theBRIDGE - Issue 9, August 2015

Issue 9 : 08.15

the

BRIDGE BRIDGING THE GAP BETWEEN SECURITY AND SHIPPING

SECURITY & SHORELEAVE A look at the rules and regulations affecting seafarers heading ashore

GLOBAL EDUCATION LINKS The World Maritime University visits SAMI HQ

CYBER IN THE SPOTLIGHT SAMI & IMCA collaborate on forthcoming cyber security workshop

NEW DIRECTORY LAUNCHED Find the right security with SAMI’s new online search facility

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 Shipping in the Spotlight Pages 4-5 Security, Seafarers & Shoreleave Page 6 Expanding Suez Canal Threats Page 7 ‘Insight’ - The Critical Enabler of Maritime Security Decision Making Page 8 SAMI Launches New Security Directory Page 9

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:

The World Maritime University Visits SAMI Page 10

Peter Cook Chief Executive Officer

PROMERC & iPATCH Collaboration Page 11

e: pwjc@seasecurity.org

Member News Page 12-15 Can You Afford Not to Have Health Insurance?

Page 16 Training News Page 17 Maritime Security Matters Pages 18-21 EVENTS - SAMI & IMCA Collaborate on Cyber Security Workshop Page 22

Chris Ashcroft Chief Operations Officer e: ca@seasecurity.org

Nadia Balta Head of Membership e: nb@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 SAMI has now been established for just over four years; it is maybe time to reflect on why it was formed and the part played by the industry and the Association over that relatively short period.

In April 2011 piracy in the Indian Ocean was at its peak; 16 vessels had been hijacked since January and over 500 seafarers were being held for ransom by Somali pirates. Global navies lacked the resources to deter pirate attacks and many ship owners were turning to armed guards to protect their ships and crews, but how did they know which company of guards to use?

New Private Maritime Security Companies were being set up weekly to meet the growing demand of shipowners. Flag States and marine insurers were anxious to have some form of quality control benchmark for these companies. It was into this milieu that the Security Association for the Maritime Industry (SAMI) was launched.

SAMI was the trade association for this emerging industry of Private Maritime Security Companies (PMSC). Although trade associations are normally started by companies within the industry, this one was started by a small team linked to the industry but not running a PMSC. SAMI’s aim was to to provide some structure for the growth of this new industry and give it a voice in the right places within the global maritime industry.

At that time there were many preconceived ideas and prejudices about the private maritime security industry. At the International Maritime Organisation (IMO), armed guards on ships were regularly referred to by some as the “wild-eyed, pony tailed, gun-toting mercenaries!” The “Blackwater incident” in Bagdad in 2007, where private security guards employed by the US company murdered 11 innocent Iraqis, tarnished the reputation of all armed private security guards and the shadow of that event lurked in the back of many people’s minds.

There were two parts to SAMI’s strategy for the building of a responsible, professional industry; the first part of the strategy and the heaviest burden lay with the PMSCs. There weren’t any international rules or guidelines for their operational conduct, but it was their actions that would decide their fate. Vicious pirate attacks in the Indian Ocean were happening

every day and it would only take one reckless incident to destroy an increasing confidence in armed guards on ships. The second part of the strategy was providing a voice in the right places, like the IMO, UN and European Commission, at the right time, which understood the industry and how it worked deterring and preventing successful piracy attacks.

Commercial shipping is one of the oldest and most international industries in existence it moves almost all trade across the world and empowered globalisation.

The shipping industry is unique, operating in large part on the high seas where jurisdictional laws and regulations apply in a complex way that is not always easy to grasp for those unfamiliar with it. Consequently, an understanding of the legal requirements and the practices of shipping needed to be at the epicentre of SAMI. SAMI endeavoured to be at the various meetings around the globe where the key influencers and shipping industry decided how to overcome piracy and use armed guards. We worked hard to establish ourselves at the IMO, the International Contact Group for Piracy off the Coast of Somalia (CGPCS – a UN body) and the European Commission amongst others.

We also had to tell people what we were doing as effectively as possible internationally; we published the first BRIDGE in April 2013 and by way of briefs, bulletins, events and e-mails we have striven to keep the shipping industry and our membership informed.

In the four years since SAMI was launched we have and continue to represent and support the private maritime security, whilst our members have gained credibility by their professionalism and diligence.

Our industry has embraced ground-breaking new contracts like BIMCO’s GUARDCON; almost 40% of our membership achieved the stringent requirements of ISO 28007 within 16-months of its formal acceptance, which is a record to be proud of. We have also been instrumental in the development of the model 100 Series Rules for the Use of Force.

These are exceptional achievements for such a young industry. But we cannot be complacent and therefore need to adapt to emerging challenges including the legal complexities in the Gulf of Guinea, cyber security in the maritime domain and possible security requirement in large scale rescue operations at sea.

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Shipping in the Spotlight The New York Times has being running a fascinating series of articles on shipping.

Absorbing though the pieces have been, they are highly critical of shipping, with a range of uncomfortable allegations being made.

According to the first article in the series, “Few places on the planet are as lawless as the high seas, where egregious crimes are routinely committed with impunity”. The article stresses that despite the global economy being ever more dependent on a fleet of 100,000 large merchant ships, today’s maritime laws lack teeth, while thousands of seafarers, fishermen or sea migrants die suspiciously annually.

The series opened with a hard hitting expose of what they term a “scofflaw” vessel- a ship which pays no regard to the rule of law, to convention or the ways of the sea. The scene is set as two Tanzanian stowaways, unfortunately having chosen the wrong ship – the “Dona Liberta”, are set adrift out at sea. The Master and crew seemingly immune to the fact they could well be putting them to death out in the ocean.

It is to this dramatic backdrop that the author, Ian Urbina, goes on to explain the weaknesses in the rule of law on the high seas, and of the many vessels – similar to Dona Liberta (now “Sea Pearl” – registered in Vanuatu), which plough their commercial furrow with only the merest nod to compliance with the rules.

Out at sea, runs Urbina’s argument, no-one is policing compliance, no-one is holistically taking responsibility for shipping and there is no requirement to report violent crimes committed in international waters. The whole system beyond the territorial waters of nations is a mess runs the thesis.

The black marks against shipping run deeper. The article claims that “On average, a large ship sinks every four days and between 2,000 and 6,000 seamen die annually, typically because of avoidable accidents linked to lax safety practices. Ships intentionally dump more engine oil and sludge into the oceans in the span of three years than that spilled in the Deepwater Horizon and Exxon Valdez accidents combined…and emit huge amounts of certain air pollutants, far more than all the world’s cars”.

In essence this is a tale of weak rules, poor oversight and violence on the high seas. Alas while the article finds many, many holes in the way things are done – answers are rather less forthcoming.

The argument that shipping is dirty, dangerous and polluting is one which experts of various different backgrounds routinely disagree on. The industry claims it is making great strides, while the nay sayers point to evidence of deaths, spills, collisions and accidents.

While the merits of both arguments can be debated it is to the security issues, human rights and violence that our focus has been drawn. The second article in the series features a vivid and horrific video of people being shot at sea.

The video appears to show defenceless people in the water being gleefully shot from a fishing vessel, as the crew react to a surreal set of instructions barked from a loud speaker. “Shoot, shoot, shoot”, is the clear message – and the crew do exactly as they are told.

The NY Times – once again uses this as evidence to support the theory that there is a new “Wild West” out at sea – people killing with impunity, people stealing and raping the seas of their bounty.

So what is the truth? Is it fair or accurate to suggest a complete breakdown of security and the rule of law in international waters? Well, as with most arguments, the truth is perhaps more complex and nuanced.

Yes, terrible crimes are committed at sea – but so too are they ashore. Violence, exploitation and criminality do take root where they feel they can thrive – and there are definite concerns that on the High Seas the weaknesses in any command and control structures do make it easier to commit illegal acts.

However, the United Nations Convention on the Law of the Sea (UNCLOS) does provide a structure, as too does Maritime or “Admiralty Law” – it is simply hard to apply it to the reality of 70% of the planet, and some of the most isolated places on Earth.

