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The Professional Bodyguard Association is a body corporate of internationally adept specialists from a variety of backgrounds, Government Intelligence, Military and Police Services and Private Corporations.

The PBA stakes its reputation on the ability to deliver bespoke security solutions and where required training programmes to a wide range of organisations and individuals in both the private and public sectors operating worldwide.

Professional Bodyguard Association

Solutions for Total Security & Anti-Terrorism

"Analyse the Threat - Calculate the Response"

The threat from international terrorism, internal subversion and organised crime is a reality of today. The global dimensions of this phenomenon underline the need for increasingly sophisticated methods and means, countering the menace posed by these elements.

There is only one way to effectively counter terrorism and crime and that is to employ highly trained specialised personnel to neutralise these threats. A number of highly effective counter-terror and anti-crime methods along with operational tools have been developed and successfully implemented throughout the world.

These serve as the basis for the curriculum for Total Security & Anti-Terrorism training on land or at sea.

News/Articles

ADVISORY

International rules, industry standards for Armed Security Guards on Board Ships
At present, there are no binding international rules that govern the use and selection of private armed security guards. The IMO regulations (MSC.1/Circ.1405 and 1406) are a work in progress, though it is interesting to note that much of their contents has been driven by the work of the Norwegian administration and government. Much of the current work is focused on bringing the relatively new demand for armed security in line with the existing legal framework. Customary International law, among other legal authorities, provides that the use of force is restricted to cases of necessity or self-defence, i.e. cases in which there is no other way out and in which the requirements of necessity, reasonableness and proportionality are observed in connection with the use of force.The UN Convention on the Law of the Sea of 1982 adopted several principles for combating piracy on the open seas in accordance with customary International Law. In general, the Convention on the Law of the Sea grants a very wide scope for the use of force against piracy by nation states, however UNCLOS provides no basis for private law enforcement and that needs to be addressed immediately.
ADVISORY for Armed Guards on Board ShipsA company must have in place procedures for the use of armed guards, firearms, etc. The use of armed guards will have a large effect on the processes and procedure laid down with many quality and safety management systems and companies should ensure that all their provisions reflect what may be a new move to use armed security. Security firms must also have in place procedures for the use of firearms, while the master should also be consulted about the framing of the procedures. It is vital that all parties are aware of the agreed procedures so that no doubt can arise about the circumstances under which force may be employed, not least in view of potential subsequent investigations of incidents during which force has been used. Procedures for the use of armed guards and firearms must be used and implemented by the Master.

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Use of Force

Use of Force
Until authority to use force to prevent or protect a ship against acts of terrorism or piracy can be clearly defined in a regulatory framework (such as that by the Norwegian Government where the decision was made to regulate the use of private armed security guards by means of changes to the Regulations of 22 June 2004 No. 972 concerning security, anti-terrorism and anti-piracy measures and the use of force on board ships and mobile offshore drilling units (the Security Regulations) and the Regulations of 25 June 2009 No. 904 concerning firearms, firearm parts and ammunition, etc. (the Firearms Regulations)The amendments entered into force on 1 July 2011) it is advisable that all persons should refrain from engagement in this type of work.If you chose to ignore this advice then at least consider this:Force where used must be “necessary” to prevent or protect against a pirate attack. The use of force must be limited to cases in which it is, “necessary, justifiable and proportionate, but [that] the relatively strict requirements regarding the protection of the attacker’s interests which are laid down in the self-defence provision do not necessarily have to be satisfied”. The limits correspond with the basic requirements and conditions that have to be met in order for use of force which would otherwise be unlawful to be deemed immune from prosecution. "Acceptable use of force will be lawful if the conditions specified in the self-defence provision in the Norwegian General Civil Penal Code are satisfied". This has been clearly defined but the Norwegian Government, so what about the country that your ship is registered to? The act goes on further to states that force, including the use of firearms, may only be employed against a threat which is direct, immediate, significant and otherwise unavoidable. Further, it is stated that the use of force must be avoided wherever possible, and when it is necessary, it must be proportionate in view of the scope of the threat and the conditions otherwise. This further stresses the fact that armed security guards are to function as a supplement to other, passive security measures and not as a replacement for them. Unlawful use of force may trigger criminal liability under the General Civil Penal Code. Sometimes when a vessel is approached by pirates it may not be entirely clear as to the full test of whether force can be avoided. As such the master may exercise significant discretion when faced with an unclear and apparently precarious situation. The regulations consider that an imminent pirate attack will therefore satisfy the necessity requirement and could apply even if the pirate vessels and pirates are located up to 2,000 metres from the ship.

