Naval Cooperation and Guidance for Shipping
Background Since the end of the Cold War, Naval Control of Shipping (NCS) has revealed its inadequacies when faced with trans-national shipping interests, inter-modal transportation conglomerates, likelihood of smaller, multinational and long lasting operations and shrinking naval forces. The introduction of Regional NCS (RNCS) following the Gulf War was a positive move, but did not satisfy fully the broad international security requirements of the NATO military commander and the harsh economic "just in time" deadlines of shipping companies. Although Operation SHARP GUARD was a military success, it placed a heavy demand on NATO resources and slowed the overall pace of economic shipping through the Adriatic. RNCS was never implemented (possibly due to inflexibility/complexity of its procedures, manpower requirement and activation of reserve personnel). Additionally some nations objected to the use of RNCS procedures.
Commercial shipping relies on the principle of freedom of movement on the high seas to conduct its day to day business. NATO Commanders require the capability to access a wide variety of information in order to minimise disruption to the Sea Lanes Of Communication (SLOC). During Maritime Interdiction Operations (MIO) and embargo enforcement operations, the need to have information concerning merchant shipping readily to hand becomes paramount.
Co-operation There are clear indications of emerging willingness among the commercial shipping community to co-operate with NATO when it is in their economic interest so to do. Lessons learned from recent operations and exercises demonstrate that NATO must develop closer co-operation with commercial shipping. With newly formed joint military structures and growing involvement from NATO nations, international organisations and non-NATO states, the effectiveness of such co-operation is fundamental. Building on technological advances in web-based global communications, and the implementation of the Global Maritime Distress and Safety System (GMDSS), there is potential for NATO and the shipping industry to benefit from increased synergy, lower costs and greater operational efficiency and effectiveness to cope in times of tension & crisis.
The renaming of NATO NCS as Naval Co-operation and Guidance for Shipping (NCAGS) is acknowledgement of the need to replace ‘control’ with ‘co-operation’ in military/commercial maritime affairs. Such co-operation needs to work on a continuous, low level basis and in addition to enhancing and developing NCAGS functions, it provides the essential framework needed to allow commercial and military shipping to operate together more efficiently and effectively when required in a crisis.
NATO Shipping Centre A permanent NATO Shipping Centre (NSC) is important as a co-operation and communications hub and to keep track of commercial shipping, the latter vital to provide pattern data and historical information, together with the ability to support maritime commanders in all situations leading up to crises, as well as in exercises. This permanent shipping centre does not preclude other, national centres set up as required, for exercises and operations; indeed, it is complementary. The NSC provides the maritime commander with the ability to resolve shipping problems at a lower level, or during the initial stages of a crisis.
Although encouraged, commercial users are under no obligation to be part of the system. Indeed, they may even withdraw their co-operation at any time if they wish to withhold information for commercial reasons. The shipping industry should be aware that the integrity of particularly sensitive commercial information, if given to the NSC, would be respected.
Consequently, the information management system used to implement such policy is designed to respect commercial sensitivities. Conversely, commercial operators not limited to NATO flagged or owned vessels will be encouraged to participate to supporting the general economic flow of shipping. Currently, merchant shipping operating in or near a crisis area is presented with the challenge of where to call when in need of advice, particularly so when the crisis is at a lower level. Whereas some nations are well equipped to provide advice for own flag vessels this is not true of all and the "one number – one call" system that the NSC represents. We will assist all vessels, regardless of flag, wishing to co-operate with NATO.
This two-way communication is supported by an advanced interactive unclassified website at the NATO Shipping Centre at NATO's Regional Headquarter East Atlantic at Northwood, UK, which was established in 2002.