CYBER THREATS: Fact or Fiction

An In-depth look at the Risks of Being Connected

TACKLING DRUGS TRAFFICKERS

Border Force Launch New Training Ship Altea II

THE WAY AHEAD FOR PMSCS

Are We Looking at a Multi-National Future for Security Teams?

REGULATION CHANGES

Security Evolution and Adaptation from the Legislators

BRIDGEBRIDGING THE GAP BETWEEN SECURITY AND SHIPPING

the

Issue

6 : 10

.14

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.

It has been a period of challenges for the industry in the past few months, but the private maritime security industry has reported one of its busiest periods recently.

The industry is progressing and we explore the issues shaping the response to shipping challenges and threats. The private maritime security industry has made amazing progress with new regulatory structures over the past 3 years and we continue to see the successes of maritime security – whether it’s tackling piracy, crime, or terrorism.

Inside we explore the “Seas of Changes” which will bring an evolution in some parts of the industry, but which could spark a revolution in others.

As we have stressed, maritime security does not begin or end with armed guards – and we have been continuing our work across a diverse mix of issues. Uppermost in this work has been the drive towards a maritime cyber security regime. Inside we look at the work which has driven progress in tackling this most modern of threats.

We also explore SAMI’s new academic partnerships initiative, as we seek to bring research, analysis and academia closer to the front line. With the support of a number key universities and leading academics we are set to launch the “The International Journal of Maritime Crime and Security”, and an academic conference next year.

BRIDGE

PAGE 3

Welcome to the

www.seasecurity.org

CONTENTSSeas of Change Page 5

IN FOCUS: Cyber Threats - Fact or Fiction Pages 6-7

The Dark Web Page 8

A Dearth of Data Page 9

Border Force: Training Ship Launched to Stop Drug Trafficking Page 11

Member News Pages 12-16

A Multi-National Future for Private Maritime Security Page 18

Evolving and Adapting Regulations Page 19

Maritime Security Matters Pages 20-23

Climbing to New Heights for the Sailors’ Society Page 24

Global Reach Page 25

Secretariat Update

SAMI’s Secretariat team are on hand to help:

Peter CookChief Executive Officere: pwjc@seasecurity.org

t: +44 (0)207 788 9505

Steven JonesMaritime Directore: smj@seasecurity.org

t: +44 (0)20 7788 9505

Andy StrawChief Operating Officere: ans@seasecurity.org

t: +44 (0) 7972 568 098

Nadia BaltaMembership Managere: nb@seasecurity.org

t: +44 (0)207 788 9505

Elisabeth WilsonHead of Equipment, Technology & Hardwaree: edw@seasecurity.org

t: +44 (0)7779 667 420

Gianna Molica-FrancoManaging Editor - theBRIDGEe: bridge@seasecurity.org

t: +44 (0)7891 789 868

Anneley PicklesHead of Affiliates, Advertising & Sponsorshipe: ajp@seasecurity.org

t: +44 (0)7891 791 032

Contact Us

+44 (0)20 7788 9505

enquiries@seasecurity.org

HQS Wellington, Victoria Embankment, London, WCR 2PN

PAGE 5

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

The private maritime security industry has made amazing progress by introducing and embracing new regulatory structures for private maritime security companies (PMSCs) over the past 3 years since SAMI’s launch and thereby gaining credibility as an effective deterrent against piracy.

This regulatory structure is based on three key documents. BIMCO’s GUARDCON which provides a standard contract for the use of privately contracted armed security personnel (PCASP) embarked on ships transiting the High Risk Area. ISO PAS 28007:2012 is the standard all PMSCs should be working towards (37 PMSCs have now completed certification with around another 15 PMSCs in the pipeline of certification). The 100 Series Rules for the Use of Force, a “model” set of RUF, based on self-defence, acts as a benchmark for the use of reasonable and necessary force in the protection of a ship against hijacking by pirates.

These three foundation documents, written for the North-West Indian Ocean, provide the basis on which we can build for new areas of activity, amending and adapting them as appropriate.

The question we now need to ask ourselves is “what is the next stage?” Is it, as many believe, the development of vetting, training and education of the operatives used by PMSCs? After all, these are the individuals that are entrusted with so much and are the custodians of the hard-won company reputations.

In these challenging times, where rates are under extreme pressure, making margins tighter, it is difficult for PMSCs to focus on anything other than the bottom line. But this has to be the point at which we should be looking at training standards and deciding, what is relevant, practical and cost-effective whilst providing a high quality professional operative. There also need to be robust contracts that work well for both contracting parties, with insurance in place to cover unforeseen events.

It is true that many PMSCs within SAMI have established their own comprehensive training packages, but without an internationally recognised standard much of this hard work doesn’t get the recognition or credibility it deserves.

Is it now time for us to evolve? Should we develop international standards for operatives that are fit for purpose and achievable? Do we need to provide a well-designed training system that feeds into other areas of maritime security? There are many questions, and no doubt many possible solutions. The foundations of any new structure should be based on continuous professional development and incorporate education, potentially leading to post graduate qualifications.

Paradoxically for those PMSCs now working with the oil majors and the offshore oil and gas industry the emphasis is far more focused on quality than price but still getting value for money.

It was a busy summer on board HQS Wellington with the Secretariat team continuing work on a variety of projects and developing a number of global partnerships.

SAMI is delighted to announce that we have established a partnership with the International Marine Contractors Association (IMCA), the trade association for the offshore oil and gas industry. It is clear that the offshore oil and gas industry take security seriously and this new partnership allows SAMI to spread the word about maritime security matters and create linkages for member companies. This growing sector will hopefully provide a launch pad for members to work with this sector in the future. We very much look forward to working with the IMCA secretariat and membership.

Following the success of the Cyber Security conference, SAMI has begun work with the Nautical Institute to assess the scope of cyber issues and also the potential solutions. This partnership will provide an excellent opportunity for SAMI members to actively engage with industry in a wider risk management context.

The Association’s work with the International Contact Group for Piracy off the Coast of Somalia (ICGPCS) continues. The past few months have seen us engage with the Working Group on Capacity Building following concerns from PMSCs about operations in Somali Territorial Waters as well as involvement in discussions on the continuing maritime security provisions in the HRA.

SAMI has been invited to attend the European Commission’s Stakeholder Group for Maritime Security (SAGMas). This forum provides organisations representing security providers and shipping associations with security interests to discuss the requirements of maritime ‘consumers’ and nation states.

Work on the PROMERC project has continued with the latest workshop taking place in Crete in early September. Representatives of major shipping companies worked alongside Military personnel, scientists and engineers from the PROMERC consortium, including SAMI’s Elisabeth Wilson, to refine the tools and databases that have been created to date. The first publicly available deliverable will be a guide to countermeasures which will be available towards Christmas.

theBRIDGE is produced quarterly for The Security Association for the Maritime Industry in January, April, July and October.

We welcome contributions from across the industry and have advertising and sponsorship opportunites available.

For all enquiries please contact bridge@seasecurity.org

- Regulatory structure has been embraced by PMSCs

- With tighter margins it is difficult to look at anything other than the bottom line

- Training and development of operatives is fundamental to upholding standards

- Evolution is required to include continuous professional development and training

- An international standard is required to ensure recognition and credibility

As the global focal point for maritime security matters, SAMI is constantly monitoring any potential security threats over the horizon for shipping. As part of this remit, the Association has turned its attention to the potential cyber threats hidden within the industry.

SAMI recently held a seminar on maritime cyber security (MCS), and played host to leading experts and a mixed audience of maritime professionals, as this most modern of shipping threats came into the spotlight.

The gathered experts believe that hackers will soon discover shipping’s soft underbelly, and when they do, and as bandwidth increases allow – then the results could be terrifying, as criminals, pirates and terrorists begin to target shipping.