There is a very difficult balancing act which has to be maintained; applying law to what is a termed a “global commons” - an international, supranational, and global resource is no mean feat. UNCLOS, as a body of public international law governing relationships between nations in respect to navigational rights, mineral rights, and jurisdiction over coastal waters, does its best – but holes have been emerging.

The very issue of Somali piracy was extremely

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challenging, and had led a number of leading studies to suggest that UNCLOS was perhaps in need of a review. SAMI took part in workshops at Dalhousie University in Canada, and this was a repeated lesson which emerged.

The United Nations Environment Programme (UNEP) has identified several areas of need in managing the global ocean: - Strengthen national capacities for action, especially in developing countries; - Improve fisheries management; - Reinforce cooperation in semi-enclosed and regional seas; - Strengthen controls over ocean disposal of hazardous and nuclear wastes; and advance the Law of the Sea. There will be no way of fixing the wider issues, problems and weaknesses which are mentioned in the article until the laws governing the seas are reviewed, and a means of policing, compelling and demanding compliance are in place.

As to the issue of shipping, yes - criminally minded shipowners do exist, and they will do whatever they can to make a buck. The various shipping organisations rightly point out that the vast majority of shipowners and companies are law abiding- but the argument against that point suggests that the laws aren’t robust enough or sufficiently policed.

shipping is administered, which runs contrary to the application of workable sanctions on the High Seas.

The main stay of the industry and of UNCLOS is the requirement that vessels have a flag State and that they be governed by the laws of that State. This system works well in a best case scenario – but some Open Registers seemingly struggle when things go wrong.

Again piracy is a case in point, so too migrant and stowaway issues, and the reporting and response to crime at sea. A flag State may function well as an administrative body –but without a navy, law enforcement or real investigatory facility – then problems will fall through the cracks.

The fact remains that the law of the sea grants all nations the freedom of the sea – and their vessels can operate with relative impunity, if they so wish. Weak oversight, ill-equipped and under resourced States – all these combine to produce a system which facilitates trade, but which also has too many cracks and dark hiding places for the criminal shipowners.

There has been something of an industry backlash to the NY Times articles – and while the public relations mechanism may kick in, the fact remains that such exposés are a chance to respond not by decrying the reporting, but by fixing the problems which are highlighted.

The implication is of an endemic, long reaching and fundamental issue with the way in which global

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Security, Seafarers & Shoreleave It has been suggested that one of the issues which has done so much to undermine maritime security was the way in which the International Ship and Port Facility (ISPS) Code and the United States’ Maritime Transportation Security Act (MTSA) were introduced to the industry.

The rules, which were a massive step change for industry and life changing for seafarers, were rolled out without any real seeming consideration of the way in which the pros and cons needed to be explained. All of a sudden the “stick” of the rules was clear, but the “carrot” of benefits was very hard to see – especially for those charged with responsibility to enacting it on the front line.

Almost overnight - port States, ports and terminals ramped up their security. Suddenly shoreleave, for so long a natural, expected and much needed part of a seafarer’s life became a political, security and law enforcement issue.

Seafarers – who previously has been able to move relatively freely become caged by the rules which were ostensibly meant to protect them – but which were really in place to protect ports from them… or certainly terrorists masquerading as seafarers or ships which had been turned into giant floating bombs.

The threats which ISPS was meant to counter never really came to pass – the explosion on the “Limburg” was a hint at a terrorist threat which was never fully realised, and the growth of modern piracy has flown in the face of the new security regimes.

The Ship Security Plans (SSPs) which were required for compliance often went the same way as the safety management systems before them. Unwieldy, unrealistic and expensively cobbled together tomes were produced which were either copied from elsewhere or ignored the real threats. Some industry experts believed the best PAGE 6

thing to do with many ship security plans if pirates attack was to throw them at the skiff. At least they may do some good as a weapon.

Joking aside, the tragedy for maritime security has been that good ideas, positive systems and necessary actions have been sidelined, ridiculed and criticised because all too often security is considered in isolation. There is an assumed vacuum when security is applied. Too little attention is paid to the realities of shipboard life, and of the seafarers who have so much more to do, but who have to make security work too.

This is why the issue of shoreleave and the effect which security rules have had is so important. This is a case in which security is hampering the lives of the innocent, but without necessarily deterring or protecting against the guilty.

Both the ISPS Code and MTSA have port security components – and between the two there is a raft of security measures covering all means of access to the facility.

Soon after implementation of MTSA, complaints were made by seafarers and by ship owners about the inability, at some port facilities, of seafarers to get ashore and for vendors and other maritime representatives to reach a moored vessel.

Some port facilities prohibited transit through facility, even prohibiting seafarers from stepping onto the berth to obtain draft readings. Others would only allow transit if scheduled well in advance, and then charged high fees for the required escort service. Such situations were unfair, unreasonable and in making seafarers a scapegoat for security did little to actually improve the level of protection afforded to the port.

Thankfully, some concessions to seafarers emerged. The “Coast Guard Authorization Act of 2010” added a note on MTSA, and stated that each facility security plan approved by the Coast Guard “shall provide a system for seamen assigned to a vessel at that facility, pilots, and representatives of seamen’s welfare and labour organisations to board and depart the vessel through the facility in a timely manner at no cost to the individual.”

This was hugely significant – and taking this further the US Coast

Guard is in the process of preparing regulations to officially implement this statutory provision. Finally, over a decade since the rules came into force; seafarers are to be embraced not vilified.

Under the USCG proposal, facilities regulated by the MTSA would be required, within one year, to implement a system for providing access through the facility that enables individuals to transit to and from a vessel moored at the facility and the facility gate in a timely manner and at no cost to the individuals.

This is a major change and development for industry – no longer will seafarers visiting facilities in the United States be held in the equivalent of solitary confinement. The guarantee of access to shoreleave is to be held, which should be good news for all. However, that may not be the case – and it could be that both the concept of shoreleave and the damage done to the reputation of security are longstanding and worrying.

Security should never have been used as a tool to make seafarers suffer or to deny their freedom.

The barriers to shore access which have literally and metaphorically appeared over the last decade have had a serious effect on seafarers.

Historically we would perhaps have expected seafarers to enjoy the time when their vessel eventually arrived into a port. However, that no longer seems universally true.

With increasing time constraints and pressures, this no longer seems to be the case. For seafarers having to deal with multiple inspections, cargo work, security demands, and the various ports authorities that board the vessel, then the stress and workload in port are ramping up to almost unsustainable levels.

According to a major new study on seafarer satisfaction, “Restrictions, stringent security and high costs placed on seafarers are seen as being majorly significant, and they have a negative effect”. Hopefully the US developments will have a beneficial effect and may turn around the negatives, eventually meaning that seafarers can embrace shoreleave – and they will also once again feel like a positive part of the security chain, rather than pariahs who jeopardise the safety of the ports they serve.

Expanding Suez Canal Threats There has been a troubling descent into maritime chaos which has seemingly been affecting the Mediterranean, most notably off the coast of North Africa.

From the tragic deaths of innocent holiday makers in Tunisia, through to air strikes on tankers loading cargo in Libya, through to rocket attacks on patrol boats off Egypt. It seems that even without the concerns about mass irregular migration – the area is a dangerous one for shipping.

The threats posed to shipping in the region are extremely serious and concerning – and as the Suez Canal is set to open new expanded channels, more and bigger ships are potentially in the firing line. The threat posed to the trade route is perhaps greater than ever. With the expanded canal an obvious and likely target of terrorists we look at the implications and situation in recent times.

The Suez Canal extension is a new 72 km-long channel that will enable convoys transiting the canal to navigate in both directions for the first time since the canal was opened 146 years ago. The expansion of the waterway will alleviate chronic congestion and provide Egypt with a much-needed boost in foreign currency.

The project, which involves widening and deepening the waterway as well as digging a parallel 34km channel, the reduction in navigation time for ships will see a drop from some 18 to 11 hours for most vessels. While massively boosting the nation’s finances - according to its planners, the expansion will help increase Suez Canal revenue from an annual average of $5bn to at least $13bn by 2023.

Estimates have stated that the number of ships sailing through the canal will double by that date, though many outside of Egypt are rather more sceptical. What most experts do agree on is the potential threat posed to the canal by terrorist – in particularly ISIS and the Muslim Brotherhood.

