Maritime Security Awareness for Executive Protection Agents

Part II – MARSEC, Vessel Security Plans & Working With the Captain

Contributors: Michael Blake & Carter Powell

If you’ve worked protection long enough, you know this: The environment dictates the plan.

On land, that environment is streets, venues, hotels, traffic patterns.

At sea? It’s maritime law, navigation limitations, port security zones, and a command structure that doesn’t look anything like a motorcade.

In Part I, we discussed why maritime literacy is becoming non-negotiable for serious Executive Protection professionals. Since then, after completing the Vessel Security Officer (VSO) course at Maritime Professional Training and combining that with Carter’s operational experience underway, one thing is clear:

You cannot protect effectively offshore if you don’t understand how vessels are actually run.

Let’s make this practical.

Why This Matters More Than Ever

According to the International Maritime Organization (IMO), over 80% of global trade moves by sea. That means ports, vessels, and maritime corridors are not niche environments — they are critical infrastructure.

In the private sector, superyacht traffic continues to increase globally. Industry reporting from SuperYacht Times shows over 5,000+ superyachts (24m+) active worldwide, many operating in high-profile charter environments.

And from a threat perspective?

The ICC International Maritime Bureau reported 120+ piracy and armed robbery incidents globally in 2023, with vessels boarded in the majority of successful attacks.

Now — are we saying your client’s yacht in Fort Lauderdale is facing Somali piracy?

No.

But the takeaway is this:

Maritime security is structured, regulated, and threat-aware long before you step aboard.

If you don’t understand that structure, you become friction — not force multiplier.

MARSEC Levels: What They Actually Mean For You

Under the Maritime Transportation Security Act (MTSA), the U.S. Coast Guard uses MARSEC levels to communicate threat posture.

There are three:

MARSEC 1 – Normal Operations

Baseline security measures.

For EP?Movements are smoother. But you still need:

• Boarding coordination

• Credential verification

• Tender staging confirmation

Level 1 is where complacency creeps in.

MARSEC 2 – Heightened Security

More screening. More restrictions. Slower access.

This is where your perfectly timed dock arrival gets delayed because credentials weren’t pre-cleared.

Build buffers. Confirm access. Coordinate early.

MARSEC 3 – Specific or Imminent Threat

Restricted movement. Armed patrols. Potential port closures.

At this level, your Plan B should already exist:

• Secondary marina

• Offshore rendezvous

• Aviation extraction

If you’re asking about MARSEC after arrival, you’re behind.

The Captain Isn’t Your Counterpart — He’s Your Command Structure

This is where land-based EP professionals sometimes struggle.

At sea, the captain’s authority is absolute.

Every regulated vessel operates under a Vessel Security Plan (VSP).International vessels operate under the ISPS Code.

These aren’t suggestions — they’re compliance frameworks.

Instead of asking, “How do we run security here?”

Ask:

• Who is the Vessel Security Officer?

• What MARSEC level are we under?

• What areas are restricted?

• What’s the protocol for unidentified craft approach?

• What’s the notification chain?

You’re not replacing their security structure.

You’re integrating into it.

Carter’s Perspective: Security Starts in Voyage Planning

From a mariner’s standpoint, security isn’t something you add after departure.

It’s embedded in planning.

When we plan a voyage, we look at:

• Channel depths

• Vessel draft

• Port restrictions

• Traffic density

• Peak recreational boating times

• Local navigational hazards

Here’s why that matters to EP:

If the vessel draft limits maneuverability in a shallow channel, your evasive options shrink.

If you’re transiting during peak boating hours, proximity risk increases.

Security is not just about people — it’s about physics and geography.

Bridge Resource Management (BRM): Where EP Can Add Value

On larger vessels, we operate under Bridge Resource Management (BRM).

BRM uses:

• Human resources

• Technical systems

• Structured communication

• Shared situational awareness

When integrated correctly, EP can contribute:

• Additional lookout capability

• Small craft observation

• Drone monitoring

• Controlled information flow

But only if it’s coordinated.

Freelancing at sea isn’t professionalism.It’s liability.

MSTA & ISPS: Why Knowing the Framework Builds Trust

Under MTSA, vessels conduct Maritime Security Threat Assessments (MSTA).

They’ve already identified:

• Vulnerable access points

• Communications weaknesses

• Crew vetting procedures

• Lockdown triggers

The worst thing an EP agent can do is propose a tactic that conflicts with compliance regulations.

The fastest way to build credibility with a captain?

Demonstrate you understand the framework he’s legally responsible for.

High-Profile Yacht Reality

When ultra-high-net-worth individuals move offshore — especially internationally — they enter regulated maritime environments.

Take a high-visibility yacht like Koru, owned by Jeff Bezos.

Movements aren’t just about guest lists and press control.

They involve:

• Port authority coordination

• Customs zones

• Security perimeters

• Tender screening

• Maritime traffic systems

Protection at sea is layered.

And it’s regulated.

The Shift: From Security Presence to Maritime Asset

The difference between being “extra muscle on deck” and being a maritime asset is literacy.

When you understand:

• MARSEC levels

• Vessel Security Plans

• Voyage planning limitations

• Bridge Resource Management

• Threat assessment doctrine

You stop operating adjacent to the crew.

You start operating with them.

That’s when captains request you back.

Why We Built This Training

At Offshore Kinetics, we kept seeing the same gap:

Highly competent land-based EP professionals stepping into maritime environments without a working knowledge of how vessels actually operate.

So we built a Maritime Familiarization Course in that bridges:

• Executive Protection doctrine

• Maritime navigation realities

• Regulatory compliance

• Offshore contingency planning

Our next workshop runs in May, and as we wrap up February, we’re locking in enrollment.

This isn’t theory.

It’s integration.

If your clients operate on yachts, charter vessels, or maritime venues — this is part of your professional evolution.

Learn more:https://www.offshorekineticsmv.com/training

Maritime literacy isn’t a bonus skill anymore.

It’s part of being trusted offshore.

About the Contributors

Michael BlakeOwner and Project Manager of Offshore Kinetics. Former U.S. Army Scout Platoon Sergeant and SWAT Sniper Team Leader specializing in executive protection, high-threat operations, and maritime integration specifically in the yacht space.

Carter PowellFormer law enforcement officer and U.S. Coast Guard Anti-Terrorism Force Protection specialist. Currently serving in the U.S. Merchant Marine with Military Sealift Command. Brings operational maritime navigation and security experience from both military and commercial sectors.

Experience Applied. Readiness Delivered.