Msi summer 2014 web by Maritime Media

Maritime Security International

www.maritimesecurityinternational.net

Tough on tankers

Much attention has been focused on piracy incidents in South East Asia recently, with the International Maritime Bureau raising concerns over a worrying trend

Crisis control

Risk management solutions and security accredition are just two things concerning security organisations at the moment

Talking safety

Safety systems and deterrents are a vital part of keeping seafarers protected against maritime hazards including piracy

Summer 2014

CYBER attack Cyber crime is just one area that has been concentrating the minds of insurers in recent months Summer 2014

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the combination of a naval presence and armed guards on

Maritime Security International

If piracy off the coast of Somalia appears to be responding to

www.maritimesecurityinternational.net

Introduction

ships the situation of the west coast of Africa is still a cause

Tough on tankers

Much attention has been focused on piracy incidents in South East Asia recently, with the International Maritime Bureau raising concerns over a worrying trend

Crisis control

Risk management solutions and security accredition are just two things concerning security organisations at the moment

Talking safety

Safety systems and deterrents are a vital part of keeping seafarers protected against maritime hazards including piracy

Summer 2014

of major concern, while there have been a spate of attacks on vessels in South East Asia. Indonesia accounted for 47 of the reported incidents with vessels boarded in 40 reports, according to the International Maritime Bureau’s half yearly statistics. The overwhelming

CYBER

number of these incidents were low-level thefts against

attaCk

vessels. At Pulau Bintan, 18 incidents were reported, prompting the Indonesian Marine Police to add this port to the list of 10 areas where patrols have increased this year.

Cyber crime is just one area that has been concentrating the minds of insurers in recent months Summer 2014

A comprehensive in-depth coverage of all the main security issues that affect ports, offshore and the shipping industry as a whole

Security firms like Dryad Maritime suggest that tactics used by those attacking vessels in West Africa now appear to be mirroring those of Somali pirates, a worrying development that Dryad describes as a possible “game changer”. Off West Africa, 23 incidents were reported for the first half, with Nigeria accounting for 10 of these reports. Four vessels were hijacked, including a product tanker taken off Ghana in early June and under the control of suspected Nigerian pirates for a week. Gulf of Guinea piracy was particularly violent, according to the IMB report. The piracy threat has evidently been of major concern to seafarers transitting the danger zones, and the work of seafaring charities like Mission to Seafarers and Apostleship

Publisher W H Robinson Editor Sandra Speares Tel: +44 (0)1483 527998 E-mail: sandra.speares@mar-media.com Project Director David Scott Tel: +44 (0)20 7386 6121 E-mail: david.scott@mar-media.com DESIGNER Justin Ives E-mail: justindesign@live.co.uk

of the Sea has been a very important element in counselling both crew members and their families. Safety and security training has always been key, and it is sad to note that despite the repeated warnings and training

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carried out on board ships, that a further three crew members died in an enclosed space accident in May. In a safety bulletin released by the Marine Accident Investigation Branch recently, the MAIB suggested that, in common with many other incidents in the past, it was likely that the second and third crew members died in an attempt to save the first to enter the This publication is printed on PEFC certified paper. PEFC Council is an independent, non-profit, non-governmental organisation which promotes sustainable forest management through independent third party forest certification.

enclosed space. “It is fortunate that more lives were not lost in the disorganised rescue attempt,” the MAIB bulletin said. Clearly more application of best practice is need in the future to prevent yet another tragedy.

Maritime Media Ltd Suite 19, Hurlingham Studios, Ranelagh Gardens, London SW6 3PA, UK Tel: +44 (0)20 7386 6100 Fax: +44 (0)20 7381 8890 E-mail: inbox@mar-media.com www.maritimesecurityinternational.net

Summer 2014

Maritime Security International

“The Operators who have undergone this calibre of testing will have been psychologically tested and evaluated to an extremely high and more than satisfactory level.” – Dan Fearon, MAST

“I feel confident that the system will bring standardisation to the industry for the assessment of Maritime Team Leaders as well as Team Members. I envisage the PAD becoming an indispensable system within the industry where Shipping Companies and PMSCs would have confidence and assurance that all MSOs have been evaluated and assessed to a high standard.” – Sean O'Keeffe, Sovereign Global Consulting

Contents Introduction

News News roundup

Comment In security Ship security alert systems can be used effectively with some thought and application

Interview Seeing through the clutter We talk to Kelvin Hughes about their new radar system

Piracy Tough on tankers Much attention has been focused on piracy incidents in South East Asia recently, with the International Maritime Bureau raising concerns over a worrying trend of small tanker hijacks in its 2014 half yearly report released in July

17 cover story

Organisations Crisis control Risk management solutions and security accredition are just two things concerning security organisations at the moment

20 cover story

Legal Viral attack There have been many warnings about the implications of the Ebola outbreak

Regulation Sulphur count down New sulphur rules set to be implemented in January 2015

Kidnap and ransom Upping the ante 29 Jenny Carter-Vaughan, founder and chief executive of Expert Insurance which specialises in kidnap and ransom cover, looks at recent developments in maritime security

Summer 2014

Maritime Security International

Contents Insurance Cyber attack Cyber crime is just one area that has been concentrating the minds of insurers in recent months

31 cover story

Seafarers Care and attention 37 There have been many new developments to help stranded seafarers, as well as keep crew happy when at sea, as well as ensuring they have proper medical treatment

Training Safety awareness 41 There have been a number of new safety publications issued in recent months, aimed at seafarers who face an increasing burden because of the rising tide of new regulation

Deterrents and Safety Systems Talking safety Safety systems and deterrents are a vital part of keeping seafarers protected against maritime hazards including piracy

45 cover story

Ports Virtual security Increasing safety and security at ports is more important than ever

Security issues Stowing away Dealing with stowaways is just one of the problems that owners and operators have to contend with

Offshore Class act Classification societies are an essential part of the offshore industry

Events

Summer 2014

Maritime Security International

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News

News roundup

he White House released the United States Counter Piracy and Maritime Security Action Plan in June. This plan implements the national strategy for maritime security, and the policy for the repression of piracy and other criminal acts of violence at sea. “The United States will continue to seek to strengthen regional governance and rule of law to maintain the safety and security of mariners, preserve freedom of the seas, and promote free flow of commerce through lawful economic activity”, the White House said in a statement. The Counter Piracy and Maritime Security Action Plan provides strategic guidance for counter-piracy efforts and outlines that the United States will use all appropriate instruments of national power to repress piracy and related maritime crimes. The plan focuses on three core areas: prevention of attacks, response to acts of maritime crime, and enhancing maritime security and governance; and provides specific frameworks for the Horn of Africa and Gulf of Guinea regions. These frameworks establish the tailored and specific methodology for these regions and provide guidance on how the United States will respond to the regional threats associated with the varying geographic, political, and legal environments. The plan supersedes the Countering Piracy off the Horn of Africa: Partnership & Action Plan of 2008. ❚

Virus warning Three global shipping organisations have issued guidance to their members on the risks posed to ships’ crews calling in countries affected by the Ebola virus. The International Chamber of Shipping, the International Maritime Employers’ Council and the International Transport Workers’ Federation urgently advise that on all such vessels: 1. The Master should ensure that the crew are aware of the risks, how the virus can be spread and how to reduce the risk. 2. The ISPS requirements on ensuring that unauthorised personnel do not board the vessel should be strictly enforced throughout the duration of the vessel being in port. 3. The Master should give careful consideration to granting any shore leave whilst in impacted ports. 4. The shipowner/operator should avoid making crew changes in the ports of an affected country. 5. After departure the crew should be aware of the symptoms and report any occurring symptoms immediately to the person in charge of medical care. A spokesperson for the three organisations commented: “Everyone is deeply concerned for those suffering from the Ebola epidemic and

Summer 2014

supportive of a coordinated world response to help them. We particularly applaud all those medical staff who are risking their lives to help. In the meantime we want to make sure that those in the world shipping industry play our part in ensuring the safety of crews visiting the affected countries, and minimising the risk of the virus spreading further.” ❚

Sea patrols to rise in Malacca Strait The Indonesian authorities, along with their Singaporean and Malaysian counterparts, are expected to intensify sea patrols in the Strait of Malacca due to escalating piracy activities lately that cost international and national shipping business, Xinhua news agency reported. It quoted the International Transport Workers’ Federation as saying that the escalation of sea piracy activities in one of the world’s busiest waters was alarming. The report quoted the head of ITF Asia Pacific Hanafi Rustandi as saying that the pirates were moving very fast, taking ship crew as hostages, seizing valuable goods, damaging communication instruments as well as ship engines before they fled from the scene. “Those sea piracy acts were very worrisome and endanger (the) world’s shipping business. They must be stopped,” Hanafi said in a statement.

Maritime Security International

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published by: Maritime Media Ltd Suite 19, Hurlingham Studios, Ranelagh Gardens, London SW6 3PA, UK Tel: +44 (0) 20 7386 6100 Fax: +44 (0) 20 7381 8890

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Spring 2014

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Maritime Security International

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Spring 2014

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News

Newbuild warning North P&I Club has warned its members to check their new ships very carefully before accepting delivery. In the latest issue of its loss prevention newsletter Signals, the club says it has become aware of several of instances of poor construction that is potentially dangerous in the newbuilding market. According to Tony Baker, head of North’s loss prevention department, “We have been made aware of instances recently where newly

constructed bulk carriers and general cargo ships have been delivered from the shipbuilder with partly completed or poorly constructed ladders in the cargo holds, for example.” The club reports that ships are being delivered with cargo hold access ladders, platforms and their cages constructed and secured to the bulkheads only by tack welds, rather than being fully welded.

“ The first few

months that a vessel enters service are amongst some of the busiest

“

Indonesia, Malaysia and Singapore have engaged their police and troops to carry out joint patrols to address the issue in the strait, which is located in between their territories, according to the news report. Hanafi identified the waters between Indonesia’s Rupat island and Malaysia’s Port Dickson and waters between Indonesia’s Big Karimun, Kundur and Batam islands which are close to Singapore as areas prone to piracy activities. Improving the security in those waters should be one of the major tasks for Indonesia’s new government as the strait holds a crucial position in facilitating international vessels for international trade and serving as a crucial trade route for Indonesia itself as well. According to ITF, there have been nine sea piracy cases in the Strait of Malacca so far this year, with the largest ones occurring on July 4 and 15 in which two large oil tankers, Moresby and Oriental Glory, were attacked. ❚

“When subject to a load or any other applied stress, such as vessel movement, the tack welds have failed and resulted in an unsafe access to and from the cargo hold. This introduces a very high risk of injury to crew members, stevedores and any third parties entering or leaving the cargo hold.” In addition to accidents, North warns that defects can also result in costly delays and port

state control problems. While the cost of repairs for defects that fall within a newbuilding’s warranty period will often be recoverable from the shipbuilder, the club says any costs incurred through consequential losses, as a result of such a defect, are unlikely to be recoverable. “Shipowners and their superintendents taking delivery of newbuildings in the current market need to be extra vigilant to ensure that all parts of the ship - including hold access ladders - are defect free,” says Baker. “The first few months that a vessel enters service are amongst some of the busiest, during which time hidden or previously unnoticed build defects will soon become apparent, potentially resulting in serious accidents and delays.” ❚

Ship inspection campaign The Maritime Authorities of the Paris and the Tokyo Memoranda of Understanding (MoU) on Port State Control will launch a joint Concentrated Inspection Campaign (CIC) with the purpose to establish that watchkeeping personnel are meeting the requirements regarding hours of rest as per STCW 78 as amended (including the Manila amendments). This inspection campaign will be held for three months, commencing from 1 September 2014 and ending on 30 November 2014. The deck and engine room watchkeepers’ hours of rest will be verified in more detail for compliance with the mentioned scope of the CIC during a regular Port State Control inspection conducted under the regional ship

Enclosed spaces Deaths in enclosed spaces have once again struck according to the latest advisory by the UK’s Marine Accident Investigation Branch. On 26 May 2014, while the timber cargo on board the German registered general cargo vessel Suntis was being discharged, three crew members entered a cargo hold access compartment. Another crewman saw one of his colleagues collapse in the compartment and raised the alarm. A frantic rescue operation ensued, the advisory said. “During the recovery of the three unconscious crewmen, safety equipment was used incorrectly and inappropriately. The three crewmen did not survive. “The investigation found that the oxygen levels within the compartment had been depleted, probably by the timber cargo, with levels of 5% – 6% recorded at the compartment deck. As a result three crew collapsed and died after entering an oxygen deficient compartment on board the vessel. It is likely that the second and third crew members entered the space to attempt to rescue their colleagues(s), the advisory said. “The vessel had no rescue plan or appropriate rescue equipment in place. It is fortunate that more lives were not lost during the disorganised rescue attempt.” ❚

Summer 2014

Maritime Security International

News

Arctic shipping The rapid development of fledgling Arctic shipping routes is dependent upon improvements in the capabilities of vessels navigating them and the upgrade and expansion of the support facilities in the region.