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Masters Orders

Potential for Criminal Prosecution
The Master clearly is the vital link between the procedures and the command and control provisions onboard relating the armed team. However the guidance does not mean that the Master must be informed in all cases and that the use of firearms to discourage a pirate attack must be approved. There may well be instances when the Master is not able to give such approval, and so standing orders regarding the use of firearms in accordance with the company'’s established procedures in this regard should be established,.For example guidance should be given to the night watch if the master will not be immediately available. However, beyond this, the general rule must be that the Master must be informed about and implement the procedure for the use of firearms in accordance with established procedures.The guidelines stress that individuals are responsible for ensuring that their use of firearms complies with the regulations. This is intended to make all persons on board aware that their actions will be assessed independently, regardless of the master’s command. In other words The armed guards have an independent responsibility to assess whether their use of a firearm will be lawful in the specific case, regardless of what the master or the company’s instructions state. The Master and the company’'s instructions will therefore not exempt the marksman from criminal prosecution, even if the master has the ultimate command and has acted in accordance with the company’'s procedures. The company, the master and the armed guard may in such cases be prosecuted. However, if the marksman has acted contrary to the Master’s instructions, it is assumed that, normally, only the armed guard will be the subject of any criminal prosecution.

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Minimal Force

Minimal use of Force
The principle of minimal use of force must be followed, including in cases in which the ship is under attack by pirates. The company must establish detailed procedures for the use of firearms, which must, as a minimum, provide that, if the circumstances permit, the attackers must be warned by means of light and sound signals and the firing of warning shots.The firing of aimed shots with the objective of rendering a person harmless should only occur as a last resort and after other, less aggressive means have been unsuccessful, or in situations in which alternative means clearly have no chance of success.This means that the security firm must have drawn up procedures and, second, that the procedures meet, objectively, a certain minimum standard measured by reference to the regulations for the use and selection of security firms contained in the IMO regulations.As part of this it will the experience and expertise of key company personnel, staff recruitment sources, who is recruited (whether background checks are performed, whether maritime experience is required), etc. will be viewed.This should entail adequate training pre-deployment, to meet the proficiency requirements for Best Management Practice as directed by IMO, a full appreciation of the Roles and responsibilities of a Ship Security Officer (SSO), proficiency in the use and maintenance of selected firearms and ammunition coupled with a total understanding of UN Basic principles on the Use of Force and Firearms by Law Enforcement Officials, at the very least.This should include regular practical training of the crew on board to minimise the risk of injury to crew members in connection with the repelling of a pirate attack as much as possible.