It seems shipping may have been lucky up to now, but “security through obscurity” is not a sustainable solution. Professor Sadie Creese of Oxford University claims that a cyber-attack in shipping is a “when-not-if” problem – so the industry needs to get ready.

At the moment the number of known shipping cyber cases is actually low, as attacks often remain invisible, but these numbers are likely to grow in number and impact.

Whatever the true picture, the divergent views suggest that facts and hard data concerning maritime cyber security are hard to find. What is certain is that as crew complements get smaller and ships get bigger, ships increasingly rely on automation and remote monitoring, meaning key components, including navigational systems, can be compromised.

The perennial technology problem onboard ship is the USB flash drive. Indeed the potential for a seafarer to unwittingly infect shipboard systems has grown exponentially over the past couple of decades. This is the so-called “insider” threat posed by seafarers.

While hugely concerning it is also the easiest to remedy, stemming, as it does, not from malicious intent but through ignorance or lack of understanding. This means that introducing systems, protocols and cultural changes can bring rapid improvements.

This does not, of course, address the less certain issue of external threats, that of the dreaded “hacker”. Technology and the connections this brings, has seemingly opened the door to emerging threats and vulnerabilities, as equipment has become accessible to outside entities.

Researchers have discovered significant potential issues in the three key technologies sailors use to navigate: Global Positioning Satellites, marine Automatic Identification System (AIS), and Electronic Chart Display and Information System (ECDIS). According to one report, a probing of the online defences of the world’s 20 largest container carriers found that 16 had serious cyber security gaps.

The vulnerabilities take on a wide spread of faces – ranging from an attacker with a cheap GPS jammer exploiting weaknesses, through to tampering with AIS data such as a vessel’s identity, type, position, heading and speed to shore stations and other ships. These are real problems, but it is unclear as to who is willing or able to tackle them.

PAGE 6

Ships need to embark on a simple “cyber-hygiene” routine to ensure that many of the more obvious vulnerabilities are dealt with.

Thinking about this in plain security terms, locking a door isn’t going to stop the determined criminal but it will prevent opportunist thieves, and may also guard against the stupidity of those who could compromise security by accident.

In particular, there are some absolute basics which vessels need to implement onboard as practicable actions that do not incur excessive overheads or complications:

• Setting up strong user access control;

• Setting up strong network access control;

• Performing back-ups;

• Testing disaster recovery plans;

• Making sure any anti-virus software is kept up-to-date.

The speakers warned against any feeling of a false sense of security, stating that as ships grow in complexity we can no longer afford to ignore the problem. Indeed there were calls for cyber management and security to be aligned with the traditional notions of managing safety and security.

It was also stressed that shipowners and operators must start by thinking defensively and building in resilience from day one, with IT security policies that are explicit and carry tough penalties for infractions.

The problem of cyber-security might be couched in technological terms, but the solutions are likely to be both technological and cultural. It was also stressed that while cyber failings will result in operational and safety issues, there are also potentially significant legal, insurance and liability issues to consider.

Another issue which was explored, was that of seaworthiness. This concept is one of foundations on which maritime Law, insurance, the rules governing the Carriage of Goods by Sea, and liability rest.

The carrier’s duty to provide a seaworthy vessel has received considerable attention, worldwide, from courts, scholars and others in the shipping industry. In essence a ship must be made fit to meet and undergo the perils of the sea before it embarks on a voyage. If it isn’t seaworthy and something goes wrong whilst underway, there can be serious legal and commercial ramifications.

What, it was asked, are the boundaries of ‘seaworthiness’ and would a cyber-issue compromise this? Currently there is no clear answer, but cyber security vulnerabilities could, it seems, be a seaworthiness issue.

Shipping law firm Holman Fenwick Willan stressed that there is no case law as yet, so it is not possible to know. So if an accident happens as the result of IT systems being compromised by a hacker or a virus contained within a digital chart system, does that count as negligence on the part of the ship owner? Would this mean that seaworthiness is affected? At the moment we have only questions, but answers are needed.

IN FOCUS:

Cyber Threats:Fact or Fiction

What Next For Maritime Cyber Security?Following the conference it was decided that action was needed to further raise awareness on cyber security needs and the potential challenges in the maritime sector.

It was also clear that efforts were required to both understand the problems facing the maritime industry, and to begin to address the development of cyber security solutions.

As part of this ongoing work, SAMI is seeking to work with partners on a strategic approach to MCS, while developing processes, plans and procedures which can assist the industry in mitigating risks and managing ongoing threats.

The goal is to raise awareness, to enhance understanding and to work across the maritime industry to drive improvements in the cyber security of people, vessels, cargoes, ports and trade.

Amongst the aims of this approach are the following:

• Develop an accepted definition of “maritime cyber security” and its elements

• Map stakeholders

• Explore and foster coordination, dialogue and cooperation

• Develop strategic aims and objectives

• Raise awareness of MCS needs and challenges

• Develop good practices for the management of MCS

• Align MCS concepts with the challenges of merging physical security and maintaining onboard safety

• Develop a risk-management -based approach for MCS

• Develop an industry wide scheme to identify critical assets which would be affected by MCS

• Understand what the cause, impact and consequences on the assets of MCS issues could be

• Explore the alignment and harmonising of flag State policies

• Specify the shipping, offshore oil and gas, logistics and port roles to manage MCS issues

In addressing the matters of definitions, threats, assets, best management and responsibilities, it is hoped that the shipping industry can work together to begin the process of mitigating the risks posed by cyber security.

PAGE 7

As a company, Quintillus have worked in the maritime security industry for many years. Our latest software, MariTrace, allows our clients to efficiently filter and analyse incidents of piracy worldwide and make informed security decisions based on that information.

As part of our process we collect information on incidents and turn the narrations into both meaningful and analysable data that our clients can access for evaluation. Our process of classifying incidents of piracy into a high number of categories is what allows our clients to tease out information about what kind of vessels are favoured for attacks, and what the nature of those incidents may be.

However, we believe that a problem exists in the maritime industry as a whole. While our analyses will be indicative of the characteristics of pirate attacks, it may not give a comprehensive picture of the number of incidents occurring in spite of the fact that we believe our data set to be one of the most wide-ranging and detailed available.

The difficulty is down to what we believe is an industry-wide set of problems with the flow and nature of information. These problems appear to fall into four broad categories.

The first issue is that incidents are often simply not reported at all. While the level of under-reporting is difficult to quantify (we don’t know what we don’t know) we have long been suspicious that it is high. Indeed, a leading PMSC told us, “Data on incidents of Somali piracy, where there is a considerable international infrastructure in place to monitor piracy, is perhaps the most complete and readily available. But even this can have a considerable degree of variance. However, data on maritime crime and piracy in the Gulf of Guinea, even including those incidents that involve the kidnapping of crew from vessels, is notoriously ‘under-reported’. This is also true for the other ‘high threat’ areas of Southeast Asia and the Central Americas.”

This raises the question of why incidents might go unreported. Another of our PMSC clients told us that they actively encourage the master of any vessel involved in an incident of piracy to inform UKMTO / IMB upon the occurrence of an incident, however “whether or not he does is essentially down to his / his owner’s policies and procedures.” Some of the reasons cited to us for under reporting include the fact that reporting incidents to the IMB is not mandatory, the lack of awareness of the crew of clear protocols to follow when an incident takes place,

questions on the competency and professionalism of the local port authorities and the possible negative commercial impact on the company affected. Indeed, this last point was raised time and time again.

The second issue concerns the timeliness of reporting incidents. If a vessel is attacked (and in particular if it is attacked unsuccessfully) that information needs to be disseminated to any vessels in the area immediately. If the data about an incident is more than a few hours old, it is often only useful for retrospectively analysing the current methods of piracy in that part of the world as opposed to seizing the opportunity to immediately mitigate against further incidents.