According to a report published by Marsh, Arctic Shipping: Navigating the Risks and Opportunities, Arctic shipping routes, including the Northwest Passage, present the global maritime community with financially attractive alternatives on Europe to Asia trades through the Panama and Suez canals. The routes are also increasingly relevant to the oil and gas sector, as energy exploration and production expands into the waters off the Russian Federation, northern Alaska, Canada and Greenland. However, shipping firms need to ensure they have a full understanding of the risks involved in order to gain the confidence of insurers. Marcus Baker, chairman of Marsh’s Global Marine Practice, commented: “While marine insurers are largely supportive of the development of Arctic shipping routes, they are extremely wary about incurring large, high profile losses while the market is still in its infancy. “Currently, the majority of ships and their crews lack adequate experience, are unprepared, and the support facilities are not yet in place for full-scale commercial voyages through the Northern Sea Route and the Northwest Passage. In the absence of hard facts, it is extremely difficult for marine insurers to price an insurable risk, or even to agree to cover a voyage in the first place.” According to Marsh, in considering the provision of marine hull and protection and indemnity (P&I) insurance, insurers and P&I clubs require more detailed information about vessel capabilities and available salvage services, with

wreck removal, pollution risks and crew health and safety of major concern to underwriters.

“ It is extremely

difficult for marine insurers to price an insurable risk, or even to agree to cover a voyage in the first place

“

selection criteria within the Paris and Tokyo MoU regions. Port State Control Officers (PSCOs) will use a list of 10 selected items to establish that watchkeeping personnel are meeting the requirements regarding hours of rest, focusing attention on the Minimum Safe Manning Document (MSMD) and records of rest. In addition information will be gathered on the watch system, whether the MSMD requires an Engineer officer and whether the ship is designated UMS (Periodically Unattended Machinery Space). For this purpose, PSCOs will apply a questionnaire listing a number of items to be covered during the concentrated inspection campaign. When deficiencies are found, actions by the Port State may vary from recording a deficiency and instructing the master to rectify it within a certain period, to detaining the ship until serious deficiencies have been rectified. In the case of detention, publication in the monthly detention lists of the Paris and Tokyo MoU web sites will take place.It is expected that the Paris and Tokyo MoUs will carry out approximately 10,000 inspections during the CIC. ❚

Steve Harris, a senior vice president in Marsh’s Global Marine Practice, added: “The majority of transits that have already taken place in the Arctic were one-off voyages that have been permitted as extraordinary ventures, and were usually governmentbacked or sponsored. “Risk presentation is critical. Only if shipping firms can present insurers with the information they require, and all parties concerned take a collaborative approach to calculating these risks, will insurance capacity be readily available to support the growth in Arctic navigation.” ❚

Crew paid The long ordeal faced by groups of stranded crew supported by seafarers’ charity Apostleship of the Sea (AoS) has finally ended, after all the seafarers received their unpaid wages. The crew were stranded on two ships, Torrent and Independent, both arrested in Rye and Shoreham-by-Sea in Sussex, England since January last year. A total of £61,282 unpaid salary has been paid to 12 crew members, from Ukraine and Russia. Reverend Roger Stone, AoS port chaplain for Shoreham-by-Sea, said, “At last this long-running saga has been brought to an end and the seafarers have received the money that was rightfully theirs.” Stone and his team of ship visiting volunteers provided practical and pastoral support to the seafarers who were unpaid and left in limbo after the shipping company they worked for fell into financial difficulties. AoS stepped in to assist the men by raising emergency funds for the crew to send home and by providing food, internet access and phone cards so they could contact their anxious families. Above all, AoS was able to offer the seafarers hope as they were left vulnerable and worried about their futures and that of their families during a very stressful time. ❚

Summer 2014

Maritime Security International

Viewpoint

In security Ship security alert systems can be used effectively with some thought and application says Gray Page

hip security alert systems are a statutory requirement, but conforming only to the minimum standards undermines their practical value when ships are under threat. Fortunately, with a little thought and application, ship security alert systems can be vastly more effective, maritime intelligence expert Gray Page says. What is the point of a Ship Security Alert System. Since 2006, when all ships were required to have installed ship security alert systems, shipping has been subjected to a significant rise in serious organised crime: Somali piracy and piracy in West Africa being the most public examples. In the last two and a half years, we have responded to nine cases where tankers have been hijacked for the purpose of stealing their cargo, providing investigation and incident management services. And in all but one case, crews have either not activated the SSAS, or when they have done so, it has been disabled apparently by the vessels’ assailants. Consequently, a technology that could and should have been of substantial assistance in terms of incident response and investigation, has failed. The IMO adopted the International Ship and Port Facility Code (ISPS Code) in 2002, principally as a response to international concerns about

Maritime Security International

terrorism following the events of 9/11. The ISPS Code incorporated an amendment to SOLAS – Regulation XI-2/6 – which requires passenger ships and cargo ships of 500 gross tonnes and upward and mobile offshore drilling units to have SSAS. The intended purpose of SSAS is simple: to alert shipowners, Flag Administrations and Contracting Governments that the security of the ship is under threat or has been compromised.1 In reality, however, the practical effectiveness of these systems is far from their intended purpose, and crucially, their potential intrinsic value in the event of a major security incident: SSAS are not working as they should when they are needed. Why is this? The first problem with them is that, technologically-speaking, most on the market are compromises. The implementation of the ISPS Code imposed additional financial costs on shipowners and increased the workingtime burden on ships’ masters and crews. As a concession, type approval standards permit SSAS to be integrated with ships’ existing radio and satellite communication systems, and in particular day-to-day fleet tracking technology. What this overlooks is the fact that if, for whatever reason, a ship’s communications system goes offline, or is actively taken down, an SSAS integrated into the same system will cease to function.

Summer 2014

Regulation XI-2/6 was subject to revision in May 20032, and its only stipulation toward the operational independence of SSAS from other radio systems (communications systems) on board relates to the power supply to them. It states3: “Where the ship security alert system is powered from the ship’s main source of electrical power, it should, in addition, be possible to operate the system from an alternative source of power.” This has widely been interpreted to mean that ship security alert systems should have a battery-powered backup. However, it has not resulted definitively in the installation of ship security alert systems that are wholly operationally independent of other communications systems on board ships. Further, while some (generally more expensive) ship security alert systems allow shipowners to communicate with them remotely (‘ping’) from ashore, other (cheaper) systems will only communicate one-way, from ship to shore. Consequently, it is not possible to track a ship installed with a low-cost ship security alert system if it has not been activated on board the ship. The second problem with them currently is the guidance that has been widely adopted relating to the procedures commonly implemented on board ships in relation to

Comment the activation of SSAS, as well as the location of the activation points themselves. With regard to Activation Points, MSC.147(77) states that:“Activation points should be capable of being used on the navigation bridge and in other locations. They should be protected against inadvertent operation. It should not be necessary for the user to remove seals or to break any lid or cover in order to operate any control.” We have conducted many ship security surveys over the years and what we find almost universally on initial survey is that there is an activation point on the navigation bridge and an activation point in only one other location. Rare is the occasion that there are activation points in multiple locations on a ship. Notwithstanding that this conforms to the regulations as they are currently drafted, by locating activation points only on the navigation bridge and one other location, it assumes that whoever identifies a threat to the security of the ship is on the navigation bridge or in the locality of the other activation point at the time. In practice, this isn’t usually so. In addition to this, shipowners seem not able to resolve the contradiction of protecting activation points from inadvertent operation while at the same time making it unnecessary for users to remove seals or to break any lid or cover in order to operate any control.

In our experience, the activation point on the navigation bridge is often located inside a cupboard or in a location that is physically hard to reach, ostensibly because it makes the activation point visibly hard to detect by anyone unlawfully boarding and taking control of the vessel. What it actually does is to make the task of discreetly and quickly activating the SSAS very difficult in the first place. Two other factors compound these issues: Because the confidentiality of Ship Security Plans (SSPs) is seemingly deemed to be inviolate beyond the knowledge of the Master and the Ship Security Officer (SSO) – who incidentally is still often the Master – we frequently find that the other officers on a ship do not know where the SSAS activation points are located. This makes no sense, as the Master and SSO are not on duty all the time. To first have to alert the Master and/or SSO to a security threat to the ship simply delays the prompt activation of the SSAS. In cases that we have investigated, a crew member having attempted to alert the Master and/or SSO first has prevented the activation of the SSAS at all. There is also the problem that the circumstances in which a ship security alert should be initiated is undefined by regulation or formal guidance beyond where the security of the ship is under threat or has been compromised. As things stand, MSC 147(77) states additionally, but only,

that: “The procedures for the use of the ship security alert system… are given in the ship security plan agreed by the Administration.” Unless the circumstances in which a ship security alert should be initiated is clearly prescribed in the ship’s security plan and the crew drilled in that detail, the scope for any crew member misreading the circumstances is too great. Fortunately, it is possible to ensure that ship security alert systems work effectively at the time they are needed most. First, when an SSAS is installed on a ship, it must be technologically and operationally independent of any other radio or communications on board the ship. Often referred to as redundancy, it means that if the ship’s other radio or communications is disabled, the SSAS should continue to work. Second, while the regulations permit the installation of only two activation points, it makes sense to have more in places around the ship where crew are likely to be on a regular basis. Third, all activation points should be easy to access: if no one can get to them the SSAS cannot be activated on the ship. Fourth, it is naïve to assume that the Master and/or the SSO will be on duty when a threat to the ship is identified. Therefore, all officers – if not all members of the crew – should know where the activation points are so that the SSAS can be activated quickly in such circumstances. Fifth, it is crucial to set out clearly for the crew in what circumstances they should activate the SSAS and they should practise recognising those circumstances on a regular basis. The theoretical purpose of ship security alert systems is a good one and it doesn’t cost much in time or money to ensure that they work in practice. Thought about and implemented properly, ship security alert systems will work when they are needed most, especially where the assailants’ objectives are to take the ship and/or its cargo. ❚

Section 2.1, SOLAS Regulation XI-2/6

MSC.147(77), Adoption of the Revised Performance Standards For A Ship Security Alert System (Adopted on 29 May 2003)

Section 3.1, 3. Power Supply, MSC.147(77), Adoption of the Revised Performance Standards For A Ship Security Alert System (Adopted on 29 May 2003)

