Proceedings Of The Marine

SPR 2012

Proceedings magazine is a communication tool for the Coast Guard's Marine Safety & Security Council. Each quarterly magazine focuses on a specific theme of interest to the marine industry.

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piracy guidelines, and the International 7UDQVSRUW :RUNHUV· )HGHUDWLRQ FDOOHG IRU ÁDJ states to compel shipping companies to take their responsibilities seriously and to penal- ize those that do not. Anti-piracy guidance, the ITF held, was unfairly directed at mari- ners. Best Management Practices Evolve In 2009, the International Maritime Organiza- tion's Maritime Safety Committee worked to revise IMO's existing piracy guidance, "Best Management Practices to Deter Piracy in the Gulf of Aden and off the Coast of Somalia." While 11 maritime industry groups endorsed these best management practices or BMPs, ITF repeated its earlier concerns that only 50 percent of companies were exercising their duty of care to protect mariners. The ITF also stated it was in general agree- ment with the BMPs, but believed the prob- lem of enforcing reasonable anti-piracy mea- sures remained, mariners' welfare was not being addressed with appropriate urgency, and ITF's proposal to include provisions on piracy in the International Ship and Port Facil- ity Security Code had not been addressed.3 In addition, ITF expressed deep concerns over guidance that placed mariners at risk— such as pitting mariners with fire hoses against armed pirates. The federation also suggested training mariners to survive hos- tage situations, and called for efforts to keep family members informed and to provide post-incident counseling for mariners and family members. In August 2011, Best Management Practices version four was published, and 18 industry organizations, including the International Transport Workers' Federation, endorsed it.4 What This Means for U.S. Mariners In respect to best management practices, ITF and U.S. mariners hold some differences in their views. The International Transport Workers' Federation represents mariners engaged aboard ships operating under the ÁDJV RI RSHQ UHJLVWHUV DV VXFK WKHVH PDUL- ners generally do not have representation afforded by national unions like U.S. mari- 22 Proceedings Spring 2012 ners. In addition, most U.S. mariners enjoy close rela- tionships with U.S. shipping companies. U.S. mariners may also be better prepared to imple- ment BMPs than their international counterparts. For example, U.S. mariners sailing aboard ships char- tered by the U.S. military are required to complete force protection training. While the training is aimed at securing a ship in port, it helps to make U.S. mari- ners more aware of overall security issues. $GGLWLRQDOO\ 8 6 ÁDJJHG VKLSV PDNH XVH RI WKH LQWHU- nationally recognized transit corridor and routinely keep in contact with agencies such as the Maritime Security Centre–Horn of Africa, UK Maritime Trade 2SHUDWLRQV LQ 'XEDL DQG WKH 0DULWLPH /LDLVRQ 2IÀFH in Bahrain. These agencies track merchant shipping and provide round-the-clock contact or, at a mini- mum, a place to report suspicious activity. Nonetheless, many U.S. mariners remain concerned regarding imposing anti-piracy duties on already overburdened mariners and are also apprehensive about some of the best management practices that put mariners at risk, like using razor wire to discourage access to ship's decks. After all, decks aren't the most stable environments, and barbed wire cuts both ways. Armed Security is Best Left to Professionals A sense of urgency developed throughout the U.S. PHUFKDQW ÁHHW LQ WKH ZDNH RI WKH Maersk Alabama inci- dent. The issue of arming U.S. merchant ships caused much debate on both sides; there remains strong con- sensus within the U.S. shipping industry that mari- ners should not be armed. The main reasons: • PDULQHUV UHFHLYH LQVXIÀFLHQW ZHDSRQV WUDLQLQJ WR counter pirate attacks; • WKH ULVNV DVVRFLDWHG ZLWK PDULQHUV FDUU\LQJ ORDGHG ÀUHDUPV DUH WRR JUHDW • 8 6 FUHZV DUH DOUHDG\ VWUHWFKHG WKLQ DQG URXQG the-clock armed security watches would only add to this burden, most likely to the detriment of their other duties. Many U.S. mariners have experience operating under charters to the Military Sealift Command. These mar- iners have an advantage since the command deploys embarked security teams. The relationships between U.S. companies and U.S. mariners are also important with respect to effective deployment of armed secu- ULW\ WHDPV (IIHFWLYH FRPPXQLFDWLRQ DPRQJ 8 6 ÁDJ www.uscg.mil/proceedings Jan.-Sept. 2011, Somalia coast 23 ships hijacked t 399 hostages t seven killed

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