Maritime security under growing threat
Shipping has faced nearly 25 years of continuous conflict, and industry leaders are examining whether maritime security needs a fundamental overhaul.
Nick Potter, president and CEO of AET, addressed the issue during a keynote at the Nautical Institute’s annual conference in Singapore on Thursday. He cited decades of instability—piracy in the Gulf of Aden, kidnappings in the Gulf of Guinea, and ongoing conflicts in the Black Sea, Red Sea, and Middle East—as proof that merchant shipping now operates in a permanently high-risk environment.
From tanker wars to drone threats
Potter compared his early career to the dangers seafarers face today. As an 18-year-old cadet during the Iran-Iraq war, he transited the Strait of Hormuz under the protection of the British Armilla Patrol. The precautions were basic: sandbags, tin helmets, flak jackets on the bridge, and mattresses taped over the engine control room to limit flying glass. Even with these measures, he said, they offered little defense against the Exocet missiles of that era.
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The Strait of Hormuz remains a flashpoint, but the nature of the threat has evolved. Naval fleets have shrunk, while low-cost drones have become a constant, unpredictable danger. Crews now work in areas affected by geopolitical tensions, sanctions, terrorism, and piracy. Extended contracts, delayed crew changes, and long separations from family add to the strain. The psychological impact, Potter noted, is frequently ignored.
The International Ship and Port Facility Security (ISPS) Code, introduced after 9/11, is now 22 years old. Potter suggested the industry may not have fully adjusted to an era of lasting maritime insecurity. He asked whether regulators should acknowledge the widespread nature of these risks.
Designing for resilience, not just survival
Potter emphasized that solutions must go beyond physical ship design. Modern vessels have advanced technology and real-time data, but the human factor remains vital. “The responsibility our seafarers carry is enormous,” he said. “The environment they work in is more complicated, and the risks have changed.”
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The move from traditional naval protection to asymmetric threats like drones requires a different strategy. Ships may need new defenses, but so do the people running them. Training, mental health support, and clear procedures for high-risk transits could become as important as reinforced hulls or secure communications.
Potter’s career shows both progress and persistent challenges. Technology has improved, but the stakes are higher, and threats are harder to predict. The core issue remains: ensuring seafarers can do more than endure modern shipping risks—they must be able to work effectively despite them.