This viewpoint originally appeared on Gray Page’s website

Summer 2014

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Interview

Seeing Through the clutter We talk to Kelvin Hughes about their new radar system

elvin Hughes, a world leader in the design and supply of radar based surveillance systems, will be displaying its new Single Mast Solution (SMS) for port and harbour security applications at SMM Hamburg. A lightweight, easily deployable, best-inclass radar and electro-optical system for in port and harbour security. Equipped with a simple mounting interface, the SMS can be securely attached to any mast system – whether portable, vehicle-mounted or on a fixed structure. Fitted with the SharpEye™ SxV radar and integrated with a wide range of electro-optical sensors the SMS can suit most operational requirements. Additional mounted options include thermal imaging cameras, long range and/or low-light optical sensors and even searchlight or loud hailing systems. The SMS provides a 360° pan and tilt capability with no blind arcs, enabling sensors/cameras to be mounted either side of the mechanism with the SharpEye™ SxV radar mounted directly above. The radar is elevated above the cameras and is free from interference from any supporting structure; it is therefore in the optimum position to provide all-round coverage. According to Mark Bown, Group Marketing Manager of Kelvin Hughes, Single Mast Solution

is just one of Kelvin Hughes’ security products and “We were able to address different security applications with the use of our SharpEye technology”. The majority of the company’s range of radars are called SharpEye™ as they have an intrinsic set of components in the way they work referred to as a “solid state radar”. From the security perspective it is the Doppler processing of the radar returns and pulse compression amongst some other techniques which makes it “quite unique to these applications”, Bown explains. In terms of the SharpEye lightweight portable radar which is included as part of the Single Mast Solutions, the company has taken a large radar and repackaged it into a dome which in the security market is referred to as a SharpEye SxV. The dome can be fitted to a mast or the top of a building and combined with the pan and tilt mechanism with the 360 deg capability through a rotating antenna within the dome. There are normally two cameras on the pan and tilt mechanism – a long range zoom and a thermal camera which gives day and night vision and which “enables you to identify what you are detecting and tracking by the radar,” Bown explains. “It is possible to see things at both long range and short range in bad weather conditions and once you have a radar track that information can be taken from the radar and through the Doppler

Summer 2014

capability it is possible to identify what is moving and what is not. This could for example be a ship, or a person moving in a dock area. The camera can pan round and keep a track of the object or person without any operator intervention. The operator can then look at images taken by the camera, either in the form of stills or a video or CCTV feed in real time to assess whether there is any threat or any action to be taken. The system thus combines radar-based security with camera technology in a way which is both easy and costeffective”, Bown says. “One particular application the system is being used for is port security, he says, and provides 360 deg cover in what is potentially a very large area. The system is also being applied to critical infrastructure protection. The advantage of using camera technology as well as radar technology is that through the Doppler processing it is possible to filter out “clutter” to ensure targets can be detected in bad weather such as heavy rain and also through the large number of Doppler filters in the SxV tracks of moving objects are detected easily as they emerge from buildings or treelines, for example”. SharpEye was first launched in 2008 and was applied as navigation radar on commercial ships. The first version was 200 watts, whereas SMS is an 80 watt scaled down version. The 200 watt version is a

Maritime Security International

Interview commercial S band non-Doppler version using a different frequency from the SMS which is a X band Doppler solution. X band provides better discrimination between targets, he explains, in cases where, for example two people are standing very close together, whereas in the case of S band they might merge into one target. The advantage of the S band commercial version is it is not export licence controlled, as is the case with the X band “dual use” version of Kelvin Hughes’ Beta SharpEye which can therefore not be applied to commercial ships very easily so this is used on naval ships “to provide them with situational awareness radar which they then apply in security and surveillance missions as well as a navigation radar”. As far as the commercial S band version is concerned, although it does not have Doppler processing (although it is available for naval and military applications), it still works off the principle called “pulse compression” Bown explains, which brings performance benefits in terms of earlier target detection at longer ranges, in heavy rain, and false radar returns or targets. Pulse compression gives the bridge officer “a little bit more or earlier warning about issues out there, whether it be obstructions in the sea, or potential approaching pirates”. Another point he says is the difference between the SharpEye technology and conventional magnetron radar systems where the operator has to decide whether he is looking at a long range view of the radar horizon or a medium or short range view. This is done by selecting the pulse width on the radar screen, and if the operator selects short range he will be unable to see anything at long range. By contrast SharpEye will transmit

Maritime Security International

a three pulse sequence in one go, combining short, medium and long range at the same time. While a radar system is a requirement for all ships “we try to bring an extra safety capability to those users that require it”. That

“ Solid state

radar is still a young product compared to magnetron radar

“

said, Kelvin Hughes does supply a range of magnetron navigation radars. Kelvin Hughes also has what he refers to as a “coastal surveillance offering” which could apply to commercial or industrial ports that are providing LNG or other services. The company offers a range of radar solutions which include coastal surveillance applications and the range typically utilises SharpEye to operate in a variety of environments. The company’s products can be used for radar surveillance on clusters of islands or in key ports. Long range safety at sea capability is provided as well as security. Offshore oil platforms are also covered, and the issue of managing interference from metal structures is also taken into account he says. Although, he says, radar likes to be in big, open areas, “the world does not always lend itself to that and that’s where our solid state technology comes in”.

Summer 2014

All The technology was developed in house under technical director Barry Wade. Key targets for the products include ports, particularly those that are in the process of expanding or are handling high value projects. Indonesia is a particular market, because of the number of islands that need to be covered and the company is progressively rolling out radar stations over a wide area. Another area is oyster farm protection to stop poaching. These radar applications can evidently be used as a basis for prosecutions. SharpEye, he says has the benefit that it does not need to be serviced where a magnetron radar does which provides a massive cost benefit. This also saves on specialist maintenance training. Training in the use and on board support of radar is a very important aspect he says. The company offers courses at its own premises but also on board vessels, or through other partners. There are obviously different requirements for different customers, he said. Although Kelvin Hughes’ products have been out on the market for some time, ”solid state radar is still a young product compared to magnetron radar” he says, “but because of the benefits it brings there is plenty of demand in the market”. So apart from the new single mast product, what is planned for the future?. Although he cannot give details he says that the company is always looking at the issue of detecting difficult targets in difficult conditions. “We are constantly improving the target detection capability” he says and the company is looking at different transmission and receive technologies and hone the target detection capability. The company will continue to exploit both military and commercial applications, he says. ❚

Piracy

Tough on

tankers Much attention has been focused on piracy incidents in South East Asia recently, with the International Maritime Bureau raising concerns over a worrying trend of small tanker hijacks in its 2014 half yearly report released in July

lobally, 116 incidents of piracy and armed robbery against ships were reported to the Piracy Reporting Centre in the first six months of 2014, down on the 138 incidents for the corresponding period for 2013. In 2014, 10 vessels were hijacked, seven fired upon, 78 boarded and 21 vessels reported attempted attacks against their vessels. Two hundred crew members were taken hostage, five kidnapped from their vessels and there were two fatalities according to the report. In South East Asia, at least six known cases of coastal tankers being hijacked for their cargoes of diesel or gas oil have been reported since April this year, sparking fears of a new trend in pirate attacks in the area. Until then, the majority of attacks in the region had been on vessels, mainly at anchor, boarded for petty theft. “The recent increase in the number of successful hijackings is a cause for concern,” stated IMB director, Pottengal Mukundan. “These serious attacks have so far targeted small coastal tankers. We advise these vessels to maintain strict anti-piracy measures in these waters, and to report all attacks and suspicious approaches by small craft.” Indonesia accounts for 47 of the reported incidents with vessels boarded in 40 reports. The overwhelming number of these incidents

Ian Millen, chief operating officer, Dryad Maritime

were low-level thefts against vessels. At Pulau Bintan, 18 incidents were reported, prompting the Indonesian Marine Police to add this port to the list of 10 areas where patrols have increased this year. Off West Africa, 23 incidents have been reported, with Nigeria accounting for 10 of these reports. Four vessels were hijacked, including a product tanker taken off Ghana in early June and under the control of suspected Nigerian pirates for a week. Noting that Gulf of Guinea piracy was particularly violent, Mukundan gave an example where a crew member was killed and another injured during a shootout with armed pirates when they boarded a vessel off the coast of Nigeria at the end of April. A further three vessels came under fire from Nigerian pirates during this period. The number of Somali pirate attacks continues to remain low with 10 incidents reported including three vessels fired upon. No vessels were boarded. However Mukundan warned: “While we welcome the continued decline in the number of Somali incidents, the risk of piracy has not completely diminished. Ship masters are reminded to remain vigilant and apply the Best Management Practices guidelines.” In a statement released following its publication of half year piracy figures, Dryad Maritime quoted public policy think-tank the Nautilus

Summer 2014

Institute for Security and Sustainability as saying that the increase in piracy in South East Asia is attributed to a number of causes. These include; over-fishing, poor maritime regulation, organised crime syndicates, widespread poverty and politically motivated groups. In addition, the NISS say the rise in trade in South East Asian waters adds further incentive for pirates. Overall trade in ASEAN increased by 16.8 per cent to US$2.1 trillion (S$2.6 trillion) in 2011 from 2010. In particular, ASEAN exports of mineral fuels and oils as well as their distilled products were worth US$228 billion in 2011. According to Ian Millen, chief operating officer, Dryad Maritime:“Our team of analysts have assessed that at least one gang is operating to the east of Singapore, hijacking small product tankers and stealing fuel cargoes. These criminals have knowledge in the workings of ships’ equipment and procedures for carrying out STS transfers. Without more proactive efforts by local maritime forces to counter this crime, we predict further incidents of this type in the region”. Dryad Maritime are also warning seafarers transiting the southern Philippines and adjacent coasts to maintain vigilance following the attack on the yacht, Catherine, during Q2. Mike Edey, head of operations, Dryad Maritime added: “Abu Sayyaf continues to operate with

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Private Security Company Solutions (PSCS) International Ltd’s “DataCheck©”, a solution to eradicate fraudulent qualifications in the Private Security Industry

For further information about PSCS International Ltd and DataCheck© please visit www.pscsinternational.com or contact PSCS International Ltd via datacheck@ pscsinternational.com

odern technology has made the production of fraudulent documentation cheap, quick and easy and much of it is only detectable by the expert eye and careful checking. Many industries are affected by this phenomenon but there has been an increasing incidence in the Security Industry. An article in Lloyds List in June 2013 suggested that fraudulent certification is a global epidemic in the Private Maritime Security industry and the problem will continue until a system is put in place to police it. The advent of standards and guidelines relating to the conduct and delivery of Private Maritime Security such as ISO/PAS 28007:2012, MSC 1443 and GUARDCON has undoubtedly resulted in better practice. There remains however a lack of definition and detail in the standards of personnel screening and what has been communicated is currently not binding. Thorough screening of MSOs is time consuming and expensive and some companies lack the HR personnel to complete the task. PMSCs can therefore check their operatives’ credentials but their screening might not be sufficiently robust to detect bogus documents and establish beyond doubt that they are fit, in every respect, for employment. The prospect of unqualified operatives working in a high risk environment is extremely disconcerting and the consequences could be highly damaging for all concerned. Failure to effectively screen security operators could potentially lead, at best, to embarrassment and loss of contracts, and at worst, to a horrific incident, costly legal proceedings and the irretrievable loss of reputation. Readers will be aware of a number of recent incidents, some with tragic consequences, resulting from Maritime Security Officers (MSO) being employed when they were subsequently discovered to be unfit for work or in possession of bogus qualifications. To eliminate this risk for PMSCs and their clients and to ensure best practice in the screening of MSOs, PSCS International Limited has developed a unique and wholly independent solution called DataCheck©. DataCheck© is essentially an individual security operative membership scheme with a modest annual subscription fee.