Thirdly is the matter of quality information. Often we hear reports of “armed” pirates, but which never state what those arms were. If the time of an attack is reported, some reports will not make it clear whether the time was local or UTC, and the expression “fired-upon” is used a lot, often without saying which weapons were fire at the vessel. Being fired at with an RPG is obviously quite different to being fired at with a pistol.

Finally is the question of who the information is reported to. To quote one of our clients “Within the maritime community there are a number of sources one can use to obtain intelligence on where the latest piracy incidents occurred, however it’s is not long before you realise that there will be some incidents being reported on one source and not the other - how can you tell which is more reliable?”

We are really only scratching at the surface of this subject, but stimulating a broader discussion on this topic can only be a good thing.

Needless to say, blame cannot be pinned on any sole organisation for these problems, particularly not the IMB, who are doing an incredible job under very difficult circumstances. However, in spite of their efforts, we still believe there is a dearth of data and a lack of comprehensive reporting. While software such as our own can provide an excellent analysis of the differing nature and rate of piracy worldwide, the primary problem of under-reporting makes it very difficult to provide a true account of the number of incidents.

This hands an ace card to those we are trying to help defeat.”

A DEARTH OF DATAThomas Owen from software specialists Quintillus gives an overview of the biggest issues affecting incident and data reporting in the maritime sector

The World Wide Web is an integral part of most peoples’ day to day lives, especially at sea, enabling much of what we do today. The team from SecurityNewsDesk has been exploring the darker side of being connected.

With the proliferation of IP enabled devices the Internet and its workings are becoming more important. It is critical that any area that allows hidden Internet traffic is understood so that potential threats can be assessed and appropriate mitigation actions taken.

The top level of the Internet is often referred to as the Surface Web. This is anything that can be indexed by a typical search engine such as Google or Yahoo. These rely on pages that contain links in order to find and identify content.

The next level is the Deep Web – anything that a search engine cannot find. There are a number of reasons why search engines can’t find data on the web, the main one being that content is ‘hidden’ behind a website’s search box and does not contain links to the Surface Web. This is common in many government websites and other data repositories such as libraries. Search engines do not search inside a website and most data that makes up the Deep Web is generally not anything illicit.

Digging a little deeper – and darker – we find the Dark Web. This is a small portion of the Internet that has been intentionally hidden and is inaccessible through standard web browsers. There are many anonymous networks that can only be accessed via specialised browsers and it is in this area of the web that illicit activities take place.

Often you only come across the Dark Web in the press or after an attempted hack or other illicit activity and it is very difficult to identify the origins of that activity.

Trying to find out where these illicit actors have come from and what risk they pose to your business requires expertise. This expertise is not just in finding particular sites, but also in getting into them and maintaining ‘membership’ whilst remaining legal. A further challenge is staying safe so the owners of the illicit site don’t discover who is looking at them and why!

Luckily, there are firms who specialise in identifying threats to businesses and individuals can be properly quantified and cost effective mitigation steps taken.

One such company is GeoRiskAnalysis, which has a cyber security division specialising in mapping the Dark Web to provide the information needed to mitigate the risks emanating from this area.

Vasco Amador from GeoRiskAnalysis discussed the risks from individual and companies operating in the Dark Web with SecurityNewsDesk.

“Key indicators suggest that we are not making enough progress with cyber security and are possibly going backwards,” he said. “Companies, governments, schools, and critical infrastructures, are experiencing increased data breaches, criminal activity, essential e-services disruption and property destruction.”

Amador went on to explain more, saying, “The first risk is a breach. The number of breached records rose by 350 per cent in 2013, with approximately half of the US population’s personal information exposed in a 12-month period. The average time it takes an organisation to detect a breach is 32 days, an increase of 55 percent from last year.”

“The second risk is crime and financial, informational, and industrial espionage. By one estimate, cybercrime and economic espionage costs an estimated 445 billion US Dollars globally (an increase from last year).”

“The third risk is disruption of e-services. A Disrupted Denial of Service (DDoS) campaign has been underway for the last year against the US top financial institutions. The DDoS attacks are reaching levels that are disrupting citizen’s ability to conduct banking, and communications providers can no longer guarantee quality of service or business continuity.”

“The final risk is destruction. In August 2012, Saudi Aramco suffered a targeted attack that used malicious software to destroy data and damaged nearly 75 per cent of the company’s IT infrastructure. Corporate officials declared it a targeted attack intended to affect oil production. A few months later, in March 2013, multiple financial institutions in South Korea suffered damages from malware similar to that used in the incident against Saudi Aramco. Their e-services were disrupted and data was destroyed.”

Amador concluded that, “Cyber breaches, crime, disruption, and destruction have significant implications for global trade and global business continuity. Cyber security constitutes a risk area for all organisations whether they acknowledge it or not.”

The Dark Web – Ignore this Security Space at your Peril

PAGE 8PAGE 9

Article kindlycontributed by:

Article kindly contributed by:

Training Ship Launched to Stop Drug TraffickersBorder Force has long been recognised as a world leader in the field of drug detection and one of the main reasons behind this success has been the high quality of its training.

In order to keep pace with the growth in international drug trafficking and to combat the increasingly sophisticated techniques employed by well financed drug cartels, Border Force have developed an extensive portfolio of practically orientated, skills based, anti-smuggling training to be delivered by the Commercial Vessel Rummage Training Centre.

The training has been designed to incorporate flexibility, allowing the differing needs of students from diverse backgrounds to be effectively addressed. Courses can be tailored to meet a wide range of needs, from first principles to advanced search. This training is available either in Liverpool or at clients’ premises.

Now moored at Sandon Dock in Liverpool, the Altea II is a 72.45 meter multi-purpose dry cargo ship. Built in 1983 and having traded around Northern Europe, the ship has retained many original features but has been specially adapted to enhance training.

The ship allows for a myriad of uses in a controlled environment including:

Working at Height In addition to existing structures on the ship the cargo hold has been adapted for working at height equipment use. The ship is a novel environment in which to practice or teach working at height.

Search of Confined SpacesAltea II has been specifically adapted for breathing apparatus, medical techniques and confined space rescue training and drills.

Zoned lighting and carefully considered construction allows for safe adaptable training

For more information:

UK Training and Technical Advice:

David SmithCommercial Vessel Rummage Training, Liverpool+44 (0)151 934 1215

david.smith29@homeoffice.gsi.gov.uk

cvrt@homeoffice.gsi.gov.uk

Overseas and International Training Requests:

Naheed ConmeyInternational Engagement, London +44 (0)207 0354471

naheed.conmey@homeoffice.gsi.gov.uk

BFInternational@homeoffice.gsi.gov.uk

PAGE 11

Member NewsUpdates from SAMI’s Global Membership

Zeus Maritime Services Ltd is the latest SAMI member to announce its approval by Lloyd’s Register Quality Assurance to ISO 28000:2007 Security Management System Standard.

The company’s Security Management System for the Supply Chain certificate is applicable to “Provision of Private Maritime Security Services, providing privately contracted armed security personnel on board ships in transit across international waters; operating in Gulf of Aden, East Coast of Africa and Indian Ocean”.

This Certification demonstrates to the international maritime industry that Zeus maintains the highest possible level for providing Maritime Security Services, a level that is shared by a handful of Private Maritime Security Companies. Based on previous experience regarding the ISO 9001, Zeus personnel were familiar with the ISO procedures. The company has been heavily involved in the development of the ISO PAS 28007 from the initial writing of the base documents to the most specialized technical procedures.