WMD 2011

World Maritime Day 2011

"Piracy: orchestrating the response" Briefing: September 29, 2011 Today (29 September 2011) marks the 34th celebration of World Maritime Day. This year’s theme is: "Piracy: orchestrating the response", a theme chosen by the International Maritime Organization (IMO) to provide the international community and the shipping industry with an opportunity to highlight and reflect upon the efforts made to meet the challenges of modern-day piracy. In his World Maritime Day message, IMO Secretary-General Efthimios E. Mitropoulos said that the United Nations, alliances (political and defence) of States, Governments acting collectively or individually, military forces, shipping companies, ship operators and ships’ crews, all had a crucial part to play in order to rid the world of the threat posed by piracy in the vast expanse of the Indian Ocean. “To alleviate this unacceptable situation, no effort should be spared. Shipping companies must ensure that their ships rigorously apply the IMO guidance and industry-developed Best Management Practices in their entirety, so that, when venturing into the western Indian Ocean region, they comply with all the recommended measures: no ship is invulnerable, in particular those with relatively low freeboards and slow steaming speeds. And Governments need to back up their oft-stated concern over the situation by deploying military and other resources commensurate, in numbers and technology, with the scale of the problem and with a realistic chance of dealing with it effectively,” Mr. Mitropoulos said. “While IMO has positioned itself in the epicentre of the concerted efforts being made, it cannot alone supply an instant solution to the issue – particularly since, although piracy manifests itself at sea, the roots of the problem are to be found ashore. Nevertheless, through our action plan and other initiatives, and in collaboration with other interested parties, equally determined and committed as ourselves, we feel confident we will be able to make a difference where the problem is being most acutely felt – at sea,” he added. Mr. Mitropoulos noted that some success in thwarting pirate attacks can already be claimed, as can be seen from the falling percentage of attacks that prove successful. “Nevertheless, as the statistics so bleakly indicate, piracy and armed robbery against ships remain real and ever-present dangers to those who use the seas for peaceful purposes. So long as pirates continue harassing shipping, hijacking ships and seafarers, we are neither proud of, nor content with, the results achieved so far,” he said. Concluding his World Maritime Day message, Mr. Mitropoulos said: “More needs to be done, including the capture, prosecution and punishment of all those involved in piracy; the tracing of ransom money; and the confiscation of proceeds of crime derived from hijacked ships, if the ultimate goal of consigning piracy to the realms of history is to be achieved. We hope that our choice of the theme for 2011 will provide an appropriate rallying point around which all those who can make a difference can focus their efforts. “In the meantime, our thoughts and prayers are with those seafarers, who, at present, are in the hands of pirates. May they all be released unharmed and returned to their families soon.”