Human investigative scrutiny will validate qualifications to the point of issue and accreditation prior to the security operative becoming a fully validated member of DataCheck©. Once verified and validated, the individual is issued with a DataCheck © photo identity card and a paper counterpart certificate similar to the UK Driving Licence. These documents which will have anti-fraud measures incorporated, will record service history and industry required qualifications. This allows for visual inspection and validation of qualifications in the field and real time QR code cross-referencing. On behalf of the security industry globally, PSCS International Ltd also provides a 24hr single point verification mechanism for the checking and validation of field operatives’ qualifications. Since its launch earlier this year, reaction to DataCheck© from key stakeholders and all sectors of the security, insurance and shipping industries has been very positive. There is general acknowledgement that in addition to mitigating risk by ensuring the elimination of fraudulent certificates and qualifications, DataCheck© will facilitate the secure and easy movement of subcontracted personnel between companies and tasks. Importantly, DataCheck© has the potential to complement and enhance ISO/PAS 28007:2012 and GUARDCON by providing thorough and independent screening and recording and confirmation of MSOs’ qualifications. The advent of PSCS International Ltd’s DataCheck© is a significant development. It will make a major contribution to the eradication of fraudulent

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activity in the industry and prevent any further incidence of the use of bogus certificates and qualifications. Companies making DataCheck© membership a condition of employment will be ensuring and demonstrating the highest standards of risk mitigation and due diligence in the employment of their operatives. The added assurance this provides for clients and insurers cannot be underestimated. Global Maritime Recruitment Solutions (GMRS), the largest supplier of manpower to the Private Maritime Security industry has recognised the value of DataCheck© to both its employees and clients and decided that all its operatives will become members. A high proportion of lead PMSCs employ MSOs from GMRS as sub-contractors and as a consequence these subcontractors will in future be validated by PSCS International Limited under DataCheck©. As understanding of the benefits DataCheck© and the need for compliance with recently mandated standards are recognised, other PMSCs (and PSCs) are expected to follow GMRS’s lead. It is emphasised that DataCheck© comes at no cost to PMSCs and their clients although they derive the principal advantages. DataCheck© sets the benchmark for thorough validation and verification of private maritime security personnel. It enhances the integrity of employees, employers and the industry as a whole. In short DataCheck© heralds the dawn of a new era in the oversight of security operatives and their qualifications. PSCS International Limited is a member of SCEG and its procedures are fully compliant with the Data Protection Act.

Piracy the likely route and intercept the vessel whilst underway. With the amount of data shared on maritime movements, it is even conceivable that the ship’s passage plan could have fallen into the wrong hands, making this an even simpler criminal mission,” added Millen. On this occasion, the vessel was both well prepared and alert and implemented anti-piracy drills; both ship and crew were reported as safe. With the worrying rise in piracy attacks across the South East Asian region, the global focal point for maritime security matters, the Security Association for the Maritime Industry has urged all company security officers , masters and ship security officers to exercise caution when their vessels transit or operate in the area.

“ The attempted

boarding of a vessel underway, especially at night and this far out in open seas, is a tactic more usually associated with highly motivated Somali pirates

“

impunity. Although the majority of their activity centres on coastal terrorist attacks, the kidnap of a German couple from Catherine serves as a reminder of the need for caution. Whilst there is no evidence that Abu Sayyaf will start to target larger, commercial vessels in the region, as a politically motivated group the possibility to develop such a capability remains”. Dryad’s warning comes as the Eastern Sabah Security Command (ESSCOM) is reported to have initiated routing measures for commercial vessels to help improve maritime security in the region. In the early hours of 9 August 2014, the radar of a product tanker transiting south, 200 nautical miles off the Nigerian shoreline detected a probable pirate mother ship lying in wait close to its track. Shortly after detecting the vessel, the crew was engaged by several bursts of automatic gunfire from up to three pirate boats. The pirates then made an unsuccessful attempt at boarding the vessel from the stern. Dryad Maritime warns that the range at which this attack took place, some 200 nautical miles offshore, and the tactics employed are more commonly associated with Somali piracy methods than those seen in the Gulf of Guinea. According to Ian Millen, “The attempted boarding of a vessel underway, especially at night and this far out in open seas, is a tactic more usually associated with highly motivated Somali pirates, and only then on a small number of occasions. Whilst we have seen similar attacks on vessels off the Niger Delta up to 160 nautical miles out, these have been crew kidnap incidents. It is unusual to see an attempted hijack of an underway tanker at such ranges from the shore and the numbers of craft involved suggest that this was an attempt at cargo theft. This could be a real game changer for this specific type of crime if repeated; one that would match the strategic shock earlier in the year when a tanker, Kerala, was snatched from an anchorage off Angola”. As a result of the attack, Dryad Maritime have issued an immediate advisory to ship operators transiting the area. Dryad’s team of analysts predict that the incident could signal a step change in terms of both pirate capability and tactics and a development that regional forces would be unlikely to be able to deal with. “It would be easy to characterise this event as just another statistic in the story of Gulf of Guinea maritime crime, but to do so would be missing one very significant point – the open ocean nature of what looks like an intelligence-led operation. The victim vessel was in transit between a Gulf of Guinea port and a destination further south. If the departure and destination ports were known, and the mother ship had a suitable equipment fit, it is possible that the pirates could sit along

It is being stressed the threat does not necessarily end there. While the ongoing threat to tankers in the Malacca Straits, surrounding waters and anchorages is set to continue, the problem could be set to spread. The message from SAMI is that other vessel types could soon become targets too, and so it is imperative that steps are taken to ensure that necessary security measures are in place. While the current focus is mainly on product tankers, there are concerns that pirates may pose a wider risk to shipping. SAMI warns that very often a specific type of piracy actually evolves into a more random “smash and grab” form. Criminal elements with a marine capability are considered to be willing and able to hit alternative targets, seeking to gain whatever they can from any passing shipping. Most of the current incidents have taken place within territorial waters, and as such there is

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an expectation that local law enforcement and military intervention will eventually ease the current security problems. Indeed, it is to be hoped that affected countries are able to work together to counter this rising problem, as they have done before. In the meantime shipping must act to protect itself, and it is considered vital that action is taken from intelligence, management and operational perspectives. One key concern to emerge is the accusation that criminals are being granted access to sensitive information on cargoes and vessel movements. As such owners, masters and agents need to do everything possible to control and restrict the flow of such intelligence and data. Parallel to this is a need to ensure that practical measures are taken to protect seafarers, cargoes and vessels. From the management ashore, through to the team onboard there needs to be an awareness of the local piracy problems, as well as an ability and willingness to take the necessary actions to safeguard and protect their vessels. According to Peter Cook, CEO of SAMI, “It is now time to revisit Ship Security Plans to ensure that they are relevant and capable of implementing the defensive measures necessary to protect vessels from this form of piracy”. While many vessels which trade internationally may have the necessary equipment and the crews have the knowledge and skills to enact measures akin to those of the industry Best Management Practices (BMP), there are many vessels in the region which only trade in this geographic area. This could be a problem, but one which needs to be addressed. For these vessels, it may be more difficult to ramp-up the security measures and response – but it is vital that they do so. SAMI urges CSOs, masters and SSOs to fully assess their vulnerabilities and the way in which security is enhanced. ❚

Peter Cook, CEO of SAMI

Maritime Security International

Organisations

Crisis

control

Business development manager Jeremy Johnson

Risk management solutions and security accredition are just two things concerning security organisations at the moment

eptune Maritime Security has successfully delivered crisis management training to bolster defences at major ports in Asia, the Middle East and Africa (AMEA) amid increasing instability in the region. An expert team from the company’s Dubai head office and operational support centre recently performed exacting risk assessments before carrying out specialist training for security officers and senior personnel. The risk management solutions featured such scenarios as terror attacks and suicide bombers, kidnap, civil unrest and uprisings as well routine health and safety checks. They were the latest in a series of emergency response services delivered by Neptune in the AMEA region as the expanding company continues to drive up standards in the maritime security sector and diversify its operational range. Business development manager Jeremy Johnson said: “Major port operators are becoming increasingly aware of potential risks at their facilities worldwide. “Companies must not only meet International Ship and Port Security (ISPS) Code standards and meet routine health and safety requirements but also ensure their emergency response plans are updated.

Maritime Security International

“We have a successful track record of providing specialist security and risk management solutions in ports and shore-side industrial and petro-chemical facilities around the globe, as well as our background as a trusted and professional PMSC in vessel protection. “Using our experience in creating emergency response plans, a thorough understanding of the ISPS Code and health and safety planning, we have been able to provide clients with the necessary skills to enhance their businesses in hazardous countries while ensuring the safety of staff and operations and reducing potential liabilities.” He added: “Our latest specialist solution was for a port operating in a potentially hazardous area against a background of increasing regional instability. “We delivered a bespoke risk assessment and training programme to give the client greater capabilities and the confidence to focus on operations rather than worry about potential dangers. “Mitigation is always the safest plan of action whether it is for shipping, ports, shoreside and offshore facilities, or cruise terminals.” Neptune, with offices in the UK, Dubai, Tokyo and Singapore, initially carried out a bespoke risk assessment at the port, which has not been named for security reasons.

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It covered such factors as staff, office facilities within the port and terminal and the company’s vessels. A risk register was drawn up with possible impact and company liabilities from a wide range of potential factors, including economical, operational and environmental incidents as well as potential disruption caused by local community action which could affect production. The client then selected training options for its senior management team and security officers in a variety of areas. They included potentially troublesome local officials, behavioural and scenario training which also factored in the potential for civil uprising and possible terrorist action, along with health and safety training. Exercises were carried out in the classroom and in ‘real world’ situations. There are more than 12,000 ports worldwide, according to IHS’s Sea-web. Some 90% of world trade is carried by the shipping industry, according to the International Chamber of Shipping. Incidents at ports over recent years have included al Qaeda attacks in Yemen, including a LNG export facility. Further back in October 2000, some 17 crew were killed when suicide bombers in a motorboat attacked the USS Cole while she refuelling at a port in Aden.

Organisations Simpson, who was a Captain in the British Army and a Major in the New Zealand Army, said: “As a leading private maritime security company (PMSC) we have been actively at the forefront of driving up standards in the industry.

“ There are about

160 private maritime security companies worldwide but less than a dozen in BIMCO so far

“

The recent crisis management training by Neptune comes hot on the heels of the company becoming one of a small number of accredited PMSCs to achieve associate membership of BIMCO, one of the world’s largest shipping associations, after achieving the ISO (PAS) 28007 accreditation. Neptune also provides specialist services for the cruise industry, superyachts, ports and the offshore energy sector. Neptune, founded in 2009 by two former members of the Special Boat Service, a highlyregarded special forces unit in the UK, gained BIMCO membership after being successfully accredited with a new industry management standard, the ISO PAS (28007). The company played an instrumental role in developing the new internationally-recognised certification, which shows that a PMSC is able to conduct operations safely and has the correct governance. General manager Ian Simpson, an ex-army commando with 31 years of service, chaired the Accreditation and Standards Group within the industry’s Security in Complex Environments Group (SCEG), which contributed significantly with input to the drafting of the standard. Neptune was also chosen to take part in the UKAS pilot scheme.

“There are about 160 private maritime security companies worldwide but less than a dozen in BIMCO so far and because they have ISO PAS (28007) it is growing rapidly. “Associate membership of BIMCO underlines our status in the shipping industry as a reliable, trusted, professional and well-run company.