Zeus Director of Operations, Col. (ret) Petros Alexandratos comments:

“This new accreditation ensures the Maritime Industry that ZEUS can legally, safely and effectively guard seafarers, their vessels and cargo. It makes us extremely proud and it reflects the company’s belief that clear terms and standards are critical to the ongoing development of private maritime security. LRQA is one of three certification bodies that participated in the UKAS pilot scheme and therefore we are delighted to have been certified by LRQA, an organization with such strong maritime credentials.”

www.zeusmaritimesecurity.com

ISO Approvals Continue for SAMI MembersEstonia’s largest security service exporter, ESC Global Security has achieved ISO 28000 with ISO PAS 28007 accredited certification, granted by MSS Global.

Over a six month period MSS Global evaluated ESC’s safety management system planning and management, also armed and unarmed security solutions before issuing the approval.

According to ESC CEO Jaanus Rahumägi,

“The certification gives ESC – a company from a small country that is unknown as a military force – an opportunity to break out from the constant need to assure industry of its capabilities. ISO certification is a clear sign of quality to ship owners and gives ESC a capacity to operate on the same grounds with other leading maritime security companies in the world,” said Rahumägi.

ESC Global hope to seize the market with this international recognition:“

The paper itself does not provide us with a warranty for the future, but the fact that an Estonian company has entered the global maritime security elite is something really special. It gives us an advantage in today’s market where many of our major competitors are experiencing difficulties or have gone bankrupt. ESC’s financial situation is very strong and this provides the opportunity for further growth. This year we hope to increase our sales about 20 per cent. However, the maritime security market is very dependent on what’s happening in the world. So making very accurate predictions in this rapidly changing market is difficult,” Rahumägi added.

www.escgs.com

Combining the knowledge base of personnel with military and merchant marine background has proven to be very effective for Tundra Maritime Defense Services (MDS).

As a further step towards improving their services to maritime clients, Tundra MDS now have the ability to advise their new and exisiting client base on cost-effective ways to achieve fully-effective hardening of their vessels.

Combining the expertise of the former head of security of a leading ship management company with the broad knowledge-base of their highly experienced team of maritime security experts, Tundra MDS can advise ship owners on more economical ways to ensure the maximum physical protection of vessels.

Utilising standard ship construction methods that still ensure full integrity rather than the more expensive method of ad-hoc fitting of unnecessary military-

grade materials, the strategy ensures not only anti-piracy protection, but also provides effective physical protection against drug smuggling, stowaways and theft. The modifications can be planned to be incorporated during the design, ship build and routine dry dock phases, allowing further savings to be made.

The new concept will be presented by Tundra MDS’s during the Seatrade Middle East Maritime exhibition in Dubai - October 28th to 30th at stand P14.

Knowledge and Experience Prove Effective for Tundra Maritime Defense Services

Capt. Ulrich Ganz joins Tundra Group fromBSM Tundra Group has announced the addition of former Senior Company Security Officer (CSO) for Bernhard Schulte Shipmanagement (BSM), Captain Ulrich Ganz, to their Senior Management team. An Ex-Master and Marine Superintendent with over 30 years’ experience which includes Salvage, Ship Management, Maritime Security, ISM, Incident Investigations, Ransom Negotiation and intervention in drug related vessel detention. Ulrich previously worked for BSM as their global Maritime Security coordinator, in charge of BSM's Anti-Piracy and Security Group, responsible for setting security standards on 350+ Vessels and for the development and implementation of Group Security Procedures and standards, including technical reviews of all vessels and shore-based security plans and disaster recovery plans. He was also responsible for the formulation of vetting standards and vetting of PMSC's to BSM Group standards.

Tundra MDS’s Managing Director, Lee Rimmer, said: “We are extremely pleased that the person responsible for auditing and vetting PMSC’s for the 2nd largest Ship Management Company in the world has decided to join Tundra MDS, that’s a great testament to the quality of our operations and of our personnel” Ulrich’s remit will be to help Tundra MDS to maintain its position as the industry leader and he will also oversee the larger Tundra Group’s recent move into Nigeria, having coordinated BSMs security there for the last 2 years.

www.tundra-international.com

Will Watson joins Meridian Global ConsultingWilliam H. Watson has been appointed as Vice President of risk mitigation specialists Meridian Global Consulting, LLC.

Company CEO Jonathan McConnell announced the appointment in August, stating, “We are pleased that Will Watson has agreed to join the Meridian Global team. His wealth of experience in the maritime, security and intelligence communities will serve our clients exceedingly well.”

Prior to joining Meridian Global, Mr. Watson maintained his own consultancy, based in Washington, DC, and will continue to be based in the US Capital. Mr. Watson’s experience includes serving as a flag State security officer for one of the world’s largest ship registries; service as a delegate to the United Nations Contact Group on Piracy off the Coast of Somalia; and as president of a Private Maritime Security Company.

Watson is Vice President and Governor of the Maritime Security Council, serves as the maritime representative to the National Council of ISACs (Information Sharing & Analysis Centers) and is a participant in the National Maritime Intelligence Advisory Group (NIAG).

Speaking of his new position Watson said “I am very proud and excited to be part of this professionally operated, ethically oriented and quality driven company. Safeguarding the maritime industry is critical to protecting global commerce and Meridian Global is dedicated to that cause.”

www.meridianglobalconsulting.com

Guardian Global Resources appoints Sir Richard GozneyGuardian’s CEO comments: “Richard has very kindly accepted the offer to join our advisory board and will assist us in our business strategy for Sub-Saharan Africa and South East Asia. We are very lucky to be able to call on someone with such a wealth of experience and are privileged to be working with him.”

Richard boasts a varied and experienced career in the Foreign and Commonwealth Office, including posts as the UK Ambassador to Indonesia, the UK High Commissioner to Nigeria and Her Majesty’s Non-Resident Ambassador to Benin and Equatorial Guinea, which lends him huge understanding of West Africa governmental affairs, business processes and local knowledge, and setting apart Guardian Global Resources as a market leader in the region.

www.guardian-gr.com

www.tundra-international.com

ISO /PAS 28007 Success for Secure A Ship

Secure A Ship have successfully completed the ISO/PAS 28007:2102 Certification process with MSS Global.

www.secureaship.com

In Brief

Neptune Maritime Security has successfully delivered crisis management training to bolster defences at major ports in Asia, the Middle East and Africa amid increasing instability in the region.

Incidents at ports over recent years have included al Qaeda attacks in Yemen, including a LNG export facility. Further back in October 2000, some 17 crew were killed when suicide bombers in a motorboat attacked the USS Cole while she refuelling at a port in Aden.

An expert team from the company’s Dubai head office and operational support centre recently performed exacting risk assessments before carrying out specialist training for security officers and senior personnel. The risk management solutions featured such scenarios as terror attacks, suicide bombings, kidnap, civil unrest and uprisings as well routine health and safety checks. They were the latest in a series of emergency response services delivered by Neptune in the AMEA region as the expanding company continues to drive up standards in the maritime security sector and diversify its operational range. Companies must not only meet International Ship and Port Security (ISPS) Code standards and meet routine health and safety requirements but also ensure their emergency response plans are updated.

Neptune, with offices in the UK, Dubai, Tokyo and Singapore, initially carried out a bespoke risk assessment at a port, which has not been named for security reasons. The assement and training programme covered such factors as staff, office facilities within the port and terminal and the company’s vessels.