J JACKWOOD

Life of a Ship Anti-Piracy Operator –

Eight Weeks on the High Seas

by John Hackwood on May 2, 2011
London, Abu Dhabi, Karachi, Bin Qasim, Dahej, Suez, Malta, Port Said, Suez, Goa, Redi, Galle, Colombo, Dubai, London, all visited in one recent eight week spell working the high risk area between Egypt and Sri Lanka. The gig is anti-piracy, or if you like – maritime security, but definitely armed and dangerous.Prior to this I spent the last eight years in the sand pits of Iraq and Afghanistan, fighting off the dust and heat and the occasional insurgent. The heat’s still a bother, but the dust is history, and the moist sea air is a welcome change from the stench of the ‘Global War on Terror’.You settle in quickly in this job, there’s a routine to all seafaring, even for the inveterate land lubbers in the security teams who ride shotgun on a ship’s bridge. You mostly watch – the flat open ocean, the radar, and the clock – 99.9% of your time is unremarkable, some say boring.I don’t mind though, I especially like the ocean at night, when the full panoply of stars folds out above you; I even bought the Rough Guide to the Universe, to help me pick out the constellations – and with the ship’s binoculars I discovered the Andromeda Galaxy on a ship off Oman back in January.Somalis don’t like the dark much, so in the wee small hours it’s OK to raise your line of sight skywards, and ponder the human condition while you slowly carve through pirate waters.What of the pirates? They don’t think of themselves by that name, they’re just businessmen, protecting Somalia itself from avaricious foreigners who would dump toxic waste off the coast, and modern fishing vessels that grab up all the worthwhile stock in the Gulf of Aden, leaving the Somali fishermen, with their traditional methods, literally floundering.These are excellent seamen with nothing to go to sea for apart from piracy, and they are a primary source of recruitment into the ranks of the pirates. The fact that the pirate fleets are now threatening the north Arabian Sea, a thousand miles from Somalia changes nothing for them, its business as usual, and business is booming. But why go to such lengths, with the world’s most sophisticated navies in hot pursuit?The facts about Somalia speak for themselves: no effective government for twenty years, three quarters of Somalis live on $2 a day, life expectancy is 42 years, one in four children dies before the age of five. I once heard a saying that went “"Africa is the hardest place on Earth to be an optimist”", if that’s true, then there must be a prolonged drought on optimism in Somalia. If I lived there I would probably be a pirate too, they have families to feed just like everyone else. Consequently I have a great deal of sympathy for them.I was going to name this article Rendezvous with a Pirate, but as of writing that still hasn’t happened. Not that I haven’t been close, very close, to coming face to face with my potential seaborne nemesis. I’ve been lucky in my first six months, nothing more. In March I was guarding a chemical tanker with 21 crew members, Ukrainians and Filipinos, transiting west from India to Egypt.We were sailing off the coast of Oman, on a course of 210˚ towards ‘Point B’, the easternmost RV point on the Internationally Recognized Transit Corridor (IRTC). This is where the military navies escort vessels east and west along what used to be the main pirate hot spot, the Gulf of Aden (there’s not many pirates left there now because of the naval presence, yet the navy boys still plough on regardless, but that’s for another article, not this one).I was on watch that evening, on the bridge with me was a monosyllabic third officer at the wheel, and two able seamen watching out on the bridge wings – the ‘mark one eyeball’ still being the best bit of security kit available in any theater, even in these hi-tech times.Night fell, black as coal, yet the day’s heat and humidity was still hanging over the decks like a shroud; and, although you drum the need for continued vigilance into them, the watch crew relax when night comes. With no moon it’s dark enough to fail to recognize a human body 20 meters away. I was doing my usual watch routine – keeping an eye on both radar screens, their ghostly light giving the now darkened bridge a supernatural feel, and patrolling the three sides of deck surrounding the bridge, binoculars and night vision goggles close at hand.Suddenly the VHF radio crackled, and on emergency Channel 16 the terrified voice of an Indian watch officer came on: “Coalition warship! Coalition warship! This is Motor Vessel (—–) we are being attacked by pirates, our position is eighteen degrees twenty two minutes north, fifty eight degrees zero four minutes east, please assist. Mayday! Mayday!” The wing watchers immediately came to the bridge doors to listen, and I had to order them back to their stations – they were more valuable than ever now that we had a possible identification of pirates in the vicinity.The watch officer picked up the vessel on our AIS (Automatic Identification System – gives each ship’s name, course, position and speed), there were only two ships within 30 nautical miles – us and mayday boy, supposedly now under attack; he was 9NM astern of our port quarter, though we couldn’t detect any small, fast-moving craft near him on our radar.I stood the rest of the security team up, and the other three boys were on the bridge in under two minutes, suited and booted with their grab bags full of the bits and bobs they didn’t want to lose if we had to retreat to the engine room citadel or get our feet wet by leaving the ship in a hurry.This vessel was well equipped and we had enough weaponry, ammunition, and pyrotechnics