Gray Page Specialist maritime consulting group Gray Page is providing its Maritime Threats and Incidents Picture through its website as a freely available resource for the shipping community.

Constructed on an interactive Google map platform, the threats and incidents picture focuses on both commercial risks and physical threats to shipping, in key hotspots around the world. Jim Mainstone, Head of Intelligence at Gray Page said: “We hope that by sharing reliable risk analysis with the shipping community, the industry will be able to mitigate some of the inherent risks in shipping. All the information in the Maritime Threats and Incidents Picture is gathered from reliable and well-placed sources, using sound intelligence principles. We have concentrated on providing intelligence that is commercially relevant

“It demonstrates our absolute determination to provide the highest quality services for clients but also to continue to improve the reputation of the industry as a whole.” Neptune, which has an operations and support centre in Dubai, has 60 highly-trained maritime security operatives stationed on vessels across the world at any one time. Companies applying for ISO PAS (28007) undergo a rigorous audit by such accredited bodies as Lloyd’s Register Quality Assurance to ensure that they operate legally, safely and effectively. ISO PAS (28007) cuts red tape and time when a shipping company or third party is seeking to contract a PMSC as it demonstrates that many assessments have already been successfully completed. BIMCO and the International Maritime Organisation (IMO) are among those to back the ISO PAS (28007). Neptune managing director Carl Sykes said: “Associate Membership of BIMCO marks the end of a long period where Neptune has actively pushed for greater governance in the maritime security industry. “I’m delighted that the company has achieved membership of such an august body and hope that our active participation will go

to the shipping industry and presented it in a user-friendly manner.” Gray Page’s Maritime Threats and Incidents Picture is easily accessible and freely available for anyone in the shipping industry to use. It contains expert analysis and assessment, but Gray Page have taken a straightforward approach to explaining what is happening, what it means and what can be done to mitigate the risk. The Maritime Threats and Incidents Picture contains information and assessments on commercial risks such as fraud, sanctions, corruption and trafficking, as well as physical threats to ships and seafarers such as piracy, kidnap for ransom, armed robbery and hijack for cargo theft. To see the map, current incidents, threats and enduring risks visit:www.graypage.com/threat-picture ❚

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Maritime Security International

Organisations some way to allay any concerns potential clients may have about armed security provision in the maritime environment. An unprotected ship is a vulnerable ship, which is why we are in demand.” Giles Noakes, BIMCO chief maritime security officer, added: “BIMCO was intimately involved in the development of ISO PAS (28007). “We are offering associate membership in full confidence of the suitability of ISO 28007 as a single common standard for PMSCs and would encourage all PMSCs to progress down this route. “The rigorous auditing and standards required are the only comprehensive and safe process for our members to carry out due diligence and choose the right company.” Neptune also provides specialist services for the cruise industry, superyachts, ports and the offshore energy sector. ❚

CSO Alliance CSO Alliance is a new online community built by CSOs, for CSOs highlights Black Pearl. When CSOs meet they share ideas and information, better assess the mutual risks their crews face and deliver a co-ordinated approach to the fight against organised crime. CSO Alliance takes these valuable human interactions online and into a private and secure platform where over 12,000 CSOs managing the security of 120,000 maritime assets, spending over $12.5 billion per year on security goods and services, can interact.

The Alliance provides geospatial mapping of incidents and attacks from around the world aligned with an intuitive database. Reports are provided by CSOs, in addition to thirty sources, before being verified by an expert team, with each contributor credited. The uniqueness of the Alliance lies in the suite of tools that accompany the mapping and Black Pearl harnessing the wealth of live feedback for CSOs, as they Black Pearl has also been confirmed as one of the first group of share ideas and intelligence private maritime security companies (PMSC) to become associate 24/7. Captains rely on VHF at members of BIMCO. The company is another of the few maritime security companies sea and now CSOs have a webto have successfully achieved ISO/PAS 28007 certification. based Alliance to communicate. According to Giles Noakes “a requirement for PMSC’s to become There are intuitive spaces associate members of BIMCO is the implementation of the ISO/ dedicated to specific topics to PAS 28007 – as we believe that there should be one common share innovations within groups, standard of high quality for maritime security that ensures the saving CSOs time and their companies money. safety and security of members’ crews, vessels and cargo.” Combined, these elements As an organisation whose global membership represents between 60 – 70% of the world’s shipping trade, including form a global community of shipowners, operators, managers, brokers and agents, professionals who raise the BIMCO recognises that it is vital that they ensure credible and stakes in the fight against crime and between them, achieve competent certification of all PMSCs. Noakes continues, “Companies that are successful in becoming Security Through Community. When CSOs meet, they associate members will then be added to BIMCO’s ‘whitelist’ of PMSCs which all BIMCO members can access to find the BIMCO exchange ideas and information, mutually agree the true risks their approved providers of maritime security services. In May, we advocated at IMO’s Maritime Security Committee crews face and work out how that only one common standard is acceptable, audited by an best to co-operate. This often accredited independent third party auditor.” ❚ leads to the right equipment and services being procured to better defend ships, crew and cargoes. CSO Alliance has taken these valuable human interactions and embedded them into a secure online members-only platform. The outputs are formidable: The CSO community is broad, stretching from the Merchant Marine, Super Yachts and Offshore Platforms to Ports, Terminals and Fishing Vessels. “We have met nearly all the key industry, military and association

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bodies, ranging from BIMCO, International Group of P&I Clubs, UKMTO, ReCAAP, EUNAVFOR, Norwegian Hull Club, Intertanko and Intercargo, among others. The support we have received has been considerable, each organisation is unique and we are working to ensure meaningful long term co-operation. Over 120,000 maritime assets are managed by just 12,000 CSOs with a combined annual spend of $12.5 billion pa on maritime goods and services. Our initial focus is the Merchant Marine, some 4,200 CSOs managing the security of 55,000 ships” the Alliance says. ❚

Ramora link up Ramora UK, a leading global provider of Bomb Disposal services, has announced that it has formed a strategic partnership with Scafell Organics. Scafell Organics, founded in 2002 and headquartered in Nottinghamshire is a small independent company primarily manufacturing and supplying research. Alongside this, Scafell supply fine organic chemicals and materials in a wide span of applications.

Alongside their manufacturing facility is a contract packing and distribution service utilising onsite ADR/IMDG/IATA trained staff with a fully EU compliant software package generating relevant documentation in order to ship hazardous goods worldwide. Ramora UK will work in partnership with Scafell Organics offering reactive chemical response, including neutralisation (where necessary) and packing and removal of hazardous substances following a spill or similar incident, all through Ramora UK’s 24/7 Control Room facility. This service also extends to surplus or unwanted chemicals that require disposal. “With the complementary knowledge and understanding that our two companies have of the hazardous goods industry, a strategic partnership is the way forward to broaden and strengthen the services provided independently by each company” said David Welch, Managing Director of Ramora UK. “Undoubtedly, the combined knowledge and expertise will not only provide excellent value for money in the services delivered but also vastly strengthen the technical and practical capability of our emergency response 24/7 Control Room facility”. David Bowen Director of Scafell Organics Ltd added, “We are proud to be part of this new strategic partnership with Ramora UK. With the addition of our expertise to Ramora UK’s extensive 24/7 Control Room facility, we aim to help minimise the impact of any incident to people, property and environment in the most cost effective and time critical manner.” ❚

Legal

Viral attack There have been many warnings about the implications of the Ebola outbreak

aw firm Ince & Co has been flagging up some of the legal issues resulting from the Ebola outbreak in West Africa on its online website. As the law firm says: “Its virulence has created an atmosphere of fear. There are examples of crews refusing to enter ports in countries where outbreaks of the disease has been reported. According to Ince “Some airlines, including British Airways, have suspended flights on some routes to countries affected by the virus. No ports in affected areas are currently reported to be closed due to Ebola, but port authorities are implementing procedures to screen vessels prior to arrival and are reviewing safety precautions in port. They are being hampered by the very basic level of amenities in some of those ports. Some shipping lines are considering suspending services to Nigeria in particular and most are being urged to cancel shore leave and crew changes in the affected areas. “Under a time charter, the Master will generally be obliged to follow charterers’ orders without undue question, subject to his responsibility for the safety of the vessel. Most time charters also contain either express or implied safe port warranties, whereby charterers promise to send the vessel only to ports that are safe”. The classic definition of a “safe port” is that a port will not be safe unless, in the relevant period

of time, the particular ship can reach it, use it and return from it without, in the absence of some abnormal occurrence, being exposed to danger which cannot be avoided by good navigation and seamanship. In most scenarios, the risk associated with unsafety at a port is principally to the ship and cargo, as opposed to the crew and is normally related to a recognised characteristic or feature of a port. There are also those instances where there is “political unsafety” where the onus on the master is to avoid the problem using common sense. It is suggested by leading practitioners that risks to the crew can render a port unsafe even where there is no risk of damage to the ship. “The time for assessing the safety of the port is the time at which the charterer nominates the port; charterers have a primary obligation to nominate a port that is “prospectively” safe. Under a time charter, if the port becomes unsafe after charterers’ original nomination, charterers have a new obligation to cancel the original order and nominate a different port that is prospectively safe. The position under a voyage charter is less clear; it is thought that there is no general duty or right to re-nominate in the event of supervening unsafety. It is of course always open to the parties to agree a variation of the charter to provide for an alternative port”. Whether considering a time or voyage charter, each case would depend upon its facts and

Summer 2014

the terms of the particular charterparty. In particular, some charterparties contain liberty clauses, which may give the owner the right to refuse to proceed to or enter a particular port in certain circumstances (e.g. “which in the judgment of the owner or Master is likely to... make it unsafe, imprudent, or unlawful for any reason... to enter or discharge the cargo at the port of discharge, or to give rise to delay or difficulty in arriving, discharging at or leaving the port of discharge...”). A common example is wording which provides that the owner is obliged to proceed only “so near thereto as she can safely get”. At the time of entering into new fixtures, owners may seek to negotiate a bespoke clause to prevent the ship trading to ports in countries affected by Ebola, or otherwise to restrict trading limits to exclude named countries including those currently known to be affected by Ebola. The question of whether a particular port in an affected area is safe, in the legal sense, will depend upon an assessment of the facts of the alleged unsafety, i.e. the possibility of the crew being exposed to Ebola. Whether an Owner or Master can refuse to go to a port will depend on the charterparty. The position would be clearer if a country closed a port but at the moment all remain open for trade. This may change.” ❚

Maritime Security International

Corporate viewpoint POLICY & FORUMS 24

The World’s First Suite of Maritime Security Charts

ADMIRALTY Maritime Security Charts from the UKHO allow shipping companies to engage in safe passage planning in high-risk waters

he United Kingdom Hydrographic Office (UKHO) has produced ADMIRALTY Maritime Security Charts to provide the maritime industry with a single point of reference for security information by region in the fight against threats to the security of ships, crew and cargo. Together with a trusted worldwide distribution channel, the UKHO can share frequent maritime intelligence to help mariners with passage-planning and voyages designed with safety in mind. For centuries, piracy has posed a threat to trade at sea. Over recent years, the threat has been targeted and more sophisticated in terms of the technology used and the cost to the industry, while Safety of Life at Sea has been threatened in different ways and locations. In West Africa, 1,871 seafarers were subject to piracy attacks during 2013, according to data from Oceans Beyond Piracy (OBP). Of these seafarers, 1,209 were on vessels boarded by West African pirates and 279 were held hostage for some period of time. The numbers were lower in East Africa in 2013, where OBP reports that 486 seafarers on 23 vessels were attacked by Somali pirates. A further 145 vessels in East Africa encountered perceived piracy threats from suspicious approaches. Nor is the threat limited to East and West Africa. The International Maritime Bureau recently issued a warning to

small tankers operating in the South China Sea, following a spate of tanker hijackings in the region for the primary purpose of siphoning off their oil cargoes. The fact the majority of attacks in the region until this point had been vessels boarded for petty theft shows the changing nature of the risks faced. As the nature of this threat constantly evolves, in terms of the targets most at risk, the tactics pursued by the perpetrators and the location where the risks are greatest, the response from the shipping industry must also evolve. Of course, piracy is not the only security risk to international shipping. It is imperative that ships are alert to the risks posed by embargoes, exclusion zones, mined waters, illegal fishing, smuggling and other sea crimes, as well as routing and reporting restrictions put in place by military or security forces either due to armed conflict or other security considerations. Given the evolving and multi-faceted nature of the security threats faced by international shipping, one of the most powerful tools at the disposal of the shipping community is the sharing of information. By providing mariners with the latest maritime security intelligence to help them to plan their voyage, as well as the means to report any suspicious behaviour, all ships can be kept safer. The UKHO was asked by several leading organisations including the