A risk register was drawn up with possible impact and company liabilities from a wide range of potential factors, including economical, operational and environmental incidents as well as potential disruption caused by local community action which could affect production. The client then selected training options for its senior management team and security officers in a variety of areas. They included potentially troublesome local officials, behavioural and scenario training which also factored in the potential for civil uprising and possible terrorist action, along with health and safety training. Exercises were carried out in the classroom and in ‘real world’ situations. The recent crisis management training by Neptune comes hot on the heels of the company becoming one of a small number of accredited PMSCs to achieve associate membership of BIMCO, one of the world’s largest shipping associations, after achieving the ISO (PAS) 28007 accreditation.

www.neptunemaritimesecurity.com

There are more than 12,000 ports worldwide IHS Sea-Web

Some 90% of world trade is carried by the shipping industry International Chamber of Shipping

Safe Port in a Security Storm

Speaking about the training Johnson said: “Neptune has a successful track record of providing specialist security and risk management solutions in ports and shore-side industrial and petro-chemical facilities around the globe, as well as our background as a trusted and professional PMSC in vessel protection. “Using our experience in creating emergency response plans, a thorough understanding of the ISPS Code and health and safety planning, we have been able to provide clients with the necessary skills to enhance their businesses in hazardous countries while ensuring the safety of staff and operations and reducing potential liabilities.” He added: “Our latest specialist solution was for a port operating in a potentially hazardous area against a background of increasing regional instability. “We delivered a bespoke risk assessment and training programme to give the client greater capabilities and the confidence to focus on operations rather than worry about potential dangers. “Mitigation is always the safest plan of action whether it is for shipping, ports, shoreside and offshore facilities, or cruise terminals.”

Neptune Maritime Security’s Business Development Manager Jeremy Johnson gives an overview of the assistance they have been giving to major port operators, who are becoming increasingly aware of potential risks at their facilities worldwide.

Guardian Global Resources establishes in Nigeria

Following many months of preparation and substantial investment, Guardian is proud to announce it’s Nigerian maritime security service offering.

Guardian’s CEO James Kirsop-Taylor said “ We are delighted to announce that after a considerable amount of time spent on the due diligence process, we have now established our Nigerian business. This is in line with our growth plans for Sub-Saharan Africa and our desire to become a security partner of choice in West Africa. Nigeria was a significant piece in the puzzle and we are delighted to be moving forward at great pace there now.”

www.guardian-gr.com

SAMI Welcomes New Members

The Association has seen another influx of new PMSC members joining over the last few months.

Blue Border Holdings Ltdhttp://maritimelandsecurity.com

Eagle Trans Maritime Solutionswww.eagletrans.net

Hudson Pacific Energy Limited http://hudson-pacific.com

ISRM Groupwww.isrmgroup.com

Offshore Security Ltdwww.offshoresecurity.co.ke

Procinctu Grouphttp://procinctu-group.com

Seven Seas Maritime Security Serviceswww.ssmaritimess.in

SWAT Security Systems Europa SLwww.swatss.com

To find out more about any of SAMI’s members and the services they offer visit the member directory online at www.seasecurity.org

Short Notice ISPS Code Security Training CoursesIMSA has announced the completion of its purpose built ‘in house’ training facility, giving the company the capability to deliver training on a fully flexible basis, including on a one to one basis, and at the shortest possible notice.

As a leading provider of ISPS Code maritime security training in the UK, IMSA has long provided MCA- and DfT-approved Company, Ship and Port Facility Security Officer Courses.

Until recently, IMSA scheduled regular open courses at outside facilities, whilst also serving specific client needs by deploying trainers overseas to deliver security training to entire ships’ crews either onboard their own vessels or at the clients’ own facilities.

Under the Manila Amendments all seafarers should have had in their possession either a PDSD or PSA certificate by 1st January 2014, however this was delayed by a number of Contracting Governments to allow more time for seafarers to obtain these important qualifications.

Nonetheless Nick Williams, IMSA’s Training manager, said that since the introduction of the PDSD and PSA courses he has been getting increasing numbers of requests from shipping companies and seafarers about the availability of training at short notice. We have individual seafarers desperate to attend a course as their employer has informed them that correct certification is now company policy before they can return to sea. Shipping companies are also enquiring whether we can provide courses at short notice.

IMSA has made vast improvements to its services and Nick said that the ability to provide this security training, at very short notice, to groups and to individual seafarers on a one to one basis at its in house facility provides ultimate flexibility and a cost effective solution.

IMSA have added the new courses to their existing portfolio of ISPS Code training and now deliver the PFSO, CSO, SSO, PDSD and PSA courses for individuals, groups and corporate clients.

For further information contact:nick.williams@imsaltd.com

PAGE 15

Endeavour Maritime continues to expand its presence in West Africa, with a formal company registration in Nigeria.

Since the start of 2014, and following demands from clients, Endeavour Maritime has watched the rise in reported incidents in the Economic Exclusion Zone of Nigeria. With daily incident reporting that has charted a variety of attacks – attempted and actual, including robberies, hijackings and kidnappings and a monthly country reporting facility that highlights key Political, Economic and Security updates in Nigeria, and beyond, Endeavour have been able to keep a close eye on the ever changing situation.

2014 has continued a pace for Endeavour including briefings to the Nigerian Navy, Shipping and Petrochemical industries on ways to mitigate armed robbery, cargo theft and kidnapping, and seen the company take a lead in demonstrating how UK Private Maritime Security Companies can provide unrivalled security expertise, training and support within the current legal framework. In July Endeavour Maritime were involved in the UK Government Trade and Investment (UKTI-BISEN) mission to Lagos on board HMS Iron Duke and in September they joined the Oyo and Niger State Governor’s to present on “Maritime Security in Nigeria - from the Economic Exclusion Zone, through the Niger Delta and along the Rivers and Inland Waterways.” at the Greater London Business Conference on Nigeria,

For more information contact: ops@endeavour-maritime.com

Nigerian Endeavour

Ship Security International (SSI) has achieved accredited certification in BS OHSAS 18001:2007 Occupational Health and Safety.

Having successfully completed and passed Stage 2 of the audit process to gaining certification of BS OHSAS 18001:2007 on 10 September 2014, SSI have now formally been granted accredited certification. Commenting upon this latest success in SSI’s continued drive to maintaining its position at the forefront of regulator excellence.

SSI’s CEO Dr Andy Hodgson stated: ‘Once again SSI has demonstrated its ability to rise to the challenge of meeting the exacting demands of gaining accredited certification and to have done so to a very high standard. Not only does this speak volumes about the quality of SSI’s management team, but it sends a clear message to current and future clients that the services provided by SSI are amongst the best in the industry and that the vision of becoming the natural choice for trusted maritime security is firmly on track.’

With SSI's plans of gaining ISO 14001:2004 certification by the end of 2014, the CEO further underlined the importance of continuing along this challenging and demanding regulatory path as not only does it demonstrate SSI’s willingness to be open to external scrutiny, but also its ability to deliver a quality service to the wider security industry.

www.ssi-ltd.com

Safety Accreditation

HRA RescueOn the 30th of August 2014, ESC Global Security’s team on board a German cargo vessel saved one Swedish and one Russian citizen who were drifting on a small rubber boat in pirate waters.

The couple, sailing from Croatia to Thailand, were only six days into their journey across the Red Sea when their catamaran sank rapidly. Since the incident occurred in High Risk Area, the ESC security team had to evaluate the overall situation, ensuring it was not a trap by potential pirates and the Senior Team Leader made a decision to advise the Master that the rescue operation could be executed without any additional risk to the Vessel or Crew.

The rescued couple Stefan & Lana Jerkander made the following statement:

“In spite of the fact that it was pirate water, the captain and his crew, after long and thoughtful research, rescued us from a probably sure death. One of the reasons the captain was able to make such a decision, was the security from ESC. We feel that their presence made it possible for us to get rescued and survive. These three men met us with professional respect. Even as long as we were suspected persons we felt safe in their closeness. We felt they had 100% control over them self and over the situation. Also, during the trip through pirate water, we felt very safe with them onboard. We just want to send a special thanks to them and wish them the best, and at the same time congratulate you for having these guys in your fleet!”

Not unlike the shipping industry it serves, Gerry Northwood argues that the private maritime security industry is growing increasingly multi-national in complexion, and that this shift toward Asian security guards need not result in a reduction of standards.