to put on a good show if there was a pirate mother ship about, her skiffs searching the area for slow-moving merchant ships like us. A night attack – rare for Somali pirates, I was remaining skeptical until it was confirmed, and indeed it was, very soon.Within minutes a Turkish warship responded in clear English to the mayday call. After confirming the under fire vessel’s position they scrambled a helo to intercept. The Turks asked for a running description of events. The tanker reported she was under attack from two skiffs, and had already taken hits from RPG and small arms fire, undoubtedly AK47 – standard bad boy weaponry around the globe.The chopper got there in ten minutes, we listened to the pilot communicate with the attacked ship. The helo warned everyone they were opening fire, and put a few dozen rounds across the path of the chasing skiffs. The pirates pulled away and slipped unseen into the surrounding night, no harm done. The navies are stretched to the limit, it was lucky this warship was around, as we were still a long way away from the safety of the IRTC.The rest of the night was spent red-eyed and on edge; the bad guys had to abort, they would be looking for other prey, and we were closest – although we changed our course slightly to get away fast from the area of the attempted hijacking. Plus, these guys must have been desperate to make a score – they were targeting at night, unusual for Somalis. We never saw a thing.People ask me all the time why does the coalition not just blast the pirates out of the water? Also, when ships are hijacked and en route to a six month holiday in Puntland, why do the marine forces not just retake the ship? After all it’s what they’re trained for. I believe there’s a good reason why this doesn’t happen.Somali pirates, as a rule, don’t kill hostages. If you’re unfortunate enough to get scooped by pirates, the most you’re going to get is an uncomfortable stay in a Puntland port, sharing a room on board with the rest of the crew, with teenaged locals pointing AKs through the window at you. Unlike Nigeria or Indonesia, where pirates are ruthless with crews, Somalis treat the crew as their most valuable asset – you wouldn’t mistreat your prized cow before trying to sell it at the market, likewise a dead crew isn’t good for the subsequent ransom dealings with the ship’s owners.Start killing pirates regularly and they might start mistreating their hijacked crews, or worse. The pirates don’t want to up the ante, neither do the coalition. If they are threatened with force Somali pirates will kill without hesitation, so to avoid a bloodbath both sides play cat and mouse instead.If pirates board you and they get to the wheelhouse – or even get hold of one of the crew – before everyone locks down in the citadel, then its game over, you’re off to Somalia. Outside of the IRTC the navies invariably can’t reach a vessel in time before it’s boarded and hijacked. That’s where the private security companies come in. We are already on board and good to go.Firstly it’s as a deterrent – row upon row of razor wire, water hoses, and other obstacles on deck; then a show of force with weapons on the bridge. After that it’s warning shots, but the rules of engagement are clear – only fire when you are fired upon, or a life is in immediate danger, then aimed shots only.Pirates aren’t suicide bombers or jihadis, they have no wish to die, this works to your advantage, so do the relative firing positions – us up on the steady deck of a huge ship aiming down on them bobbing up and down in a small wooden speedboat. The key for them is to get on without us noticing – that’s why the mark one eyeball guys on the wings are invaluable: see them, show yourselves, and hope they’re not too desperate to try and board a ship under fire.Another incident happened on a different vessel during my eight week trip, much more chilling for me as we were completely alone and enjoying a beautifully calm, sunny Indian Ocean morning. This time the team were aboard a dry cargo vessel heading 90˚ for India, just after leaving Point B and a Chinese naval convoy (a work of art compared to some). Nowadays the areas north and east of the IRTC’s eastern extremity are prime hunting grounds, the pirate fleets have moved there, knowing the military is in scarce supply. My team 2 I/C on watch called me up to the bridge around 10:30 local time. A ship that had followed us from the convoy was now acting suspiciously, slowing down, changing course, speeding up, very odd.I was on watch earlier in the morning, and had idly observed the same vessel through our binos, there was nothing around for miles but us and him. Suddenly, as we watched on the radar, he changed course completely and started back west, the way he came. I immediately thought “hijacked”, and when I passed on my hunch it sent our Indian captain into paroxysms of fear.It was confirmed later when we saw the odd ship set a course for north Somalia, and then a report came in from the International Maritime Bureau in Malaysia, the ship was fired on and boarded – game over. Why didn’t they send a distress call on the VHF? Who knows, but that particular crew has 6-9 months in captivity to ponder their fate.So, that’s a little of the life of a ship anti-piracy team. None of the headlines of Iraq or Afghanistan, and in my opinion a lot less of the risk, so fair’s fair. I’ll be back out there again soon, brown arms, red face and white body, but who said it was pleasure cruising?Story by -John Hawk wood - Anti-Piracy Operations CorrespondentJohn is a British security consultant who has spent the last eight years plying his trade in Iraq, Afghanistan, and now in anti-piracy, facing off Somali pirates in the Indian Ocean.