Royal Navy, the NATO Shipping Centre, RECAPP (Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia), UKMTO (United Kingdom Marine Trade Operations) and Singapore’s Infofusion Centre to create a userfriendly tool that would aid the mariner in safe passage planning and voyage. This initiative led to the development of the UKHO’s ADMIRALTY Maritime Security Charts. Comprehensive portfolio The complete suite of ADMIRALTY Maritime Security Charts has been developed to enable mariners to carry out safe passage-planning in waters with identified security risks, including: • Q6110 Mediterranean • Q6111 Persian Gulf and Arabian Sea • Q6112 Karachi to Hong Kong • Q6113 Andaman Islands to the Torres Strait, including Indonesia • Q6114 West Africa including Gulf of Guinea *new* • Q6099 Red Sea, Gulf of Aden and Arabian Sea Key features of the charts • Highlights exclusion zones, areas of concern, war, embargo and sea mines • Shows reporting zones and what to do if a ship enters such an area

For more information on the ADMIRALTY Maritime Security Chart series visit www.ukho.gov/uk/ security or to purchase contact your local ADMIRALTY Chart Agent who can be found at www.admiralty.co.uk

Q6114 West Africa including Gulf of Guinea

Maritime Security International

Summer 2014

Corporate viewpoint

ADMIRALTY Maritime Security Charts

NOT TO BE USED FOR NAVIGATION

Vessel traffic heat map showing the full suite of ADMIRALTY Maritime Security Charts (not for sale, illustration only)

Q6110 - Mediterranean Sea

Q6111 - Persian Gulf and Arabian Sea

Q6112 - Karachi to Hong Kong

Q6110

Q6111

Q6114

Q6113

Q6112

Q6009

Q6114 - West Africa including Gulf of Guinea

• Provides definitions of illegal activities such as piracy, terrorism, illegal fishing etc • Contains localised advice for crews in the event of a threat, breach or attack • Includes an incident report form to allow crews to report threats or attacks and ensure a continuous cycle of sharing information • Shows secure anchorage areas • Defines reporting procedures and contact numbers/email addresses to Information Sharing Centres and help lines According to Chris Parry MBE MA, Head of UK Fleet AWNIS Unit at the UK Ministry of Defence, ADMIRALTY Maritime Security Charts perform an important passage planning role for ships travelling within or near high-risk waters: “In conjunction with our existing charts, the UKHO now offers a suite of six ADMIRALTY Maritime Security Charts. This is the first time that such a suite of charts has been made available for the global shipping industry. Used in conjunction with other navigational charts and publications, our suite of security charts will allow shipping companies to engage in safe passage planning in the majority of waters with identified security risks and to do all they can to protect their crew, vessels and cargoes.”

Q6099 - Red Sea, Gulf of Aden and Arabian Sea

Key benefits Straightforward to understand as they display well-known ADMIRALTY symbology The UKHO’s ADMIRALTY Maritime Security Charts deliver vital security information in a format that is immediately recognisable to the mariner. This allows mariners to use their navigational skills and their familiarity with nautical charts to plan for and manage security threats in the same way that they plan for and manage navigational hazards. All required information by region is in one familiar, easy to-use chart ADMIRALTY Maritime Security Charts can also be used by ship personnel, shore-based managers and security specialists for recording the latest security-critical navigational information, which can be accessed for free via the UKHO’s Security Related Information to Mariners (SRIM) service. Can be used both in passage-planning and during voyages ADMIRALTY Maritime Security Charts serve as an important passage planning aid for any ship travelling through waters where maritime security issues come into play, allowing the most appropriate route to be chosen

Summer 2014

Q6113 - Andaman Islands to Torres Strait including Indonesia

and preparatory anti-piracy and security measures to be taken, as well as showing secure anchorage areas. Follows Best Practice Management (BPM) for incident reporting Mariners can use ADMIRALTY Maritime Security Charts to plot any sightings or incidents relating to maritime security, meaning that a record can be kept on a bespoke chart designed for this purpose. The chart also contains advice on preparing to enter waters with known security issues, as well as instructions on the Voluntary Community Reporting (VCR) requirements, whereby vessels in the VCR region of Southeast Asia and surrounding waters can report any security issues. Thanks to the international co-operation between the military and maritime authorities and the world-leading expertise of the UKHO in the production of nautical charts, ADMIRALTY Maritime Security Charts can play a vital role in the global fight to ensure the security and safety of ships, cargoes and mariners. All of the UKHO’s Maritime Security Charts are available as a free download from www.ukho.gov.uk/security, along with the UKHO’s free SRIM updates. The complete suite of Maritime Security Charts is also available to purchase from the UKHO’s global network of chart agents. Details can be found at www.admiralty.co.uk.

Maritime Security International

Regulation

Sulphur

count

down New sulphur rules set to be implemented in January 2015

here have been a number of regulatory updates in recent months as shipping companies count down to the introduction of 0,1% sulphur fuels in emission control areas on January 1, 2015 and more amendments to SOLAS are introduced at IMO. The International Chamber of Shipping is encouraging the Paris Memorandum of Understanding on Port State Control to ensure that a harmonised approach to PSC inspections has been developed in advance of 1 January 2015 deadline with respect to the implementation of the 0.1% Sulphur Emission Control Areas (ECAs), established in accordance with MARPOL Annex VI. ICS has underlined the shipping industry’s commitment to full compliance with the IMO sulphur ECA requirements from January 2015. However, ICS is concerned that information collected by its member national ship owners’ associations suggests that many governments are not yet prepared to implement the requirements in a uniform manner, in order to ensure the prevention of a potentially serious market distortion. ICS Secretary General Peter Hinchliffe explained: “The shipping industry is investing billions of dollars in order to ensure compliance with this major regulatory change, and the huge

Maritime Security International

costs involved could have a profound impact on the future structure of the entire shipping industry. We therefore think it is vital that governments get the details of any PSC intervention right as we enter a new world in which fuel costs for many ships will increase overnight by 50% or more.” He added: “There is only six months to go and it is vital that the Paris MOU and its member states – in co-ordination, as may be appropriate, with the United States and the European Commission – clarify all of the details of ECA implementation with respect to PSC inspection as soon as possible. ICS believes it is important for the maintenance of fair competition that implementation occurs throughout the Paris MOU region in a consistent and harmonised manner.” ICS has just written to the Paris MOU in order to draw attention to the global shipping industry’s serious concern with respect to the sulphur ECA implementation. With the exception of the United States, all of those coastal nations that are located within the IMO sulphur ECAs (in North America, the North Sea and the Baltic) are party to the Paris MOU. ICS has raised a number of PSC inspection issues with respect to MARPOL Annex VI on which ICS believes it is vital that a harmonized approach is developed and agreed by the Paris MOU in advance of the implementation date.

Summer 2014

These issues include: »»

»»

Whether – as ICS believes should be the case – the principal method of inspection will only involve looking at the bunker delivery note (BDN), with further sampling/ analysis of fuel only normally taking place when examination of the BDN suggests clear grounds to suspect non-compliance, or when there is a previous history of noncompliance with MARPOL Annex VI; The procedures to be followed, with reference to applicable IMO Guidelines, in the event that sampling or analysis is undertaken during PSC inspections; The procedures that might be followed with respect to ships that transit an ECA without calling at a Port State located within an ECA; The extent to which a consistent approach will be shown with respect to any discretion for minor technical violations (e.g. those that might arise from fuel switching when a vessel enters an ECA) as opposed to deliberate use of the wrong grade of fuel, or with respect to any discretion that might be applied for a limited period after January 2015; And the criteria to be applied during PSC inspections with respect to alternative compliance measures such as Exhaust Gas Cleaning Systems (‘scrubbers’) or LNG.

Regulation “Issues with respect to scrubbers that ICS believes require a harmonised approach include the acceptability of ‘closed loop’ and ‘open loop’ systems, and the extent to which overboard discharges will be subject to inspection by reference to the relevant IMO Guidelines. It is hoped that the Paris MOU will give serious consideration to the issues raised by ICS at the next meeting of its Management Advisory Board, in order to provide clarity SOLAS amendments”. ❚

SOLAS changes A number of changes to the safety of life convention to cover the recovery of persons from the water, reducing noise for seafarers on ships, and firefighting communication on board ships have been introduced recently.

New requirements under the International Convention for the Safety of Life at Sea (SOLAS) to require all ships to have plans and procedures to recover persons from the water are among a set of SOLAS amendments which entered into force on 1 July 2014. The SOLAS amendments on the recovery of persons from the water, adopted in 2012, were developed as part of the International Maritime Organization’s work on large passenger ship safety and are aimed at ensuring all ships have the capability to effectively serve as a rescue asset and have the right equipment to be able to rescue persons from the water and from survival craft, in the event of an incident.

This new requirement is intended to enhance safety at sea and also to provide support to search and rescue coordinators in all types of rescue operations and, particularly, in those situations where there is insufficient dedicated search and rescue capacity or access to helicopters and specialized rescue craft is limited. The ship’s plans and procedures should take into account related Guidelines for the development of plans and procedures for recovery of persons from the water (MSC.1/Circ.1447). Ships constructed before 1 July 2014 are required to comply with the requirement by the first periodical or renewal safety equipment survey of the ship to be carried out after 1 July 2014, whichever comes first. The implementation of the requirements on ships to which SOLAS does not apply is encouraged under a related MSC resolution, also adopted in 2012, which invites SOLAS Contracting Governments to determine to what extent the requirements should apply to: cargo ships of a gross tonnage below 500 engaged on any voyage; cargo ships of a gross tonnage of 500 and above not engaged on international voyages; passenger ships not engaged on international voyages; fishing vessels; highspeed craft; dynamically supported craft; special purpose ships; and mobile offshore drilling units. For seafarers, IMO has issued A Pocket Guide to Recovery Techniques (IMO I947E). Also entering into force on 1 July 2014 was the