In recent weeks ISIS has pushed further into Egypt, and more than 100 were killed in bitter fighting between security forces and the militant group in Sinai. While last month saw ISIS claim its first naval attack on an Egyptian vessel in the Mediterranean.

The Egyptian vessel engaged the reportedly ISIS militants in a firefight off the Sinai coast close to the Sinai border. The exchange of fire resulted in the naval vessel being targeted by a rocket and catching fire.

The Egyptian military reported no casualties among the vessel's crew, while ISIS claimed to have destroyed the vessel and killed the crew.

While the Muslim Brotherhood attempted to bomb shipping in the canal last month - Egyptian authorities arrested 13 Muslim Brotherhood members on suspicion of planting bombs around the Suez Canal to disrupt shipping.

The terrorist cell, which included a Suez Canal Authority employees were accused of planting bombs in areas such as sanitation and electricity facilities and on public beaches. Prior to the opening of the expanded canal the authorities have launched a new campaign against the group and there has been a series of arrests.

It is not only bombs which are a cause for concern.

Back in 2013 an incident occurred in which a COSCO container ship transiting the canal came under RPG fire from a brigade linked to al-Qaeda.

ISIS and the Muslim Brotherhood are both highly motivated to strike at such an important target as the Suez Canal – it is prestigious, valuable and would allow a real message to be sent out, if they are successful. While politicians in Egypt have sought to downplay the ISIS threat to the canal, it is clear that the danger remains credible, real and present.

The stakes could not be higher for Egypt- and the security threat needs to be swiftly dealt with.

The newly expanded canal will only have a short window of opportunity as the Panama Canal is due to complete its own set of bigger locks by April 2016 to enable it to accommodate larger container ships.

This means that Suez is likely to face more competition for shipping between Asia and the eastern seaboard of the United States – while the attraction is obvious for many to use Suez, an ongoing and protracted struggle against terrorism could well see some shipping companies exploring alternative routes.

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‘Insight’ - The Critical Enabler of Maritime Security Decision Making Article by Dr David Reindrop Over the past five years the concept and practice of maritime security has emerged into the mainstream of political thinking and industry practice. So much so that most vessels now possess a dedicated ship security officer, the UK has a National Maritime Security Strategy and the G7 recently issued its first statement on the subject. All are new and novel.

Nevertheless, maritime security remains a challenge for policy makers to grasp and practitioners to deliver. The possible consequences of this are significant – navies have been accused of misunderstanding their purpose, governments of abrogating their responsibility and shipping companies of failing to understand the consequences of their actions. So, why is this and how can maritime security decision makers ensure they consider all issues, generate viable strategies and enable value-adding, future-aware behaviours from their practitioners?

The answer to both questions is in the unique political and strategic environment of the oceans. It needs to be understood but is difficult to understand, and has a multitude of changing contexts, all of which will affect – either positively or negatively – the outcome of particular decisions and actions. For instance, the oceans are not only a global commons, but also perhaps the most globalised of spaces. They are by law an international but non-sovereign space. No state can control them; it can only exercise jurisdiction over its ships upon them. But outside of the literally small question of the flag ships fly, it is becoming increasingly difficult to determine the individual national interests they represent. Masters, crews, operating companies, hull ownership, cargo, insurance cover, significance, criticality and many other factors are all shared among many different states. So from an international perspective, who ‘owns’ the problem of maritime security? And who, without a clear identity against which to measure national interest, should provide the necessary power to deliver it and cover the risks and costs of so doing?

Another challenge to comprehension and thus decision-making is that maritime security is about far more than the sea and ships. At the macro level, it is entwined with all other manifestations of security, not just physical (i.e. protection from attack) but economic (from its links to trade) social (from its links to food and energy supplies) and political (from the ocean’s place as a key feature of the international political system). And at the micro level - by which is meant the Chief Executive and his or her board, it encompasses some particularly intractable issues.

For instance, protection from pirates when navies PAGE 8

seem unwilling or powerless to do so; or how to maintain the traditional lifesaving practice of seafarers from the potentially ruinous costs of assisting with seaborne economic migrants and refugees.

Civil society, governments, ship’s crews, company shareholders all have different priorities and will judge success (or failure) accordingly. And from within a minute-by-minute media narrative that highlights everything that others are supposed to have already considered and be ready to deliver.

So, successful decision making will rest on an interdisciplinary understanding of this complex but critical environment. Each executive will have a unique frame of reference. For instance, ship operators will understandably seek to minimise cost and may choose a flag state (i.e. country of ‘residence’) for their ship that appears to do so. But when faced with a particular threat – for instance, piracy – the government of such a flag may have no ability to respond. Meanwhile, other governments who do have such power, profess no obligation to use it. Addressing this conundrum requires insight, developed by exploring the four Ps of maritime security thinking: politics; policy; plans and practice. While linked and possessing similar aims, each is different. And for every particular maritime circumstance, they need to be considered in isolation first, acknowledging the relative history, merits and operating models of each, before being put together in a context specific format that reveals what could, should and must be done for both the present and the imagined future. ©Dr David Reindorp, June 2015 Opportuna: Insight Consulting Ltd David Reindorp is an experienced strategist and crisis management consultant who has spent the past 10 years advising at ministerial level for governments, the EU, the UN and other international organisations. As a naval officer, he commanded three ships, delivered transformational change to the UK’s critical resilience infrastructure, led the development of numerous national contingency plans and directed complex, high-risk security operations world-wide.

Opportuna is a boutique, defence and security focussed consulting house that specialises in analysing the past, understanding the present and imagining the future. Offering a range of insight-generation and decision-support services, it is currently enabling clients from academia, the private security industry and the maritime and defence sectors to recognise and comprehend ‘new strategic normals’, realise their emerging markets and develop transformed ways of thinking and operating.

Find the Right Security with SAMI’s New Online Directory The Security Association for the Maritime Industry (SAMI) is excited to announce the launch of the new SAMI Directory. We have been working hard to develop the online SAMI Directory which sits within the new SAMI website at www.seasecurity.org .

The SAMI Directory now provides users the tools to check where SAMI members are operating around the globe, what flag authorisations (Belgium, Cyprus, Germany and Panama) they hold and which standards (ISO 28007, ISO 9001, ISO 14001, OHSAS 18001 & UKOGTCL MAP) they comply with.

Using the SAMI Directory users can now search for the PMSCs that fulfil their requirements at the click of the mouse or tap on their smartphone or tablet.

At a time when even more Privately Contracted Armed Security Personnel (PCASP) teams are being used in the North West Indian Ocean than ever before it is crucial that users are able to quickly understand which SAMI Members are appropriately qualified for the task.

When SAMI was launched in April 2011 our aim was to formulate a list of reputable private maritime security companies across the spectrum of maritime security to ease the selection process for clients and that is exactly what the new SAMI Directory achieves.

The SAMI Directory is designed to bring together the information most useful to ship owners, ship managers, charterers, flag States and marine insurers when looking at PMSCs to assess their suitability from a number of perspectives to fulfil a specific security task or role.

The SAMI Directory is designed to significantly speed up the process of initially selecting PMSCs but does not constitute or replace the due diligence process that should be conducted before contracting a PMSC. Users will additionally be able to search for SAMI Members who provide a range of other services such as escort vessel & support services, training, and equipment, technology & hardware providers.

Certificates and other documentary submissions made

by PMSCs are painstakingly verified with the relevant authority by the SAMI Secretariat to be current and factually correct before being published on the SAMI Directory.

The naval coalitions and international shipping associations agree that around 35-40% of vessels transiting the High Risk Area that are still carrying PCASP and so the SAMI Directory is as relevant now as ever it was.

SAMI believes that by developing this straightforward and easy to use SAMI Directory shipowners, ship managers, charterers, flag States and marine insurers will be able to make swift decisions about which SAMI members to use.

The new SAMI Directory also means that SAMI members will benefit significantly, winning business and getting more value for their continued membership and support of the association.

SAMI has worked hard to promote the high quality security providers we represent, and that remains our mission. The SAMI Directory is the solution that both the shipping and maritime security industries have been waiting for, and we believe that all can benefit.

After a rigorous beta testing phase the SAMI Directory is now available and it is SAMI’s aim that this innovative new portal will assist in make shipping safer and more secure, as well as assisting the best providers to win business.