——————— Story by - John Hawkwood - Anti-Piracy Operations Correspondent John is a British security consultant who has spent the last eight years plying his trade in Iraq, Afghanistan, and now in anti-piracy, facing off Somali pirates in the Indian Ocean.

If this is the career for you then you will need to sign up for our comprehensive MARSEC (Maritime Security Officer) training course delivering the following benefits to delegates:

• Skills transfer from land based to maritime operations.

• Enhanced and expanded career development opportunities

• IMO/ISPS accreditation and certification.

• Hands on application of classroom based training.

• On board vessel training.

• The opportunity to interact with qualified MARSEC TLs.

PROJECT ARGUS

Project ARGUS

Project ARGUS is a National Counter Terrorism Security Office initiative, exploring ways to aid you in preventing, handling and recovering from a terrorist attack.

It achieves this by taking businesses through a simulated terrorist attack. This simulation identifies the measures to take for preventing, handling and recovering from a terrorist attack. It provides you with a unique opportunity to both learn from and contribute to valuable lessons helping to protect you, your business and your community, whether you are a national chain or a small business.

The event explores your options; what is likely to happen in the event of a terrorist attack; and what your priorities should be. Project Argus highlights the importance of being prepared and having the necessary plans in place to help safeguard your staff, customers and your company assets.

Project Argus

The Professional Bodyguard Association supports Project ARGUS, a National Counter Terrorism Security Office initiative, exploring ways to aid you in preventing, handling and recovering from a terrorist attack.

Guidance to UK Flagged Ships

Interim Guidance to UK Flagged Shipping on the Use of Armed Guards to Defend Against the Threat of Piracy in Exceptional Circumstances issued by the Department for Transport Nov 2011
This guidance sets out:The Government’s policy on the use of armed guards onboard UK ships;The exceptional circumstances under which the shipping company may consider the use of armed guards;The importance of conducting a full risk assessment before taking a decision to use armed guards, and the factors that should be included in such a risk assessment;The process that the shipping company should go through to satisfy themselves as to the reputability and suitability of a private security company (PSC), before contracting them to provide armed security services;Factors that should be considered and included in the contract between the shipping company and the PSC;Advice on deciding upon the size and composition of the security team, and the firearms and other security related equipment that the security team have available to effectively and lawfully defend the ship from pirate attack;Command and control of the security team, including the Master’s authority;The storage, handling and movement of firearms;Producing a counter-piracy plan, and providing DfT with a copy.Registration with the appropriate organisations who monitor regional pirate activity in, and vessel transit routes across, the high risk area;What to do when under attack, including guidance on developing rules on the use of force;What to do following an incident.

use-of-armed-guards-to-defend-against-piracy.pdf

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Training

Tactical Training Centre

PROFILE...

The PBA Training Centre is a professional body that supplies research and vocational training where profits are used solely for the continuation and improvement of such supplies and is therefore exempt from VAT.

HMRC Reference:Notice 701/30 (June 2011)

We are one of the longest established training organisations of bodyguards with tactical training centres for advanced Security and Anti-Terrorism located in countries throughout the world.

ADVANTAGES...

With access to the latest operational equipment and materials we are able to deliver bespoke services and training which includes diverse fields such as close protection, security operations, medic training certified by IHCD, close quarter combat, surveillance, counter surveillance, operational driving, weapon handling (live fire delivered outside of the UK), personal and property security, threat analysis and risk management, anti-terrorism, hostile environment familiarisation, hostage awareness and maritime security.

Specialists at the PBA work together with clients to analyse and define their exact security needs. From this analysis they will develop and implement a customised package aimed at achieving identified goals.

Comprehensive security packages may include the supply of personnel, appropriate technology, training and logistical support.

We ensure the highest standards of professionalism and of course, guarantee discretion.

Our clients demand the best and deserve no less, so we will meet and where possible, exceed this challenge.

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There is much controversy out there today with people huffing and puffing and blowing out their chest claiming that their CP Course is the best thing since sliced bread and then charging you for the privilege of hearing them tell you more about their escapades when they should be teaching you the essential basics of Close Protection. The PBA make no such claim, rather we simply say that our course is written to map the SIA requirements for licensing and modelled on "The Bodyguards Bible" otherwise referred to as the DEFINITIVE GUIDE TO CLOSE PROTECTION.The mandatory requirement is 148 guided learning hours and this is barely enough time to teach you the elementary requirements sufficient for you to apply for your SIA license.The real skill in Close Protection is the knowing, understanding and ultimately the execution of your role within the team. This is a skill developed over time with continuous practice in the field working with real professionals. You should of course seek to enhance your learning by committing to a Continued Professional Development program once you are licensed to operate. This is where many fail due to complacency and eventually become unemployed.The PBA Close Protection course is delivered over 3 weeks by trainers who not only have military and overseas experience, but extensive private sector operational experience specific to the UK and is one of the most comprehensive security training packages available.Successful candidates will be signposted to operational companies who are continually looking to increase their database of professional operatives. Securing work is one of the main concerns of people who enquire about receiving training in close protection, PBA instructors are there to provide ongoing post course support to those who are committed to working within this sector.THE DEFINITIVE GUIDE TO CLOSE PROTECTION is written by James Brown.