Summer 2014

new SOLAS regulation II-1/3-12, which requires new ships to be constructed to reduce on-board noise and to protect personnel from noise, in accordance with the revised Code on noise levels on board ships, which sets out mandatory maximum noise level limits for machinery spaces, control rooms, workshops, accommodation and other spaces on board ships. Amendments to SOLAS regulation II-2/10 on fire-fighting entered into force on 1 July 2014, to require a minimum of two two-way portable radiotelephone apparatus for each fire party for fire-fighters’ communication to be carried. The apparatus shall be of an explosion-proof type or intrinsically safe. Ships constructed before 1 July 2014 shall comply with the above requirements not later than the first survey after 1 July 2018. Further amendments to regulation II-2/15 on instructions, on-board training and drills require an on-board means of recharging breathing apparatus cylinders used during drills, or a suitable number of spare cylinders. Another amendment to regulation II-2/20 on protection of vehicle, special category and ro-ro spaces related to fixed fire-extinguishing systems, updates the requirements. The amendments apply to ships constructed on or after 1 July 2014. Ships constructed before 1 July 2014 shall comply with the previously applicable requirements. Other amendments to the appendix to the annex to the SOLAS Convention replace all forms of certificates and records of equipment, including its 1988 Protocol, and further amendments relate to the forms of the Cargo Ship Safety Construction Certificate and Cargo Ship Safety Equipment Certificate of its 1978 Protocol. Also entering into force on 1 July 2014 were amendments to the International Convention for Safe Containers (CSC), 1972, which were adopted in 2013 by resolution MSC.355(92), to incorporate and facilitate the entry into force of amendments to the CSC Convention adopted in 1993 by resolution A.737(18), including amendments relating to the form of the safety approval plate and to the approval of existing and new containers. The amendments also introduce a transitional period for marking containers with restricted stacking capacity and include a list of deficiencies which do not require an immediate out-ofservice decision by control officers, but require additional safety measures to enable safe ongoing transport. The Solas convention has been ratified by 162 States representing 98.77% of world merchant shipping tonnage. ❚

Maritime Security International

Corporate viewpoint POLICY & FORUMS 28

LET’S TALK GUNS…

RTNER IN THE HEART OF DITERRANEAN

alta is a strategic maritime hub with arguably the most reasonable firearms legislation in Europe. While the Island’s involvement in the maritime industry and the legislation regulating it is centuries-old, its present gun laws only came into being in 2006 when the Arms Act and the Arms Licensing Regulations replaced the 1931 Arms Ordnance. The history of the transition from an outdated colonial law to a modern one based on the EU Arms Directive is intrinSUPPLIES STORAGE TRAINING LOGISTICS sically linked to the indefatigable efforts Maritime hub Malta of firearms expert Stephen A. Petroni who led a dedicated group of members of the has managed to Association of Maltese Arms Collectors update its gun laws and Shooters towards an objective that others believed was unattainable. The into something that considerable effort of the AMACS team will work in the achieved a gradual change in the official 21st century attitude to legal firearms ownership, paving the way that led to the drafting and parliamentary approval of new and sensible legislation based on the letter and Address : LSB Security Solutions, Phoenix Group Ltd, Phoenix Building, Regional Road, Sta. Venera SVR 9022, Malta. spirit of the EU Arms Directive. The Arms Tel: +356 2148 0118, +356 9947 1091 | Email: info@lsb-malta.com Web: www.lsb-malta.com Act 2005 opened up opportunities for serious sports shooters and collectors as well as the industry. Stephen’s presence in negotiations for improvements and fine-tuning over the past two decades continues unabated through the posts that he holds both locally and internationally. He is a member of various international fora as well as Chairman of the Foundation for European Societies of Arms Collectors. In 1996 Stephen set up the aptlynamed company Lock, Stock and Barrel (or LSB as it is referred to by clients) as a division of Phoenix Group Ltd, a family business with roots that reach back to 1948. What started off as a gunshop LSB Security Solutions run by enthusiasts for enthusiasts develPhoenix Group Ltd oped into a niche business active in four Phoenix Building distinct fields: Regional Road • LSB Gunshop – an outlet that is Sta. Venera SVR 9022 a mecca for sports shooters and Malta collectors of antique and historical firearms and which also provides Tel: +356 2148 0118 appraisals and consultancy; Mob: +356 9947 1091 • LSB Defence – military and E-mail: sap@lsb-malta.com police procurement; LSB has www.lsb-malta.com been repeatedly chosen as the preferred bidder in government contracts; • LSB Film Armoury – LSB armourers have worked in numerous movie and television productions since 2002, includ-

LSB Security Solutions as your partner;

location and its maritime service industry. It ates, a position that is further enhanced by stability.

s that benefit the incorporation of serious and the supportive regulatory frameworks n make Malta an ideal base for PMSCs.

6 up by arms expert Stephen A. Petroni. It of products and services to the civil & movie and private maritime security industries.

s extensive technical and legal experience rch into the subject and his successful t ultimately benefit the maritime security

OBJECTIVE

ing the sea piracy blockbuster Captain Phillips; • LSB Security – Supplies and services tailored to the needs of Private Security Companies and Private Maritime Security clients. The concept behind LSB Security was inspired by the emergence of the PMSC industry as a result of the phenomenon of maritime piracy. The combination of Malta’s strategic position as a maritime hub and its reasonable gun laws put local operators in pole position to provide supplies and logistical services to private security companies. A new legal mechanism will make it possible for locally-registered companies to be granted a PMSC Operator Licence; this will offer considerable advantages that enhance operators’ flexibility and efficiency. Naturally, PMSCs must first pass the exacting screening of the Maltese authorities that issue the necessary permits. The Trade Services Directory (DTS) issues authorisations to transfer weapons and ammunition to licensed operators after a thorough background check in collaboration with the Maltese police and the Ministry of Foreign Affairs. The DTS takes pride in the fact that only serious operators have made it through its filters. The LSB team exploited this window of opportunity by placing its vast experience in technical and procedural matters at the disposal of private security companies that choose to use its services. Many satisfied customers can attest to the sound advice and friendly service provided by LSB. LSB Security provides a host of interesting products and tailor-made services

Maritime Security International

to serious operators. Besides offering an array of suitable and reliable firearm brands and types, as well as ammunition, accessories and personal protection, the company provides the tailored logistical solutions and the processing of permits to move equipment from one location to another. The company also provides secure storage options within its own customs-free zone. Moreover LSB is in a position to work with customers on training programmes within the Maltese Islands, including access to shooting ranges for the training of operators. It employs personnel with years of experience in the field. The company’s objectives and its attitude to business is summed up by Stephen’s son Julian who joined the LSB team this year: “Having contributed to the creation of this new industry in Malta, we are always keen to entertain proposals by other serious players that are conscious of Malta’s potential and are willing to embrace it in partnership with us”. Links Malta Arms Act 2005: http://justiceservices.gov. mt/DownloadDocument. aspx?app=lom&itemid=8946 Malta Arms Licensing Regulation 2006: http://justiceservices.gov. mt/DownloadDocument. aspx?app=lom&itemid=11315&l=1 Malta PMSC Licence Regulations, 2013: http://justiceservices.gov. mt/DownloadDocument. aspx?app=lp&itemid=24740&l=1

New blood: Julian Petroni with a SIG Sauer rifle

Summer 2014

Kidnap and ransom

Upping the ante

n May 2014 the UK government launched its national strategy for maritime security. This was a first in that it set out the UK’s approach to delivering security for UK vessels both at home and internationally. As a cross-government activity, the strategy outlined the five core priorities of the sixteen government departments and agencies involved. These included commitments to promote a secure international maritime area; to help other nations develop their own maritime security; to protect the UK and the Overseas Territories, their citizens and economies by supporting the safety and security of ports and offshore installations, and passenger and cargo vessels; to assure the security of vital maritime trade and energy transportation routes; and to protect the resources and population of the UK and the Overseas Territories from illegal and dangerous activity. UK strategy is based around five core principles: UNDERSTAND, INFLUENCE, PREVENT, PROTECT and RESPOND. The document identified the growing threat from piracy, noting that this had been particularly prevalent on the coast of East Africa and highlighting the potential for major international maritime crime, including piracy, to migrate to other areas.

Jenny Carter-Vaughan, founder and chief executive of Expert Insurance

This is a particularly interesting statement if viewed in conjunction with the events that took place on August 9, 2014, 200 nautical miles off the Nigerian shoreline, when a product tanker was attacked by pirates using tactics more commonly associated with Somali piracy than those previously seen in the Gulf of Guinea.

“ It is unusual to

see an attempted hijack of an underway tanker at such ranges from the shore

“

Jenny CarterVaughan, founder and chief executive of Expert Insurance which specialises in kidnap and ransom cover, looks at recent developments in maritime security

Ian Millen, chief operating officer of Dryad Maritime, commented: “It is unusual to see an attempted hijack of an underway tanker at such ranges from the shore.” He went on to say: “This could be a real game changer for this specific type of crime if repeated; one that would match the strategic shock earlier in the year when a tanker, MT Kerala, was snatched from an anchorage off Angola.”

Summer 2014

The Kerala hijack in January 2014 was the most southerly refined product cargo attack, making Angola the sixth West African state to be targeted. One common factor in similar attacks has been the forced navigation of vessels to waters off the Niger Delta to allow for the offload of cargo and escape on completion. This is seen to be an indicator that this type of outrage is an extension of the criminal activity targeting onshore infrastructure. In Millen’s view, the attack on Kerala demonstrated a significant and worrying reach by the organized criminals into areas previously considered to be safe. Like the UK government, Millen was wondering in May whether events such as the Kerala hijack would embolden criminals to carry out similar operations and copycat outrages. The internet, social media and the wide availability of mobile communication devices are undoubtedly feeding the criminal network with ideas, information and intelligence which is being used to organise more audacious activities. Not only are the criminals well organised as a result of this technology, but local detection and crime fighting units have to be better equipped, better informed and work much harder to prevent such outrages from occurring. Added to which, it is much easier for the well-funded career criminal to evade detection.

Maritime Security International

Kidnap and ransom It is estimated that 90 per cent of total trade in Africa is seaborne. The rates of piracy and criminal activity that affect the ports and trade lanes in the Gulf of Aden and the Gulf of Guinea have a significant effect on the potential for economic growth in these countries. In the Gulf of Guinea, the number of reported crew kidnaps fell from seven in the first quarter of 2014 to just one in the second which involved two crew members being taken from a tanker in the Calabar estuary in April. The threat of violence against crew members has not dissipated. On April 29 this year one crew member was killed and another injured during the hijack of the MT SP Brussels. Hijackers in West Africa are widely regarded as the most threatening – and although these incidents may not result in physical harm, the crew experience is very damaging. The psychological trauma suffered by the crew and the effects on the family are possibly the least appreciated side effects of a hijacking. The cost to businesses of caring for the human victims can be huge. Not only will there be a requirement for counselling and care, but it may also be necessary to source and replace highly skilled officers before further commercial ventures can be recommenced. This can result in costs accruing to the business whilst vessels and crew lie idle. Such costs can be covered by a robust kidnap and ransom policy, but they are normally an extension to cover rather than part of the standard cover. Nigerian gangs continue to target tankers for cargo theft outside of Nigerian waters. Second quarter figures were down on the first three months, but overall the reports show no real variation from previous years. The Indian Ocean has been quieter. However, this should not be seen as a victory over piracy, more a lull in proceedings. The economic and political conditions in this region persist and undoubtedly any reduction in precautions or chinks in the level of security will result in an upsurge in piracy. There are still forty or more seafarers held in captivity in Somalia. The remaining crew from Albedo were liberated in the second quarter of 2014 after four years in captivity, which is good news. However, these last eleven men and their families have been deeply traumatised having reportedly been abandoned by the vessel’s owners. Piracy and the boarding of vessels around South East Asia remain at a high level. In the first half of August there have already been four reported attacks. On August 2,

Maritime Security International

2014 around 6nm west of Penang Island, Malaysia, six robbers armed with guns in a skiff approached and attempted to board a product tanker underway. Duty crew noticed the robbers, raised the alarm and switched on the deck lights. All crew mustered and fire hoses charged. Seeing the crew’s state of alert, the robbers aborted the attempted boarding. On August 8, two robbers boarded a bulk carrier at Muara Berau Anchorage, Indonesia. The alarm was raised and, again, seeing the crew alertness, the robbers abandoned their efforts and escaped. On August 10, fifteen armed robbers boarded an anchored water barge around 2nm south of Teluk Ramunia, Malaysia, tying up crew, slapping and punching them before making off with crew property and communication equipment. On August 11 at Belawan Outer Anchorage, Indonesia, four robbers in a wooden boat approached an anchored chemical tanker. One of the robbers boarded the vessel. Duty crew raised the alarm, sounded ship’s whistle and crew mustered. The thief escaped with his accomplices empty-handed. That these events ended with relative little loss was only been due to the alertness and general preparedness of the crews involved. It is important, therefore, that all ship masters follow the Industry Best Management Practices (BMP’s) BEFORE putting to sea as well as during the voyage. A thorough assessment of risk should be carried out using the latest information available. It is important that this is voyage and vessel specific and not a generic document that pays only general lip service to the dangers associated with the venture. It is quite clear that the majority of piracy attacks have been repelled by ship’s crew who have planned and trained in advance of the passage and applied the BMPs. Abu Sayyaf is one of the most violent Islamic separatist groups and operates in the southern Philippines. The group currently engages in kidnappings for ransom, bombings, assassinations, and extortion. Most of their activity centres on coastal terrorist attacks and the kidnap of a German couple from MY Catherine was also reported in Quarter Two. Abu Sayyaf currently is not linked to outrages involving larger vessels. However, the possibility remains that they could and, as a result, Eastern Sabah Security Command is reported to have taken steps to improve maritime security in this area. Piracy in the waters around South America has been of a relatively low level this year.