SAMI Secretariat encourages everyone to make use of the new SAMI Directory and we welcome your feedback. In particular Members are urged to ensure that their profiles are kept up to date with all relevant information. The SAMI Directory has been designed to be flexible and, should there be a need or demand for additional qualification or information fields to be added, these can be considered and incorporated in future updates.

www.seasecurity.org/directory

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The World Maritime University Visits SAMI HQ This summer SAMI was pleased to welcome onboard HQS Wellington, students from the World Maritime University (WMU) who were part of the Maritime Safety & Environmental Administration (MSEA) which represents the largest specialisation in the MSc programme in WMU. During the two separate visits SAMI’s team had the chance to discuss with the students not only about Maritime Security Matters but also about the International Journal of Maritime Crime and Security (IJMCS).

Both groups of the postgraduate students created a very interactive atmosphere with their questions and the interest they showed to learn more about SAMI, maritime security and the arising opportunities coming from the IJMCS. The MSEA represents the largest specialisation in the MSc program in WMU. The specialisation has been designed for people who serve, or will serve, at a senior level in public or private maritime organisations, including as advisers on maritime safety, occupational health and security as well as marine environmental issues. It provides comprehensive understanding of maritime administration issues and essential management tools required by senior maritime personnel to implement safety, security and environmental protection standards.

Visit of the WMU on 15th July 2015: postgraduate students from Maritime Safety & Environmental Administration (MSEA) with Assistant Professor, Dr. Dimitrios Dalaklis, and the Research Assistant, Mr. Armando Graziano; also present our CEO Mr Peter Cook, and the Professor Chris Bellamy, Managing Editor of the International Journal of Maritime Crime and Security.

MaRiSa supports the MSc. specialisation with a variety of disciplines, such as human factors and ergonomics, transport engineering, safety science, sociology, and nautical sciences, united in the overarching goal of the group’s research to improve maritime safety. More information can be found on the website (marisa.wmu. se). Dr. Jens-Uwe Schröder-Hinrichs is both the Head of Specialisation and the Research Group.

The WMU was founded in 1983 by the International Maritime Organisation (IMO). Since it has been established, the University has established an outstanding reputation as the global centre of excellence for postgraduate maritime education (MSc and PhD programs), research and capacity building.

WMU educates leaders of tomorrow with over 4000 graduates, working in 165 countries around the world to achieve the highest standards in safety, security, environmental protection and efficient management.

Visit of the WMU on 2nd June 2015: postgraduate students from Maritime Safety & Environmental Administration (MSEA) with the Head of Maritime Simulation, Dr. Michael Baldauf, and the Research Assistant Mr Raza Ali Mehdi; on the left the Managing Editor of the International Journal of Maritime Crime and Security, Dr. Martin Wright

Aside from the foundations studies, common to all the specialisations, the core of MSEA is represented by subjects such as Risk Management, Maritime Safety & Security, Maritime Human Element, Maritime Administration and Management etc. The Master program is strongly supported by the Maritime Risk and System Safety (MaRiSa) Research Group founded in 2009 with the aim to form a multi-disciplinary research team with a strong holistic focus on research activities centring on the two core areas – maritime risk and system safety within the maritime domain.

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For more information about WMU, visit: http://goo.gl/YDoKCw

SAMI hope to welcome more students from WMU and other global universities over the coming months. We are now looking forward to receiving the first articles from Postgraduate students for the International Journal of Maritime Crime and Security (IJMCS), which will be published next year.

If you are interested to know more about SAMI’ Global Academic Partnership and the IJMCS please contact Nadia Balta at nb@seasecurity.org

SAMI Visits Shanghai University During his last regional trip in Asia, Peter Cook, had the chance to visit the Shanghai Maritime University (SMU), based at Lingang New City, a growing area which is estimated to host around 1 million people in the future.

The facilities of the SMU consist of 12 small Bridge Simulators, one large Bridge simulator, a full sized Engine Room simulator, a ship in dry dock used to simulate tanker procedures from crude oil, LNG, and other products and complete complex for damage control and fire-fighting and theatre.

During his visit, Peter discussed with Prof. Zeng Xiangming, Prof. Xiao Yingjie, and Associate Prof. Yuli Chen, about the developing relationship between SMU and SAMI, the potentials and the engagement with the International Journal of Maritime Crime and Security (IJMCS).

PROMERC & IPATCH Collaboration Members of the SAMI Secretariat team continue to contribute to the European Commission’s Maritime Security research projects PROMERC & IPATCH and are pleased to report that the last year has seen a consolidation of collaboration between the two projects with the completion of the first joint workshop that tool place in May. Members of both consortia met at the Centre for Maritime Research (CMRE) NATO base in Lerici, Italy for a one day workshop where presentations of each project where made to a combined audience. With PROMERC being slightly ahead in its development, discussions were based on sharing best practice and overcoming the general challenges presented in these types of projects. The workshop was a great success and with a very open forum, enabled several new relationships to be born for continued debate and networking.

IPATCH (Intelligent Threat Detection and Avoidance using Countermeasure Heuristics) is managed by the BMT Group and aims to analyse current non-military measures against maritime piracy, in order to produce a handbook to facilitate the use as well as further develop measures to contrast the piracy phenomenon. It also aims to develop an automated tool to support decisions onboard and provide the operator a real-time assessment of the risk of piracy attack.

IPATCH is focussed on real-time aspects, on-board monitoring and decision support capabilities, whereas PROMERC is targeted on pre-voyage planning giving a greater emphasis on the cost benefit analysis and on the configuration of the countermeasures for the vessels. The duration of the two projects also differs in that IPATCH devotes an additional year on shipborne trials of equipment fitted to SAGEM’s (a project partner) trial ship.

Since April 2014, members of each of the corsortia have explored the possibilities of collaboration, in particular the development of a standard core data schema to be used in the development of both the PROMERC and IPATCH databases. Although both projects are in response to the same call their goals are rather different with the set of information managed by each project not being the same, despite the use of common data sources. This has resulted in the adoption of a common data scheme though progressing this to the production of a joint database has not felt to be viable.

PROMERC has recommended the capture of additional parameters and the adoption of a common standard by all authorities involved in capturing piracy data. In sharing the relational data scheme with IPATCH, they have been able to use this as input to their own data modelling exercise, saving them a considerable amount of ground work.

Attributes included in both data models refer to several aspects of maritime piracy. Information on piracy incidents (e.g. date, time, region) is complemented with data on the vessel under attack (e.g. type, speed, gross tonnage), on its voyage (e.g. origin and destination), and on the non-lethal countermeasures deployed during the incident.

The IPATCH data schema has been further developed in order to align the data modelling exercise with their own project objectives. On completion of both projects, it is intended for the countermeasure manuals to be combined as a single document/package.

More information on the projects and collaboration is available in the first PROMERC newsletter http://goo.gl/MFZ52H PAGE 11

Member News Updates from SAMI’s Global Membership

French Approval for SAMI PMSCs Following the announcement by the French Government in December 2013 that the country was set to allow private armed guards onboard its ships to protect their merchant fleet against pirates, the Conseil National des Activités Privées de Sécurité (CNAPS) has been working closely with the Private Maritime Security Industry to develop the law on the private protection of vessels.

Aspida is the first international PMSC to be permanently approved by CNAPS to provide armed guards onboard French flagged vessels.

“It is a very welcoming decision and an important step within the shipping industry,” said Panos G. Moraitis, CEO of Aspida, “The fact that Aspida is the first PMSC, holding ISO 28007, to get a non-temporary accreditation by CNAPS is very promising.”

Aspida’s operations are carried out by more than 200 highly qualified and reguarly vetted security personnel. The first ‘cartes professionnelles’ (professional qualification cards) have already been received allowing Aspida to offer its specialised services to French shipowners and clients.

Prorisk International SARL and Prorisk International Ltd, subsidiaries of the holding Groupe Prorisk have also been certified by the CNAPS as private company for the protection of French flag vessels.

The executive managers of these entities were invited to participate in the 2013-2014 working group for drafting the French law on private protection of vessels, first promulgated on the 1st of July 2014.