With the building blocks of piracy still very much in place and the pirate infrastructure in Somalia being largely intact, the case for private maritime security continues to be well made. The next few years will see an increasing focus on the 70% of the earth’s surface covered in water - the oceans - part of the “global commons” where there is little if any effective governance. Navies policing the Indian Ocean often refer to the scale of the piracy problem as like policing an area the size of Europe with only half a dozen police cars.

With the recent successes of ISIS in Iraq and Syria, plus ongoing longstanding tensions with Iran, there is significant pressure on already hard pressed Navies to focus on the Persian Gulf. Warships are thinly spread through this vast region and counter piracy operations are frequently viewed as a tertiary activity. Only when the problem is acute and merchant vessels are being captured and attacked, and there is real pressure on governments to act, will the naval forces flood in to help. Meanwhile the burden falls on the rapidly maturing private maritime security industry to provide support for the world’s merchant fleets, and to keep them safe as they navigate the world’s oceans.

But this has to be seen and judged against the financial pressures operating within the commercial maritime environment. Shipping companies are increasingly demanding a quality product at a price which gives them extremely good value for money.

The successful Private Maritime Security Companies (PMSC) today and into the future will be those that are agile and large enough to be able to operate in an increasingly complex arena with more regulatory burden, and the need to be compliant with individual Flag State regulations, and international standards such as ISO PAS 28007 and the 100 Series Rules for the Use of Force. They also need to be in the forefront of the evolution of standards and procedures working closely with the IMO, the EU, SAMI, SCEG, BIMCO, insurers and ship owners thereby creating a much more professional and accountable industry base.

The good companies can deliver a tailored product to the shipowner at highly competitive prices, while retaining sufficient flexibility to provide a service at relatively short notice. In other words, depth and breadth. To do this well, the successful companies will be those that have a multi-national work force which is trained to the high standards required by ISO PAS 28007.

The most forward thinking companies have had Filipino, Indian, Sri Lankan, Ghurkha, Eastern European teams at sea for the last couple of years. In that time these Team Members, most often under the direct leadership of European Team Leaders have become highly reliable and skilled operators. Standards of English are good, they have an excellent work ethic and integrate well with the crews which they protect, being culturally and linguistically better atuned than their European counter-parts.

Neither are their military skills lacking as these come backed with hard won operational experience against insurgencies close to their home territories. To believe western militaries, Afghanistan is the only place on the planet to win front line experience. A small amount of research into the other conflicts around the world and it becomes quickly apparent this is not the case.

Training is, of course, everything. The City and Guilds Maritime Security Operatives level 3 course is the gold standard and has been designed specifically to meet the training requirements mandated by ISO PAS 28007. This training applies equally to Team Leaders as well as Team Members, and good companies have a vigorous selection process to ensure only the most competent are assigned to Team Leader positions. All of this is a major investment for any private company and is a reversal of the trend that only Government provides training and education. Not so in the PMSC sector where with hard won reputations to be protected, there has been a genuine and significant investment in people.

The truth is that the forward thinking companies, ship owner, manager and PMSC alike, are embracing a genuinely multi-national work force able to operate in complex environments to the most exacting standards now being required of security companies anywhere.

www.mast-commercial.com

A Multi National Future for Private Maritime SecurityGerry Northwood, Chief Operations Officer at Maritime Asset Security and Training (MAST) looks at the increasing shift towards multi-national security teams

PAGE 18

Koji Sekimizu, the Secretary General of the International Maritime Organization (IMO) recently spoke on a range of issues affecting shipping, with maritime security one of the key areas addressed.

Speaking on the “interdependent and globalized world of today”, he stated that the “efficient and cost-effective transportation systems” are the “engine for economic development and prosperity throughout the entire world”. Sekimizu proudly boasted that shipping is at the very heart of this.

Though he stressed there were issues which needed to be addressed in order to safeguard shipping. He believes that the IMO are taking the necessary actions to deal with maritime insecurity.

In the long-running IMO initiative to counter piracy off the east coast of Africa, the UN specialised agency is now engaged in a process to transition the implementation of the highly-successful Djibouti Code of Conduct to a new, regional structure designed to keep a lid on piracy.

At the same time, the IMO is taking action to deal with the increasingly worrying situation in western Africa and the Gulf of Guinea - for which a similar Code of Conduct was adopted last year, in Yaounde. The Sec Gen also believes that proper implementation of the ISPS Code must be pursued further to protect ships and seafarers against any kind of threat to shipping. With the basics achieved, managed and certified it is then felt possible to move forward the other areas of concern.

Away from the IMO, the anniversary of the Maritime Labour Convention (MLC2006) has proven to be a time of important reflection. MLC is behind many fundamental changes affecting the shipping industry.

Almost every one of these is positive, but it seems there are still some problems and anomalies emerging. As the convention entered into force, there were

decisions taken by some flag States which were less clear cut – most noticeably, decisions regarding maritime security operatives (MSOs). The decision by some flag States not to categorise Privately Contracted Armed Security Personnel (PCASP) as seafarers has had a serious and detrimental effect on their businesses.

Many individual operatives themselves are keen for a review of this policy, and the industry has been highlighting the associated problems to the government and appropriate authorities.

Whatever the reasons for the original stance, it appears the ability of operatives to work on vessels is being hampered, and this will affect the provision of maritime security on a global scale.

Those MSOs affected now find it harder to move to vessels – as their travel is more costly, and there are concerns over visas. If the decision stands it is likely to cost PMSCs a significant amount of additional money in the purchasing of visas, passports and administration to keep the visas of their existing personnel current.

The additional cost of moving guards around the region to meet ship’s schedules will be significantly more expensive (the increase has been estimated as a rise of 25-40% in costs) which could result in a steep rise in expenditure for those affected.

All which means the costs associated with deployment are increased, and in an extremely tight market, this is having a dreadful effect on many businesses, as it severely hampers their ability to deploy their people effectively both in practical and financial terms.

There are others issues too. Where maritime security operatives have sought seaman’s papers from different flags, there are serious concerns that any inconsistency in paperwork could cause an issue in the event of port State control inspections. A passport from one State and seafarers identification paper from another could mean potential control measures, which could impact the vessel owners and operators too.

Evolving and Adapting Regulations

28-30 October 2014Dubai International Convention and Exhibition Centre, Dubai, UAEseatrade-middleeast.com @SeatradeME

Part of

The maritime meeting place for the Middle East

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

On 22nd July 2014, the Tripartite Working Group (TWG) of the UK’s Department of Transport made announcements in respect of Privately Contracted Armed Security Personnel (PCASP) working in the Maritime domain, with specific regard to the issuing of identity cards and Seaman’s Discharge Books.

In short, the Department of Transport agreed in principle that:

• The decision made last year in relation to the MLC remains unchanged – namely that the UK do not consider PCASPs to be Seafarers for the purposes of the MLC;

• British Seaman’s Cards may be issued to PCASPs where the application is endorsed by SCEG (the details and mechanism for this to be agreed); and

• Discharge books will not be issued to PCASPs

The Association was asked by members to look into the issues that these decisions might have on the maritime security personnel they employ or contract to carry out operational duties for their businesses. The impact that non-issue of discharge books might have on UK Income Tax and claims’s for Seafarer’s Earnings Deduction was of particular concern.

SAMI discussed this matter at length with specialists from Chartered Accountants and Tax Advisers England & Co and their Personal Tax Manager Glen Huxter has provided the following overview:This has caused concern for a number of our clients and they have asked us whether the above decision will prevent them from claiming the Seafarer’s Earnings Deduction in future as they are no longer considered Seafarers for MLC purposes.

It is important to recognise that one UK government department’ s interpretation is not always binding on another and therefore, the relevant reference point to determine the meaning of a “seafarer” for the Seafarer’s Earnings Deduction is the UK tax legislation.

The meaning of employment as a seafarer can be found in the UK legislation at Section 384(1) ITEPA (2003).

