its Dutch equivalent), amongst others, shaped the initial influence and commercial contests that led to acquisitions of land in the area; the results of which still causes political challenges today. Hayton’s view is that the introduction of the United Nations Code of the Law of the Sea (UNCLOS) in
1982 “significantly raised the stakes in the South China Sea”. The world’s governments had agreed that coastal States could claim a territorial sea of 12 nautical miles (nm) and an exclusive economic zone (EEZ) out to 200 nm over which the State has special rights regarding the exploration and use of marine resources. UNCLOS also gave broad descriptions for what constitutes territory, including the definitions of ‘islands’ (can support human habitation and can therefore claim an EEZ); ‘rocks’ (cannot support habitation) and ‘low-tide elevations’ which only appear at low tide. It is the international adoption of these definitions that has prompted the “reclamation” of a number of advantageously located features with subsequent claims made for their EEZs by countries competing for precious resources and wanting to be recognised in the regional power play. Added to the regional tussles between the littoral nations for EEZs, Hayton also comprehensively describes the overarching wrestle for hegemony in the area. On one side is the USA; an experienced maritime super-power with the US Navy, still the largest navy in the world, who continue to exercise the right of freedom of navigation for all nations in the semienclosed waters of the South China Sea. On the other side is the emerging but, at the moment, relatively inexperienced and weaker Chinese maritime power, with it’s paradoxically called Peoples Liberation Army Navy (PLAN) bristling with new ships, planes and desire to mark and dominate its territory. He explores how this balance may change and what the outcome could be. The South China Sea – The Struggle for Power in Asia is an outstanding book that provides the historical and contemporary context for south-east Asia and its seas by referring to documents, interviews, events and situations personally witnessed that make it an essential scene-setter for anybody who wants to understand the “Great Game” of South East Asia. Paperback book of 269 pages, with 14 pages of comprehensive notes, extensive index and four maps that help to graphically explain the complexity of the situation. The South China Sea – The Struggle for Power in Asia by Bill Hayton published by Yale University Press. ISBN 978-0-300-21694-3
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Bridging the Gap Opportunities We welcome both new members and partners to work with SAMI in positively progressing maritime security issues. We believe in the importance of engagement, communication and dispelling the fog of confusion which has occasionally surrounded maritime security. We can all work together on an international industry basis to drive the improvement, clarity and positivity needed to safeguard seafarers, cargoes, ships and trade from the many security challenges facing them.
- Membership Membership in SAMI offers numerous benefits and seeks to keep members on top of important, ever-changing issues, trends and legislation within the rapidly evolving marketplace. We work hard to ensure that membership in SAMI projects a positive image of the industry to your clients – the shipping industry – and that membership indicates business initiative and engagement, and demonstrates a commitment to staying abreast of current developments in the market, while leading advances beyond it. SAMI’s membership is made up of international maritime security providers as well as equipment, technology and hardware providers exploring technical security solutions. In joining SAMI private maritime security companies (PMSCs) and suppliers to the industry are in the vanguard of the very best maritime security providers in the business. SAMI’s online directory provides an excellent promotional opportunity for member companies to share their credentials and services with ship owners, ship managers, charterers, flag States and marine insurers looking for security solutions.
- Affiliates SAMI Affiliates are preferred providers of business services to benefit the Association and its members. Companies wishing to work with SAMI will benefit internationally from the exposure and this will be a platform by which the organisation can engage with the maritime security industry and associated partners for the benefit of their business.
- Partnerships Since SAMI’s inception the Association has played a key role in providing detailed maritime security input to the international shipping industry. The Association has excellent working relationships with a range of leading intergovernmental organisations, both in a flag State administration sense, and also with a wider military, security and defence focus. Through industry, technology, academic, charitable and media partnerships SAMI continues to collaborate on a broad spectrum of maritime security issues. SAMI works in close collaboration with IMCA, the Nautical Institute and with the NGO Oceans Beyond Piracy who provide a unique report on the cost of piracy to the shipping industry and the local communities within piracy affected regions.
For more information about working with or joining SAMI: www.seasecurity.org / e: enquiries@seasecurity.org / t: +44 (0)207 788 9505
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