During this period of development, Prorisk International delivered PCASP training and certification to operatives ensuring that the business was ready to supply protection to French ship-owners once the law was passed. www.group-prorisk.com

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All Aspida operators are highly experienced ex Special Forces members with military background and several NATO operations. Nevertheless, Aspida, and in accordance with ISO standards, requires that all operators are under continuous training that involves certifications from internationally accredited training centres.

Being the first Private Maritime Security Company in Greece, with a long record of more than 2000 successful missions and with a top management team combining backgrounds and experience from the Shipping, Military, Corporate and Security sectors, Aspida offers a comprehensive portfolio of solutions assisting shipowners to operate in environments with increased risk from Piracy and Maritime Terrorism.

Holding four ISO accreditations: ISO 28007 (Maritime Security), ISO 9001 (Quality), ISO 14001:2004 (Environmental) and OHSAS 18001:2007 (Health & Safety), Aspida is a founding member of the International Code of Conduct Association for Private Security Companies (ICOCA) and one of the first companies to be accepted in the Security Association for the Maritime Industry (SAMI), certified as a Stage 1 Member. Aspida is also approved by BIMCO as an Associate PMSC Member. www.aspida.org

In March 2015, Kargus Sea Interconnection (KSI), another subsidiary of Groupe Prorisk, received certification from the French Ministry of Transport to deliver regulatory training for Privately Contracted Armed Security Personnel(PCASP) employed by private companies involved in the protection of French flagged vessels.

These certifications highlight the will, and strengthen the capacity of GROUPE PRORISK to fully integrate protection against piracy within its core activities and ethos of “the mastering and the safeguard of maritime areas”. www.ksi-maritime.fr

Plenty of Phish in the Sea, warns ESC Global Security Advancement in broadband technologies and the move towards ‘Big Data’ will leave the maritime industry vulnerable to cybercrime unless it develops a better awareness of Information and Communiations Technology (ICT) security and adopts security best practice, warns ESC Global Security’s head of cyber security division, Joseph Carson.

“There is the potential for a major cyber-attack on the maritime industry to significantly disrupt food and energy supplies given that shipping transports 90% of the world’s global trade. Certainly there is the possibility for AIS, GNSS, ENC and ECDIS charts to disappear from bridge screens or be modified, but the issue today is that most adversaries want to obtain data for financial gain or criminal activities.”

He says that payment systems, for example, can be easily attacked using phishing scams to raise fake invoices or even to change shipping manifests in order to transport illicit goods, drugs and weapons.

Echoing comments made by World Economic Forum managing director Espen Barth Eide at Nor-Shipping last week, that “every conflict we see in the future will be a cyber-conflict,” Carson says that while the threat is indeed a real one, greater computer literacy and security awareness can reduce the risk of maritime cyber-crime by as much as 25%.

“The biggest risk is from human operators not understanding how to deal with or identify a possible security breach. Almost 70% of malware is manually shared through social media, so awareness and continuous training can have a tangible impact.”

Carson points out that the maritime industry is operating computer systems that “remain

unpatched” for long periods, but continuous updating can prevent vulnerabilities in software from being exposed and used by adversaries.

“Approximately 99% of all cyber-security breaches are from known vulnerabilities with the common vulnerabilities and exposures (CVE) listed in the National Vulnerability Database. About 90% of these breaches, however, have patches [software updates] available containing the required security fixes,” he says.

Whilst security awareness and greater computer literacy can mitigate the risk, Carson says: “No one has really established best practice guidelines that specifically targets maritime industry cyber threats.

We need to act in concert so that the International Maritime Organisation has the information required to implement measures that will ultimately safeguard the maritime industry from cyber-crime and protect very sensitive data.

“Cyberspace was once just a way to communicate but now pretty much everything depends on it; trillions of dollars pass through cyberspace each year. Our critical infrastructures for energy, healthcare, banking, transportation and water are dependent on how well we protect and secure the systems and data that control them.” www.escgs.com

New Members

SM Security (M) SDN BHD www.smsecurity.com.my

Pavilion Technology Limited

Global Maritime Support

www.paviliontechnology.com

www.globalmaritimesupport.com

Hanwei International Security Services

Titanium Security International

www.hanweiss.com

www.titaniumsecurityint.com

Steel Shield Security

United Guards Services

www.steelshieldsecurityltd.com

www.unitedguards.org

Paladin Defence Group

Ambrey Risk

www.paladin-defense.us

www.ambreyrisk.com

Silver Shield (Beijing) Security Service www.silvershieldintl.com

Interceptor Security www.inter-ceptor.com

Resource Centre Ltd www.re-sourcecentre.com

Superior Marine Security Consultants www.gsmscg.com

Endeavour Maritime’s Global Intelligence and Tracking Platform Following the recent launch of their new Global Operating Platform (GOP), Endeavour Maritime has been supporting a number of clients on transits in the Gulf of Aden, and the Gulf of Guinea through bespoke global Intelligence as well as tracking for shipping operators and key individuals in the maritime industry.

Endeavour’s GOP has been used by company security officers and captains to provide detailed security and piracy risk assessments on matters affecting our clients, and vastly increasing their knowledge of potential threats. From the moment of departure, clients used the suite of GSM and GPS satellite tracking hardware, including the Personal and Maritime Trackers combined with AIS. In addition to immediate response services, secure communications and individual protection have also been provided to a range of clients on tankers and superyachts.

Case Study: Maritime Transit Client Request: A shipping client requested a transit from Fujairah (UAE) to Suez (Egypt), and required bespoke security protection through the Gulf of Aden to mitigate the risk of piracy.

Solutions: Endeavour Maritime used its Global Operating Platform (GOP) to plan, implement and deliver country risk reports, global tracking and a 3-man armed security team. Through the GOP we were able to ensure the safety of the crew and the vessel over the course of the operation.

Implementation: Global Intelligence • Provided detailed security/piracy risk assessments, reports on matters affecting the shipping company, and PESTLE country analysis on UAE, Oman, Yemen, Somalia, and Egypt.

• The reports were used by the Company Security Officer and vessel Captains to be better aware of potential threats.

• Due diligence background checks were conducted on key crew members in advance.

Tracking Your Assets • From the moment of departure, the client used our suite of GSM and GPS satellite tracking hardware, including the Personal, Nano, and Thuraya maritime trackers.

• Based on the locations provided by the devices, the vessel’s location was registered with the web-based Global Operating Platform (GOP). The client was also able to prompt an immediate rescue response with an SOS button.

• Training and demonstrations were provided to all users of the equipment to ensure extensive knowledge of the devices’ features.

Enabling Security • Developed a set of Standard Operating Procedures for the entirety of the client’s fleet.

• The vessel Captain and the security team were provided with smart phones that were pre-loaded with the mobile tracking apps and key contact details in case of an emergency.

• Secure means of vessel communication and individual protection were organized on the client’s behalf.

• Monitored vessel information and tracked movements during the transit.

Request a demonstration of Endeavour ’s Global Operating Platform or find out more... ops@endeavour-maritime.com | www.endeavour-maritime.com | @EndeavourPMSC PAGE 14

New appointments support international business clients Continuing to strengthen its support for international businesses, Bellwood Prestbury has appointed two experienced executives.

Andrew Apps joins the team as Head of Global Healthcare and David Hinks has joined as Business Development Manager.

Andrew joins Bellwood Prestbury with over 30 years senior sales and marketing experience spanning the medical insurance industry, the past 25 spent within the international sector.

Peter Bellwood, Managing Director comments: “Andrew is a highly successful figure in the international PMI arena and brings a wealth of experience to client service delivery, which is so important to us. David has experience in working closely with clients, as an extension of their own team.

Both appointments show our continuing commitment to the highest level of service for businesses with people and assets abroad.”

Andrew Apps Head of Global Healthcare

A well-known and respected iPMI industry figure, Andrew has held management and directorships roles at a number of leading International PMI providers. In his new role Andrew will be responsible for overseeing the company’s global medical insurance business as the company further expands this side of the portfolio.

You can contact Andrew at: aa@bellwoodprestbury.com

David Hinks has joined as Business Development Manager. He started in the insurance business nearly 30 years ago and quickly found himself involved in cover for international property and assets.