The legislation says that, “... “employment as a seafarer” means that of employment (other than Crown employment) consisting of the performance of duties on a ship or of such duties and others incidental to them.”

HM Revenue & Customs also give their interpretation of the legislation in their Manual at EIM33101 which broadly

follows the description above. The Manual does go on to say employees who are seafarers are not just sailors but also anyone else who works on a ship, giving examples such as cooks or couriers on luxury liners.

Neither the legislation nor the HM Revenue & Customs Manual stipulate that a Seafarer must hold a valid Seaman’s Card or Discharge Book. Indeed, in a recent enquiry into one of our clients, HM Revenue & Customs asked for a copy of his Discharge Book OR other documents confirming his sea service. It is therefore evident that in practice, the absence of a Discharge Book would not be a deciding issue for HMRC, who would accept other records confirming his duties performed aboard a ship.

A Discharge Book has many uses and it is a convenient way to record a number of facts that may be requested by HM Revenue & Customs in order to verify a Seafarer’s Earnings Deduction claim. In the absence of a Discharge Book, a stamped letter from the ship’s captain detailing the information that would otherwise be recorded in the Discharge Book, such as the name of the ship, the date and place of joining and leaving the ship and the duties performed, should satisfy HM Revenue & Customs.

Under current legislation it remains our position, at this time, that a PCASP who performs security protection on transits would be performing “duties on a ship” and would therefore qualify as a ‘seafarer’ under the current legislation. Whilst a Discharge Book is a very useful record, it is not absolute and is not essential in order for a Seafarer’s Earnings Deduction claim. Aside from the above, the criteria for a valid claim are numerous and they can be found at section 378 onwards of ITEPA 2003.

Disclaimer: The above article is the opinion of the author on a specific issue that they

have been asked to provide their opinion upon and is provided as a general guide and

cannot be a substitute for professional advice. Neither the author nor the publisher

accept any responsibility for loss occasioned to any person acting or refraining from

acting as a result of material contained in this article.

TWG Announcement on Discharge Books and the Impact on Income

Mark Twain once said that reports of his death were “greatly exaggerated” and it seems the private maritime security industry has been suffering from a similar rush to nail the coffin shut. Despite a flurry of reports to the contrary the industry is still in fairly rude health.

The maritime security industry has had to grow under the spotlight of rigorous attention. Indeed the media has long been fascinated with security providers, almost as fixated as it is with the pirates they have battled. So any signs of problems within the industry have been leapt upon. Eager journalists have lapped up any company failures and have been seemingly keen to suggest that the maritime security solutions provided are no longer attractive.

But such gloom seems misplaced. Indeed, it was reported that July 2014 saw more armed transits than in any prior months, according to the data from a leading flag State. What has happened though is something of a price war which has seen fees slashed by 30% or more.

In a business with high costs, high risks and zero room for error this has caused some consternation.

How, for instance, can low costs and a steep drop in operative day rates seemingly be aligned with a view of a quality service?

These are questions which providers must wrestle with, but there is a very real sense that many PMSCs have had a “win business at all costs”, and there are concerns that companies have sought to focus more on forcing the competition out of business rather than at their own viability and retention of staff. Such an approach does not appear befitting of an industry which has such a unique and complex role to deliver on.

Now it seems a degree of equilibrium is urgently needed, and a cycle of maritime security “boom and bust” must be avoided. Despite fewer attacks it is the considered opinion that nothing has actually changed, and the pirates are still out there. So vessel vulnerabilities still need to be scrupulously assessed, and where armed guards are needed, then the highest standard ones available should be used.

As part of one of the most compelling public-private partnerships ever, PMSCs and navies have done so much to protect seafarers, shipping and global trade from attack. This is something which should be applauded and which can evolve to react to whatever forms of maritime threat emerge.

Going, Going, Wrong!

PAGE 20 PAGE 21

The SAMI Secretariat is fully aware that day rates for embarked teams are being squeezed, and that margins are becoming progressively tighter.

Paradoxically as an industry we have conformed to higher and higher standards (GUARDCON requirements, ISO PAS 28007, other ISO standards along with additional national and flag State authorisations and 100 Series RUF). These demands have been embraced by PMSCs, as the leading companies have looked to ensure they are able to prove compliance and their high quality.

We are also aware of pressure to reduce team sizes from four to three operatives, and in some cases two man teams. We are currently talking to the industry about the most effective way to approach this, the SAMI line is that “inadequate security doesn’t just happen, it is the commercial decision of somebody, somewhere” thereby highlighting the liability of the contractor if they decide to go for a team that is smaller than the recommended 4 (GUARDCON, IMO MSC Circular 1443 and ISO PAS 28007:2012) or go for the cheapest option. There are also concerns that such moves could invalidate or impact insurance PMSC cover.

Is PMSC Cover Under Threat?

SAMI affiliate, independent global insurance specialist, Bellwood Prestbury, is pleased to offer a free audit for SAMI members to review current international insurance.

In such uncertain times such advice may be invaluable.

For more information:

T: +44 (0) 207 305 5650

E: info@bellwoodprestbury.com

www.bellwoodprestbury.com

With the Ebola outbreak in West Africa attention has increasingly turned to how shipping companies and suppliers can keep their personnel safe and secure when travelling to far flung places.

Shipping is perhaps the ultimate global industry and one of the greatest challenges for any company is how they can send personnel abroad without putting them in danger. Whether that is from sickness or security, risks need to be managed and safeguards developed and put in place.

In order to address a number of security related issues members of the Security Association for the Maritime Industry (SAMI) are often engaged by clients to assess all kinds of differing aspects of “Travel Security”.

Private Maritime Security Companies (PMSCs) are experienced risk management advisors, and work in all kinds of complex environments to assist with the security of personnel in transit to vessels and work sites.

It is vitally important that employers access the latest guidance possible on travel security, not only because of their duty of care, but because looking after your people is the right and professional thing to do. It is not enough to simply consider how things are meant to work out – there needs to be attention given to what can go wrong and how contingency plans can be managed and applied.

There is much to be considered with travel planning – and of how personnel can be protected against crimes such as mugging, assault, theft and even kidnap. Assessing travel risk is of vital importance, as is managing identification and passports, keeping credit-cards and currency safe, supplying emergency information, and managing emergency situations, and providing the safest possible accommodation.

Crews sent to join ships or office staff sent to visit them need to be aware of the precautions they need to adopt when travelling.

Keeping Personnel Safe

SAMI’s Top Ten Tips for Safe Travel :

1) Stay alert

2) Know what kind of problems to expect

3) Know where your passport is at all times

4) Have photocopies of passport and air tickets and

keep scanned copies available in an email account

5) Avoid drawing attention to yourself

6) Travel light

7) Leave the Rolex at home wear your Casio

8) That short walk alone from the hotel will be the

one that sees you robbed

9) Unpredictability is a good defence against kidnap

10) Keep a list of key contacts easily accessible.

Since its inception SAMI has worked closely with educational establishments, academics and students across the world to share knowledge, provide comment and make links with the maritime security industry.

At the beginning of 2014, the Association initiated the development of a Global Academic Partnership, with the principle aim of building strong linkages between the private maritime security industry and academia.

Over time this will develop into a forum of knowledge between the two sectors; giving academics and students access to shared resources and information from across the maritime industry, including maritime security, policy, and law. It will also provide the maritime security industry with an opportunity to share best practice, knowledge and experience to assist with research projects.

As part of this process, SAMI has been reaching out to those respected international academic institutions with a focus on maritime and security studies to consider joining the Partnership and from initial discussions the issue has received a very positive response.

In addition to this collaboration the Partnership has begun to look at the production of “The International Journal of Maritime Crime and Security”.

At this stage it is intended that the journal will be published twice a year, in both electronic and print format.