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STCW '95 Basic Training Your first step in the Maritime IndustryYou will find it difficult to obtain a job in Maritime unless you have an STCW crew basic training certificate. This course provides training to seafarers in topics such as organisation, communication, group behaviour, safety and personal interaction, which influence human relationships aboard ship.It covers the minimum training requirements outlined in the (STCW) Standards of Training, Certification and Watch keeping for Seafarers. There are 4 modules included in the Basic Seafarer's Course, that are delivered over 5 days at the Marine Training Centre in Riga on the Baltic Sea. They are: 1. Personal Survival Techniques (STCW A-VI/1-1) (renewable in STCW 2010) 2. Fire Fighting and Fire Prevention (STCW A-VI/1-2) (renewable every 5 years) 3. Elementary First Aid (STCW A-VI/1-3) (renewable every 5 years) 4. Personal Safety and Social Responsibilities (STCW A-VI/1-4)These modules are mandatory for every seafarer regardless of job description.After passing the Basic Seafarer's Course Maritime Security Contractors can then progress to the SSO/MSO courses to complete their proficiency certification necessary for postings with companies that are engaging personnel to combat the piracy threat.

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This course is designed to meet the mandatory training requirements as defined by the International Ship and Port Security Codes (ISPS) and guidance laid out by SOLAS 1994. This course is also becoming the benchmark by many organisations employing contractors in a Maritime Security Role and Anti-Piracy.The course is designed for anyone working as, or considering employment as, a Ship Security Officer as well as security operators who wish to conduct maritime security operations.A comprehensive 3 day training course providing the following benefits to delegates:Skills transferral from land based operations to maritime operations.Enhanced and expanded career development opportunitiesIMO/ISPS accreditation and certification.The course covers all mandatory elements with including:ISPS Code Ship Security Assessment and Planning Maritime Security Threats Stowaway, Weapons, Drugs and IED’sSSO & CSO Responsibilities Impact of Terrorism on Maritime Security Maritime Security Levels Security and Surveillance Anti Piracy Port Security and PlanningOn successfully completing the course and passing the final examination candidates will be issued with an internationally recognised certificate approved by the UK Maritime and Coastguard Agency (MCA)The course is held at our training centre in St Helens UK or at the Marine Training Centre in Riga on the Baltic Sea.

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Tactical Firearm Proficiency

International Certificate

Tactical Shooting and Close Quarter Combat Security Officers will be well prepared and comfortable with the used of any weapon system that they may encounter including GLOCK-17, H&K MP-5, AK-47 and G-36C.

CPOs will be taken to a high level of accuracy and weapon handling skills on a wide variety of firearms with no limits on ammunition levels during training.
The need for firearm training is widely debated in the industry specifically for those working in the UK. Whilst it is true that when working in the UK you cannot carry firearms, the UK is only one small area of the world in which Close Protection services and contracts are offered and when starting out in the industry it is not wise to limit yourself to any one geographical area. The reality is that most CPO’s travel for work and many contracts are given based on training and experience. We believe the more skills you can add to your CV the more employable you become. As with any industry, the job usually goes to the person with more experience and or qualifications and Close Protection is no different. Being certificated in this area, you can demonstrate a level of proficiency with a worldwide reputation.CPOs will be taken to a high level of accuracy and weapon handling skills on a wide variety of firearms. Beginning with the basics, you will quickly progress to fast action with both pistol and rifle while maintaining accuracy with multiple target acquisitions; taking into account the considerations, difficulties and anomalies encountered during engagements to ensure that targets are indeed hostile before firing; This training is designed to ensure a high level of proficiency in manipulation, maintenance and above all safety.On successful completion of the course students will receive a certificate demonstrating proficiency in the selection of weapons where competency has been achieved.

from £695

inclusive of certification

Next Course dates

to be advised

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PBA Instructors

Michael Donnelly

Graham Freeman

Geoffrey Greaves

Peter Pugh

Bob Podesta

Pete Winner

Steven Thrift

Andrew Iles

Michael Donnelly

Michael Donnelly QGM RML is a highly experienced close protection operative and team leader with over thirty five years of significant military, government and private sector experience within the security industry.