David Hinks – Business Relationship Manager

David worked in business development roles with Aegis, Allianz and a Lloyd’s broker before joining Bellwood Prestbury. He says he is looking forward to getting out and engaging with business clients, helping to tailor-make insurance to meet specific risks, helping clients to assess requirements for overseas tenders and providing a fast, friendly and efficient support service.

You can contact David at: dh@bellwoodprestbury.com

www.bellwoodprestbury.com

AFFILIATES Making Maritime Business Happen AFEX www.afex.com

Ellis Clowes www.ellisclowes.com

ATP Instone www.atpi.com

Kanoo Shipping www.kanooshipping.com

Austral Maritime Services

Ocean Marine Security

www.austral-maritime.com

www.oceanmarinesecurity.in

Bellwood Prestbury

PSCS International

www.bellwoodprestbury.com

https://pscsinternational.com/

Celero www.celerogroup.com

Shorelutions www.shorelutions.com

Can you afford not to have health insurance?

Andrew Apps, Head of Global Healthcare at Bellwood Prestbury takes a look at the requirements for healthcare provisions.

The introduction of the Maritime Labour Convention (MLC) in 2014, after many years of wrangling, has at long last put into place a uniform level of labour standards and minimum protection for employees and crew.

The MLC, whilst adopted in many countries, still has some way to go before being universally accepted.

uninitiated. On the surface and certainly according to the boasts of the marketing brochures of some insurance companies, the cover being offered at the very least meets or in some cases exceeds the minimum requirements of the MLC, but the reality is that this is not always the case. Choosing and buying the wrong cover can be an expensive mistake because it’s not just about having too little cover, it can also be about having too much cover.

Regardless of whether a person is based onshore or offshore, surely everyone deserves the basic right to access medical treatment? However, in the past, often those working offshore or as crew have gone unnoticed.

There is also the question of what happens in an emergency. What support can the insurer offer? What experience do they have? Who pays for what and when?

The MLC has been a positive step forward for the health of the 1.2 million seafarers and their families making up this sector, however, it has not been without its challenges. After all, the needs of offshore workers and crew is very different from anyone living and working onshore, so any insurance solution needs to take this into account to make sure that not only the cover and cost of any medical insurance product is right, but the service delivery can cope with the wide number of issues that are faced, day in and day out.

The responsibility for healthcare provision is squarely on the shoulders of the vessel owners and in turn ensuring that amongst other things, access to medical care for injuries and illnesses that affect a crew member whilst on board. Of course whilst the MLC code doesn’t specifically mention a requirement to buy insurance cover, the cost of medical care, particularly in an emergency, can be extraordinarily expensive simply because it can be difficult to access or may involve an emergency evacuation to a different location. This all costs money and is not something that any vessel owner really wants to be faced with at a time when margins are being constantly challenged and profits are being squeezed.

Traditionally when it comes to health insurance, the industry has been the preserve of the P&I clubs but as the maritime sector changes, an increasing number of international medical insurance companies have entered into the Marine and Yachting arena. There is now a range of good options to choose from, but that in itself presents a new problem.

From the very basic to the most comprehensive, the scope of cover and benefits can be a minefield for the

One size doesn’t fit all goes the saying and this is the case for medical insurance. Insuring the offshore workers and crew is a very different dynamic. Claims tend to be larger than those of the traditional expatriate, requiring in many cases some degree of pre-funding or guarantee.

Timelines in an emergency can be short, so having the right support in place to help manage a claim no matter where in the world the event is taking place is tantamount. It’s a complex business and not for the faint hearted.

Generally speaking of course, those working offshore or on board a vessel are, in the main, active healthy people.

They like to work and when on board, that’s pretty much all they want to do and of course there is the nomadic nature of those working in the maritime industry. This can often be a positive point and in many cases can help to reduce the overall risk, so look for this to be reflected in your premiums. It may not be as much as you would like, but every little helps.

So getting expert advice as to what is and isn’t right for both your employees and your business makes a great deal of sense and that’s exactly where independent specialist international medical insurance advisers come into their own. With a wealth of expertise built up over many years, they are in a unique position to be able to look objectively at what a particular vessel and its crew really need and then find the right fit in terms of both budget and cover.

In most cases, there is no additional cost in retaining the services of an insurance adviser as their costs are normally covered by the insurer who issues the policy and there is no cost saving by going straight to the insurer either. You have nothing to loose but a great deal to gain.

Bellwood Prestbury is a leading global insurance specialist, arranging high-risk and complex cover for individuals, companies and organisations throughout the world. From marine and shipping to oil and gas contractors.

Bellwood Prestbury offers independent, affordable and tailored solutions to businesses worldwide by sourcing the right balance between premiums and benefit protection.

For more information visit www.bellwoodprestbury.com or e-mail ipmi@bellwoodprestbury.com

Human Rights at Sea partner with Marlins on new e-learning course UK-based charity, Human Rights at Sea (HRAS), is pleased to announce their co-operation with maritime training provider, Marlins, on the development and endorsement of a new e-learning course addressing the rescuing of migrants at sea.

The new course, entitled ‘Humanitarian Response’ aims to provide learners with: • An understanding of the reasons why migrants and refugees choose a sea route • Suggestions for planning and preparing ship and crew for possible involvement in large scale rescue operations • Guidelines and suggestions for vessels involved in the rescue of large numbers of migrants or refugees at sea.

‘Humanitarian Response’ builds on practical experience from private maritime security companies (PMSCs), vessel owners and managers, combined with the important legal and humanitarian perspectives. The aim is to address a significant knowledge gap in the maritime industry; ensuring an effective and efficient response to crisis scenarios involving migrants and refugees.

Mike Pearsall, Product Manager at Marlins, explains the rationale for this new e-learning course: “We are seeing harrowing scenes in the media of the often deadly journeys taken by migrants and their traffickers through the Mediterranean and South China seas. The SOLAS Convention was never designed to accommodate large-scale rescue operations of migrants, so seafarers are facing an unpredictable challenge that they are not currently prepared for.”

David Hammond, Founder of Human Rights at Sea, adds: “Whilst the rescue of migrants and trafficked people at sea seemingly represents an unwelcome additional burden to an overstretched shipping industry, the legal and moral obligations cannot be ignored. The issue is no longer an exception, but may well become a norm as the migrant flows continue north through Africa and from the Middle East. This new and important training provides officers, crew and companies with up-todate information to help prepare for an encounter with migrants and trafficked people in danger at sea requiring the duty to render assistance to be undertaken by commercial vessels. HRAS is pleased to be involved in its development and delivery.”

Videotel Receives Norwegian Maritime Authority Approval Videotel’s highly regarded maritime security training courses have received official recognition from the Norwegian Maritime Authority (NMA) Videotel’s “Maritime Security Awareness,” “Designated Security Duties,” and “Shipboard Security Officer” training courses have been approved in their entirety by the NMA for meeting the Standards of Training, Certification and Watchkeeping (STCW) codes, and seafarers completing these courses will receive the necessary qualifications and certificates for shipboard duty. The NMA approval enhances Videotel’s reputation with Norwegian ship owners, ship managers, and the offshore sector, which are guided by the Authority on maritime issues. A major maritime center, Norway has a merchant fleet of approximately 1,400 vessels; in 2013, it had one of the top 10 merchant fleets in the world according to deadweight tonnage.

“Norway is an increasingly important market for Videotel and I am delighted that the commitment to our Norwegian clients and their seafarers has been recognized by the NMA,” says Nigel Cleave, CEO of Videotel. “First-class customer service has been at the forefront of our philosophy and guides us in

developing our training programmes. As part of KVH, we now have a regional office in Horten, Norway, and are even more aware of the issues that are important to the Norwegian maritime industry.”

Videotel has been a leader in developing world-class training material, including videos, 3D animation, computer-based training (CBT), and interactive e-Learning courses to help ship owners and ship managers comply with the STCW Convention, operational practices, and pertinent health and safety regulations since 1973 when the Intergovernmental Maritime Consultative Organization (IMCO), the forerunner to the International Maritime Organization (IMO), wanted to improve the quality of training materials available to seafarers and called on the company’s services. Videotel recently announced a new milestone in the company’s history, namely, the production of its 500th CBT. Videotel’s focus on maritime training materials is a vital aspect of the overall maritime solution offered by KVH, which operates the mini-VSAT Broadbandsm satellite network providing broadband connectivity to vessels around the world, including the Norway-based fleets managed by V.Ships Norway and Torvald Klaveness.