The first issue is scheduled for publication in February 2015 to coincide with an Academic Conference organised by SAMI onboard HQS Wellington in London on Thursday 26th February. Further details will be posted online at www.seasecurity.org in due course.

The one day-conference will see students present research papers to an audience of peers, academics and industry professionals from across the globe. This will give students a chance to receive comment and suggestions on their work, and discuss with maritime professionals the issues they face and how research projects can help shape the industry.

As well as forging closer links between the two sectors, it is hoped that the conference will be an opportunity for students to take some career advice from industry delegates and for those delegates to identify key ideas and individuals who can help build a positive maritime future.

For further information about the Global Academic Partnership or the forthcoming conference please

contact Nadia Balta: nb@seasecurity.org

Want to know more about Maritime Security?Sign up today to receive the latest edition of theBRIDGE direct to your inbox...

Read more news and in-depth articles from SAMI, it’s Members and Affiliates in the enhanced digital edition of theBRIDGE

www.seasecurity.org/thebridge

‘Private Anti-Piracy Navies: How Warships for Hire are Changing Maritime Security examines the threat Somali piracy posed from 2008 onwards and the range of reactions from governments and the maritime industry over the period until 2013.

The book provides a thought-provoking look at legal developments surrounding the rise of private maritime security companies and explores some of the projects to launch 'private navies'.

From an academic point of view, the authors have compiled a well-researched summary of private efforts in the fight against piracy, starting with the British East India Company and discussing how international law has evolved, particularly in recent years. The book's subtitle, however, is slightly misleading. So far, warships for hire have not actually changed maritime security. Instead, the authors explore the potential impact private navies could have on national jurisdictions and international law, underlined by some of the very few case studies available.

While 'Private Anti-Piracy Navies' has been written from an American perspective, focussing on the US government's stance on private maritime security, the authors also take a look at international responses to the rise of the industry. Furthermore, they point out that so far, the main focus in terms of legislation and regulation has been on armed guards rather than on private warships.

The author's high level of expertise and the amount of information about efforts to regulate the private maritime security industry make this book an interesting read for anyone interested in the diverse efforts made to combat piracy. At the same time, it is first and foremost an academic thesis. Practical matters, most importantly commercial considerations, are touched upon, but not discussed in detail.

Typhon, the headline-grabbing private navy backed by commodity giant Glencore International, is a case in point. The book mentions announcements and potential opportunities for a well-funded company yet it does not go into details about why Typhon never became a commercially viable business. On the other hand, those discussions are probably the best example of the legal and operational obstacles any private navy would have to overcome.

'Private Anti-Piracy Navies' is therefore an interesting addition to academic papers discussing legal developments surrounding private maritime security. It is essential for anybody who is setting out on the perilous project of setting up a 'private navy' although it is difficult to imagine how this would be viable in current piracy hotspots such as the Gulf of Guinea or the Strait of Malacca. Readers who are interested in a comprehensive introduction to private efforts to counter piracy can use the book as an easily understandable guide.

http://goo.gl/YYZtPb

UNDER REVIEW: Research Manager Dirk Siebels takes a look at one of the latest additions to the maritime security library

Two security company execs beat over 100 others on a race over the UK’s highest peaks and have raised over £18,000 for the Sailors’ Society to boot. Protection Vessels International’s William Mackenzie-Green joined forces with Matthew Murdock of Cargill and Ambrey Risk’s James Gasson-Hargreaves and were the fastest team on the Sailors’ Society’s Three Peaks Challenge 2014, held in June.

36 teams took on the might of Ben Nevis (1,344 metres), Helvellyn (950 metres) and Snowdon (1,085 metres) in a 24 hour climb and pledged an incredible US$600,000 for the maritime charity, Sailors' Society. Team ‘Up, down and beyond’ scooped the prize for fastest time over all, scaling all three mountains in an incredible 6 hours 26 minutes – faster than the guided climb time for Ben Nevis alone!

The event saw participants travel from as far away as Canada, Singapore and Hong Kong to take part. Competitors were supported by an impressive team of mountain marshals, time-keepers, coach monitors, drivers, medics and night marshals who volunteered to work around the clock ensuring the smooth running of the challenge.

James Gasson-Hargreaves said: “I am absolutely delighted to have completed the challenge and although we set out to finish in a fast time it came as a bit of a surprise when we crossed the line first. It was exhausting but it was all for a worthy cause. At Ambrey Risk we are committed to the safety of seafarers at sea and so it was particularly rewarding that we could give a little towards Sailors’ Society, who do a fantastic job every day in providing much needed support to seafarers and their families around the world.”

James described the experience as an exercise in pain management, “My Team Captain wasn't kidding when he said he wanted to win and we set off up Ben Nevis like startled hares. 3 hours later we were on the bus before racing up and down Helvellyn in the middle of a pitch-black night for an hour and a half. Daybreak saw us take on Snowden with a gritty determination to win the record of first place for all three peaks to seize the overall winners’ trophy. Mission accomplished, we enjoyed a few cups of tea and a dip in the lake before heading to Liverpool for the prize giving.”

Jan Webber, Sailors’ Society Director of Fundraising, said, “We are so grateful for the efforts that have been made. The funds raised are absolutely astounding and will be put to good use transforming seafarers’ lives across the world. It is great to see the shipping industry going to such lengths to give something back to the seafarers on whom we all rely.”

To find out more about Sailors’ Society visit www.sailors-society.org

Security execs climb to new heights in support of Sailors’ Society

Global Reach

To find out more about Affiliate membership or working in partnership with SAMI, contact Anneley Pickles ajp@seasecurity.org

Making Maritime Business Happen

Alere Toxicology www.maritime.aleretoxicology.co.uk

ATP Instone www.atpi.com

Austral Maritime Services www.austral-maritime.com

Bellwood Prestbury www.bellwoodprestbury.com

Bio Clinics www.bioclinics.co.uk

Ellis Clowes www.ellisclowes.com

Kanoo Shipping www.kanooshipping.com

Ocean Marine Security www.oceanmarinesecurity.in

SAT Marine Travel www.satmarine.co.uk

Shorelutions www.shorelutions.com

Templar Executives www.templarexecs.com

AFFILIATES EVENTS

India Shipping Summit

13-15 October, Mumbai

www.indiashippingsummit.com

Seatrade Middle East Maritime

28-30 October, Dubai

www.seatrade-middleeast.com

Saudi Maritime Congress

25-26 November, Dammam

www.saudimariitmecongress.com

Sea Asia

21-23 April 2015, Singapore

www.sea-asia.com

FOR EVEN MORE

MARITIME EVENTS VISIT:

www.seatrade-global.com

in partnership with

SAMI hits St AndrewsSAMI members Britannia Maritime host a regular golf event for clients and stakeholders. This time round SAMI was invited to attend, and our Maritime Director Steven Jones headed north to the home of golf, St Andrews in Scotland.

The weekend is an excellent chance to meet with a cross section of the shipping industry, and the event saw insurance executives, shipowners and managers as well as a strong representation from Britannia Maritime.

Usually when visiting Scotland there is understandable concern about the weather – but as the golfers readied themselves for their rounds on the Torrance Course of the Fairmont St Andrews resort the sun broke through the haze. This added to the anticipation as the pairs stood at the first tee.

For those not fortunate to have visited the area, it truly is stunning – and even more so with the sun shining, a new Ping G30 driver in your grip and

the flag fluttering in the shimmering distance.

There was some tough competition for the prizes on offer, and SAMI was represented on the winners’ podium as Steven won the “Longest Drive” award. Having “gripped it and ripped it” on the 18th, his winning drive was estimated at some 280 yards.

The evening was then a chance to network some more, and the golfers were joined by a host of shipping executives from the Glasgow shipmanagement community. We would like to thank Britannia for an excellent event and to pass on our regards to the many new contacts we made.