He has served world-wide as an Executive Protection Specialist in both the military and private sectors and has personally provided executive protection for heads of Royal and Imperial households, government ministers, religious and political leaders, senior military officers and heads of a number of the worlds leading private companies.

To add to his extensive portfolio, he is also a highly motivated Trainer, Assessor and Consultant with excellent presentation, communications and bespoke training skills. He specialises in the hands-on training of individuals and groups world-wide and to those where English is not their first language in: Close Protection (and associated subjects), Counter-Terrorism, High Level Security, Door, Steward and Event Supervision, CCTV (including control room duties) First Aid (FPOS) - Defibrillation, Health, Safety and Fire, Threat Analysis and Risk Management, Close-Quarter-Combat, Conflict Management, Physical Interventions, Defensive Driving and Fire Arms training - Quality Systems and Train the Trainer (PTTLS).

He has written and had published numerous security and training publications along with the design of training programmes on behalf of Awarding Bodies. In the late 1990s he was the senior training presenter for the BBC World Service - Training in Third World Countries.

Graham Freeman

Graham Freeman - is a former British Army soldier with Infantry, Reconnaissance and Covert Operations experience. He is a highly motivated, trustworthy and reliable character with natural leadership qualities, works well under pressure either as an individual or team member, and possesses excellent teaching and communication skills. He was decorated for bravery in 1998 and received the Assistant Chief Police Officers Silver Provincial bravery award and The 1998 Gloucestershire award for bravery

Graham holds a foundation degree in Security and Risk Management in addition to certification in Health and Safety (NEBOSH), Protective Search, Resource Denial and Evacuation Awareness (BG) Level 3 (NCFE) City & Guilds 7304 (Level 4) Teacher training qualification, City & Guilds 1886 conflict management trainer qualification, Maybo physical intervention trainers qualification and RoSPA advanced driver (Silver Award) and anti- hijack and evasive driving trained.

Graham's accomplishments include providing protective security services, security consultancy and training to clients internationally.

Graham's most recent accomplishment is the achievement of INFECTION CONTROL INSTRUCTOR which is a much needed consideration for the safety and well being of people in first world and third world countries alike in response to counter and anti-terrorism that affects us all.

Geoffrey Greaves

Geoffrey H. Greaves served for 29 years in the Intelligence Corps of the British Army, culminating in three years as Senior Instructor in Strategic Studies and Attaché Wing of the Defence Intelligence and Security School, Ashford, Kent with particular responsibility for the training of International Arms Control Personnel and Service Attaches. He was also the Unit Security Officer for the establishment.

Throughout his service, he held a variety of Intelligence and Security appointments in various countries of the Middle East and Europe, including Aden, Germany, Cyprus, Northern Ireland, Scotland, Belgium, Czechoslovakia and England.

His experience covers the majority of security and intelligence related aspects, in particular risk assessment surveys, designing integrated access control systems for various types of establishments, operational intelligence gathering, agent handling and anti-terrorist measures for VIPs and high risk units.

For two years he commanded a specialist military anti-terrorist unit, based in London, which carried out research, and covert operations targeted against nominated senior officers and those military units deemed at risk, including the SAS, SBS and the Parachute Regiment Depot. One operation was carried out at the request of the Foreign Office, to examine the personal security of senior embassy staff in a European country.

Peter Pugh

Bob Podesta

Pete Winner

Steven Thrift

Andrew Iles

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Telephone: 0845 519 4580 0845 519 4581 0845 519 4582

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