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Maritime Security Matters News, updates and information from across the sector

The State of Maritime Piracy In its fifth State of Maritime Piracy Report, Oceans Beyond Piracy (OBP) analyses the impacts of this crime during 2014 in the Western Indian Ocean, the Gulf of Guinea and, for the first time, in Southeast Asia.

The Report was officially launched at the Army and Navy Club in London on Wednesday, where a panel of experts addressed key issues and answered questions about the report. The panel was moderated by Admiral Sir James Burnell-Nugent, OBP Senior Fellow, with an overview of the report by Matt Walje from OBP. OBP’s analysis of pirate attacks in Southeast Asia documents a clear and reemerging threat to seafarers. The study found that more than 90% of the reported attacks resulted in pirates successfully boarding target vessels, and 800 seafarers were involved in incidents in South East Asia where violence or the threat of violence was specifically documented.

In the Gulf of Guinea, the number of reported attacks remained within historic patterns. However, the region faces a variety of challenges related to chronic underreporting of incidents and an absence of prosecutions.

“We have observed that up to 70% of piracy-related incidents in the Gulf of Guinea are never reported, so we currently lack a complete understanding of the problem,” says Pottengal Mukundan, Director of the International Maritime Bureau. “This also makes it difficult to assess the extent of the threats seafarers face in this region.”

In the Western Indian Ocean, OBP found that while naval mandates, recommended industry self-

protection practices and the size of the High Risk Area remain unchanged, the observed commitment of naval assets and use of vessel protection measures such as increased speed and rerouting by merchant vessels continued to decrease, resulting in the total economic cost dropping by 28% in 2014. Alarmingly, the perceived reduction in the piracy threat has also resulted in more foreign fishing vessels returning to areas close to the coast of Somalia. Alan Cole, Head of UNODC’s Global Maritime Crime Programme notes, “These provocations are similar to those that triggered piracy off the coast of Somalia in the first place.

We are already seeing an upturn in regional piracy incidents since the beginning of the year.”

Finally, the report recognizes that seafarers across the globe are the primary victims of piracy and armed robbery at sea. A chilling example of this are the twenty-six high-risk hostages from the Naham 3 who remain in pirate captivity in Somalia today, more than three years after the initial hijacking of their ship.

According to Admiral Sir James Burnell-Nugent, “The evidence shows that piracy continues to be a worldwide threat to seafarers. There are specific contexts that distinguish each region, but there is a common lesson in the need to address piracy through cooperation, vigilance, and sustained effort by all actors across the maritime sector.”

The report can be accessed online at the following link: http://goo.gl/b5bdJ1 You can also view brief video overview of the impact of maritime piracy on seafarers online at: https://goo.gl/V4hi1t

Ambassadors Visit EU Naval Force HQ for Update on Naval Operations Against Somali Pirates On Wednesday 15 July Major General Martin Smith MBE welcomed Ambassadors from European Union countries to the EU Naval Force HQ in London, where the Ambassadors were given an update on ‘Atalanta’, the EU’s counter-piracy operation off the coast of Somalia.

With warships and military patrol aircraft from European Union Member States and other nations on station in the Indian Ocean and Gulf of Aden, together with the self-protection measures by merchant ships that carry PAGE 20

consumer goods, such as vehicles, IT equipment, TVs and clothes etc into and from Europe, the number of pirate attacks has reduced significantly over the past four years. In January 2011, 736 hostages and 32 merchant ships were being held by armed pirates, with large ransoms being demanded from the ships’ owners for their release. Today 26 hostages remain in pirate hands, with no ships being held.

The Ambassadors were given a briefing on the successful cooperation between the different

EU missions, counter-piracy task forces and regional states, which together, are working hard to strengthen economic development and maritime security in Somalia and at sea.

Before the Ambassadors departed the HQ, Major General Smith stated that whilst naval forces welcomed the significant reduction in Somali piracy, there was still the need for continued vigilance against pirate attacks at sea due to continued instability in Somalia – the threat remains.

IMAGE: EU NAVFOR

Shipping Industry Updates Guidance on Large Scale Migrant Rescue as Mediterranean Crisis Continues The global shipping industry, represented by a wide cross section of international shipowners' associations and seafarers' unions, has collectively updated the industry's Guidelines on Large Scale Rescue Operations at Sea. This is in response to the continuing crisis in the Mediterranean, in which merchant ships and their civilian crews have so far assisted in the rescue of over 50,000 people. But the Guidelines are also applicable to other regions where ships may have to assist with rescue operations involving large numbers migrants or refugees, including South East Asia.

The new Guidelines update those originally produced by the International Chamber of Shipping at the end of 2014, but now take account of the considerable recent experience gained by shipping companies and their crews.

The Guidelines are now supported by a wide range of maritime industry organisations, including the European Community Shipowners’ Associations, the Asian Shipowners’ Forum, the International Transport Workers’ Federation, the European Transport Workers’ Federation, Intercargo, Intertanko, IPTA, and InterManager.

An important aspect of the revised Guidelines is the additional attention given to ensuring that rescued people are looked after safely once they have been embarked on board commercial ships, whilst also ensuring the safety, security and welfare of the seafarers undertaking such rescue operations, which often involve a significant degree of risk. The guidance has also been expanded to include multi-lingual notices that might be utilised by ships when people from Africa and the Middle East are rescued.

The authors of the document are clear in emphasising that the guidance should not in any way be regarded as 'best management practices' (such as those which the industry has developed to address the threat of Somali piracy). Ship operators should be free to use them or not as is deemed appropriate in the context of their operations and existing company procedures.

The shipping organisations also make it clear that the revision of the Guidelines does not in any way suggest that shipping companies or their crews are reconciled to the continuing failure of governments to provide adequate state-backed rescue resources, as required by international law.

ICS Secretary General, Peter Hinchliffe, commented: “The fact that these industry Guidelines, which are recognised by bodies such as IMO and UNHCR, are sadly necessary does not mean that the continuing reliance on merchant ships to perform a role which is the proper responsibility of governments is either acceptable or sustainable. The industry will continue to pressure governments to do more to meet their obligations during this crisis and will make no apology for doing so.”

The Guidelines are being distributed to shipping companies free of charge and can be downloaded at: www.ics-shipping.org/docs/large-scale-rescue-2015

ATPI Offers Enhanced Medical and Security Services in Partnership with International SOS As Duty of Care continues to be an increasingly important business priority the ATPI Group has expanded its partnership with the world’s leading medical and travel security risk services company, International SOS.

International SOS global network of medical and travel safety services ensuring that employees receive assistance wherever they travel.

The development of the expanded partnership agreement will enable the ATPI Group to better prepare business travellers before and during their trips. ATPI can provide a direct feed of passengers’ data into the International SOS system. This information enables a seamless and integrated data flow, offering medical advice and assistance, international healthcare, security services and online travel risk mitigation solutions.

“Recent incidents and health crises around the world have proven that emergency situations can happen in any global location, not just in the destinations previously deemed as ‘high-risk’. Our customers require a strong Duty of Care programme in place for their businesses, whatever their area of operation.

There is a growing requirement to be able to track travellers and ensure that they are returned home safely during a crisis. For many this is no longer a nice-to-have but an absolute necessity for travel buyers. This recent strengthening of our relationship with International SOS will improve our travellers’ experience and allow our customers to more effectively fulfil their Duty of Care responsibilities.”

Customers can have access to the communications portal for comprehensive health and travel risk information, as well as risk awareness eLearning programmes ahead of their trip. Further services now available to ATPI’s clients include access to the

Graham Ramsey, CEO of the ATPI Group said:

PAGE 21

MV Seaman Guard Ohio Crew to stand trial in India after 625 days in detention The Mission to Seafarers has been informed by the crew of the Seaman Guard Ohio from India this week that they will not be released to leave, as they had eagerly anticipated.

Instead, the Supreme Court Judge in Delhi has referred the case back to the Magistrate Court in Tuticorin, to go to full trial. This is grave news to the men, who have been held without trial for 625 days since 18 October 2013. The trial may take up to six months to begin.

Paul Towers, from the Seaman Guard Ohio crew, speaking from India this week, said: “The Supreme Court in Delhi issued the order for a trial on 1 July. We have now received the judgement and are taking urgent advice to understand the reasons for our case being referred back to the original court who imprisoned us, which is the Magistrate Court in Tuticorin. The decision to find that there were no charges to answer came from the High Court in Madurai on 10 July 2014, however we were unable to leave India, as our passports and belongings were retained by the court, and to that end we could not return home to our distraught families.

Obviously after long sleepless nights this week, we were devastated to hear that the Supreme Court has upheld the Prosecution appeal, after spending 21 months in India ourselves. Our families are beyond broken, both financially and mentally; to see my wife in tears is heartbreaking.

“The British maritime contractors have world recognized credentials to complete our duty for any shipping company. These credentials meet the International Maritime Organization and Maritime Coast Guard Authority (MCA) requirements and all shipping company requirements for the use of Private Maritime Security Companies (PMSC) operating with Privately Contracted Armed Security Personnel (PCASP), holding approved Seamens’ Cards and Discharge Books, Maritime Fire Arms Competency Certificates and who undertake Criminal Records Checks every six months.

To be told these documents are worthless outside of the UK and to be treated like common criminals, is surely a gross abuse of our human rights, as indicated in the March 2015 by the Human Rights At Sea (HRAS) charity case study document which was issued to the press.”

I cannot express any further the pain and agony this has caused to our families and friends who have supported us throughout this protracted nightmare. My special thanks goes to Ken Peters Director of Justice and Public Affairs at The Mission to Seafarers, the British Legion and Veterans Aid UK, in their efforts to feed and accommodate us. Without this assistance we would be sleeping in the streets.”

PAGE 18

Paul Towers has been held in India since October 2013

The Seaman Guard Ohio vessel was escorted into Tuticorin port on 12 October 2013 by the Indian coastguard, from a point of anchor at the outer port limits. The vessel had been patrolling in legitimate support of merchant shipping which was being properly and lawfully protected against the very real threat from Somali pirates. Employer and shipping company Advanfort from the US are supporting some of the crewmen with sporadic financial aid for legal fees, but have not paid the 35 crewmen their contracted wages since they were seized.

The men are now facing a retrial and rearrest for the original charges. The charges relate to carrying arms, illegal refuelling of the vessel at sea and straying into Indian territorial waters.

The men have consistently and absolutely protested their innocence of all charges and appealed to the United Kingdom and Indian authorities for a reasonable and lawful approach to this matter under maritime law.

All 35 men originally detained (sailors, maritime guards and officers) who were on board, now face a trial, including the 6 British men, all ex-military, and who served their country loyally in wartime. Indian, Estonian and Ukrainian nationals have also been detained and are implicated. The Indian authorities, and particularly the local Police in Tuticorin known as Q Branch, are convinced that the vessel was operating illegally.

The Mission to Seafarers and other maritime charities are making an appeal via the Foreign and Commonwealth Office (FCO) and the UK parliament, for urgent and immediate diplomatic interventions on this matter.

SSA Stresses the Importance of Distinguishing between Piracy and Armed Robbery when Reporting Incidents It is important to distinguish between armed robbery and piracy when reporting incidents in South East Asia waters says the Singapore Shipping Association (SSA) which has commissioned a study to determine the scale of threat posed to seafarers in the area.

The findings reveal that in the first quarter of this year the vast majority of incidents in this region fall under the category of armed robbery (which is within the territorial waters and under the jurisdiction of the sovereign state) not piracy (which is on the high seas). The distinction determines whether a merchant vessel can seek protection from the navy/ coast guard of the littoral state or from the navy/coastguard of the vessel’s flag of registry.

Seafarers should note that recent reports of pirate attacks are in fact more likely to have been armed robbery and targeted at specific vessel types, particularly when in port or at anchor. SSA stresses that, with an estimated 50,000 -90,000 vessels transiting SOMS (Straits of Malacca and

Singapore) each year and further numbers sailing around the South East Asia and South China seas, it can be calculated that the likelihood of a merchant vessel, which exercises high vigilance and conducts anti-boarding watch, being attacked is between 0.012 and 0.07%.

The situation in the South China Sea is vastly different to the situation in the Gulf of Aden where heavily armed pirates board vessels in open seas with the intention of taking the ship and its crew hostage for ransom payments.

To fully understand the real scale of the problem the SSA commissioned a technical report to examine incidents of armed robbery and piracy in South East Asia waters and the South China Sea. The report undertook a detailed analysis of the quarterly reports of the International Maritime Bureau of the International Chamber of Commerce (ICC IMB) and the Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) for the first quarter of 2015 (1 Jan to 31 March). The findings revealed that only 14%

of attacks on merchant vessels were classified as piracy. Of the remaining incidents, 85% were cases of armed robbery with almost half of these (46%) occurring while in port or at anchorage. The vast majority of incidents (68%) involved “petty theft” by unarmed perpetrators where crew members were unharmed and economic loss was low.

SSA is encouraging Captains and seafarers to ensure they comply with recognised methods to counter possible boarding when traversing South East Asian waters and advises that, if boarded, Captains should put the well-being of their crew first while, at the same time, fully complying with the standing instructions of their respective companies.

SSA has worked with ReCAAP to provide Guidelines for Tug Boats and Barges Against Piracy and Sea Robbery which can be found online at www.recaap. org It also points out that the Best Management Practices for Protection against Somalia Based Piracy (BMP4) can be successfully adapted for use in South East Asia.

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Cyber security workshop Cyber security: now byting the offshore marine industry

Wednesday 9 September 2015 HQS Wellington • London • United Kingdom This event is part of London International Shipping Week (LISW)

EATEION FGR ISTR

RE

FOR

BERS

MEM

TIME TO BYTE BACK The recent publication of the US Coast Guard cyber security guidance and debate at the IMO’s Maritime Safety Committee, have highlighted the need for the marine industry to take proactive action before a major cyber security incident is allowed to occur.

Together, International Marine Contractors Association and Security Association for the Marine Industry (SAMI), have taken the initiative and are hosting a workshop to tackle the issue. The workshop aims to provide those attending with latest assessment of and current trends in cyber security threats and to provide guidance on how to counter the this potentially catastrophic 21st century security phenomenon.

HOW THE EVENT WORKS

WHO ATTENDS?

HOW TO REGISTER

Cyber security experts, Templar Executives, will be facilitating the programme of events during the workshop which will include a briefing on the new marine cyber security guidance developed by the Round Table of international shipping associations including BIMCO (which is likely to be incorporated into IMO guidance), as well as threat updates from well respected subject matter experts from the industry.

The event is aimed at Directors with security responsibilities, Company and Ship Security Officers as well as IT personnel. However, due to the nature of the cyber security threat in the offshore marine domain, any other personnel with an interest in the field are welcome to attend.

To help us plan for the event, please register your interest to attend as soon as possible. Registration is simple:

Syndicate work will involve group discussion on cyber security incidents based around a central scenario, configured to the offshore sector and ranging in severity from simple inadvertent mistakes up to malicious organised attacks. Output of syndicates will be captured by mentors from Templar, SAMI and IMCA and used to prepare informative guidance for the organisations’ members. This will be distributed through each associations’ usual communication mediums. It is intended that attendees will leave the event ‘uncomfortably educated’ about the threat to the commercial maritime environment.

10:00

REGISTRATION & COFFEE

10:30

• Threat update • Current trends • BIMCO marine cyber security guidance

PROGRAMME OVERVIEW

• Click the link below • Complete the email form (remember to let us know if you are an IMCA or SAMI member) • Send it back to us

PRICES For IMCA & SAMI members the event is free to attend. The price for non-members is £120 + VAT per person.

All attendees must register in advance.

12:30

Syndicate briefings

13:00

LUNCH

14:00

Cyber threat scenario table top syndicate work

If you have any queries please contact Claudine Bleza at IMCA:

16:30

• Workshop debrief • Hot wash up • Feedback

E-mail: events@imca-int.com Tel: +44 (0) 20 7824 5523 Fax: +44 (0) 20 7824 5521

17:00

IMCA & SAMI reception

TO REGISTER YOUR PLACE EMAIL events@imca-int.com

www.imca-int.com/events