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The International Chambers of Commerce reported just two incidents – an anchored bulk carrier that was boarded on April 12, 2014 off the coast of Brazil and a chemical tanker boarded off Colombia on June 25. Neither of these incidents resulted in a major incident due to crew preparedness. The recent attacks around Ecuador off the coast of Guayaquil have ceased, but crews have been advised to remain vigilant. In view of the large number of ships at sea around the world, the number of instances of piracy is still reassuringly low. At KR Expert we still tell our clients that the most important part of any voyage is the planning that takes before the vessel leaves port. Simple steps include avoiding high risk areas where possible, having a plan that’s been communicated to all and is tested regularly and adapted where needed. Making sure there are secure areas on the vessel which attackers would have difficulty penetrating and keeping the crew informed. Hide at least one VHF transceiver somewhere on board – radios are often destroyed by pirates to prevent an early alarm being raised. Brief the crew on the alarm procedure that will be used in the event of an attack. During the journey it is essential for everyone to be vigilant at all times. Be particularly wary of any small craft that appear to be going at the same speed as your own on a parallel or following course. Pirates are increasingly relying on the use of mother ships to resource their missions. Sound the alarm or fire a flare if attackers approach. As soon as you think you are at risk, radio a distress message. Keep it clear and simple, state your vessel’s name and call ‘Mayday’ ‘piracy attack’. Give your vessel’s position (and time and position of UTC). If the attackers manage to board your vessel, the safest course of action is usually to comply with their demands. A robust kidnap and ransom policy is essential for trips that involve travel in dangerous waters. This type of cover won’t prevent an incident from occurring, but will prove invaluable if the worst does happen. The main value in this type of cover is often the support that it provides to family and colleagues at home during the period of uncertainty and also the availability of funds to secure a swift release from captivity. There are a variety of K&R insurers who are prepared to offer cover throughout the world and KR Expert is happy to advise mariners and security companies on suitable protection. ❚

Insurance

CYBER attack Cyber crime is just one area that has been concentrating the minds of insurers in recent months

reight insurance specialist TT Club’s Mike Yarwood has warned of the increasing dangers posed by ‘cybercriminals’ targeting carriers, ports, terminals and other transport operators. Examples of computer hacking affecting organisations, companies and individuals are numerous. Data and information used to focus on high value cargo and susceptible loads. As invasive cyber-technology becomes more widely available, a greater risk to legitimate trade is emerging, exposing operators in the supply chain to economic and commercial damage. Whilst advances in IT systems undoubtedly provide greater opportunities for carriers, transport operators and cargo handling facilities to mitigate their exposure to theft and fraud, unfortunately such increased sophistication also benefits those with criminal intent, the club says. As a leading provider of insurance and risk management services to the freight transport industry, TT Club is well-placed to observe and analyse both the nature and effect of such ‘cyber-crime’, the club says. Mike Yarwood has made a particular study of the fast-growing trend. “We see incidents which at first appear to be a petty break-in at office facilities. The damage appears minimal – nothing is physically removed,” reported Yarwood in his presentation to TOC Europe’s

supply chain conference. “More thorough post-incident investigations however reveal that the ‘thieves’ were actually installing spyware within the operator’s IT network.”. More commonly targets are individuals’ personal devices where cyber security is less adequate. Hackers often make use of social networks to target operational personnel who travel extensively and truck drivers to ascertain routing and overnight parking patterns. The type of information being sought and extracted may be release codes for containers from terminal facilities or passwords to discover delivery instructions. “In instances discovered to date,” revealed Yarwood, “There has been an apparent focus on specific individual containers in attempts to track the units through the supply chain to the destination port. Such systematic tracking is coupled with compromising the terminal’s IT systems to gain access to, or generate release codes for specific containers. Criminals are known to have targeted containers with illegal drugs in this way however such methods also have greater scope in facilitating high value cargo thefts and human trafficking.” Yarwood and TT Club are strenuous in their advice to operators to be vigilant. Simply identifying the value of the data held by an organisation or individual is a starting point when assessing potential exposure to cyber

crime. “Awareness is often the first step,” commented Yarwood. “Education of employees across all disciplines of the organisation is crucial. Making them aware of robust risk management policies designed to defend the organisation from cyber-crime. Often the level of threat is dependent on an organisations’ own culture,” concluded Yarwood. ❚

Marsh cyber insurance To aid energy firms’ effective management of cyber risks, Marsh launched its Cyber

Gap Insurance in June. The first of its kind, Marsh’s Cyber Gap Insurance was developed in collaboration with leading insurers in the London and European markets and industrial control system security specialists. Exclusion clauses in standard commercial insurance policies stipulate that cover will not be provided for bodily injury, property damage and business interruption arising from a hacking event. Marsh’s Cyber Gap Insurance closes this gap by indemnifying the insured in the event that indemnification under the normal property, business interruption or package policies is denied, solely due to the existence of any of these cyber risk exclusions. Andrew Herring, leader of Marsh’s energy practice in Europe, the Middle East and

continued p35 Summer 2014

Maritime Security International

Corporate viewpoint POLICY & FORUMS 32

Psychological Abilities Diagnostics by MRQ verifies the aptitude of PCASP

Marine Risk & Quality (MRQ) specialises in the assessment of Private Maritime Security Companies (PMSC) and its operational personnel (PCASP). Its interdisciplinary team combines knowledge and experience in the fields of nautical science, maritime security, law and political science. MRQ developed OCTOPUS: OCTOPUS offers ship managers the opportunity to book vetted, top tier security services for their transits online. The portal provides a streamlined service where ship managers can select and contract certified PMSCs of their choice via a private and secure bidding process.

As the threat of piracy has become a permanent concern for the shipping industry, ensuring the competence and capabilities of Privately Contracted Armed Security Personnel (PCASP) is more important than ever. MRQ have developed a unique 5-step vetting process for PMSCs and their operational personnel, making it the most comprehensive standard on the market. Psychological Abilities Diagnostics is the second step in the 5-step vetting process. In Phase 1, PMSCs undergo a systemic company audit according to the requirements of ISO 28007. In Phase 2, the security personnel’s psychological abilities are assessed by way of a situation-related psychological diagnosis. In Phase 3, the operational and tactical abilities and skills of the security personnel are gauged by security specialists with longstanding experience in the field of maritime security. In Phase 4, the maritime-nautical and technical capabilities are verified. The vetting process is concluded by an on-board performance audit, which constitutes Phase 5. Psychological abilities are a vital part of a PCASP’s competence profile. This is why Marine Risk & Quality together with Eligo have created an online tool to test the psychological competencies as well as the relevant expertise of Team Members and Team Leaders. Eligo was founded as a spin-off of the Ruhr-University Bochum in 1999 by Professor Heinrich Wottawa. Eligo focus on testing the aptitude of applicants and employees. Apart from the professional quality of their work, which is always

based on the DIN 33430, Eligo also ensure the required data security and are certified according to ISO 27001. Together with Siemens, Eligo have developed the online test platform PERLS to conduct psychological assessments online. With its modular design, PERLS makes it possible to create individual profiles flexibly, thereby realising requirement-related diagnostics.

“The Operators who have undergone this calibre of testing will have been psychologically tested and evaluated to an extremely high and more than satisfactory level.” Dan Fearon, MAST MRQ together with Eligo have adapted the PERLS online assessment to produce a situation-related Psychological Abilities Diagnostics (PAD) of Team Leaders and Team Members to ensure their overall competency and ability to perform in the arduous environment of Maritime Security. The assessment’s focal points are the cognitive performance and potential of the test participants, their motivation, their job-related skills and work attitudes as well as their interests.

In cooperation with security specialists, six areas of expertise and competency for Team Members and two additional areas for Team Leaders have been identified as being vital for the deployment of security guards on board ships (see right page). Sean O’Keeffe, Managing Director of Sovereign Global Consulting, believes that the PAD by MRQ shows great promise. “I feel confident that the system would bring standardisation to the industry for the assessment of Maritime Team Leaders as well as Team Members. I envisage the PAD becoming an indispensable system within the industry where Shipping Companies and PMSCs would have confidence and assurance that all MSOs have been evaluated and assessed to a high standard”, Mr O’Keeffe said. By scientifically verifying the knowledge, the competence and the motivation of the test participants the PAD is the most extensive and reliable method to certify the aptitude of PCASP. Furthermore, it is web-based and thereby easily accessible. Dan Fearon, Global Operations Manager of Mast, was extremely impressed regarding the layout and initial presentation of the PAD, including the depth of questioning both psychological and situational awareness. “I believe it will be a vital asset in obtaining and achieving its desired effect and something Shipping Companies and PMSCs should be able to trust and put faith in, also knowing that the Operators who have undergone this calibre of testing will have been psychologically tested and evaluated to an extremely high and more than satisfactory level,” noted Mr Fearon.

MRQ’s 5-step vetting process for PMSCs

Marine Risk & Quality Herrlichkeit 5-6 | 28199 Bremen, Germany Tel: +49(0)421 5907-140 Telefax: +49(0)421 5907- 4140 Web: www.mrquality.de E-mail: contact@mrquality.de

Phase I: Introduction and Systemic Company Audit according ISO 28007 and GFSA

Phase II: Psychological Abilities Diagnostics

Phase IV: Verification of Maritime-Nautical and Technical Capabilities

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Summer 2014

Phase III: Verification of Operational and Tactical Abilities and Skills

Phase V: On-Board Performance Audit

Corporate viewpoint

Team Members and Team Leaders Ensuring security provision

• security prioritisation • avoiding over-zealous action • appropriate situational behaviour

Professionalism

• ensuring operational capability • putting aside personal concerns • avoiding arrogance

Compliance

• following orders and instructions • following rules and regulations • complying with legislation

Decision making

• showing initiative adequately • using scope of action • not exceeding competencies

Working with others

• appropriate social behaviour • showing appreciation • supporting colleagues • avoiding unnecessary conflicts • resolving necessary conflicts • appropriate situational behaviour

Conflict resolution

Team Leaders

Team coordination

Team leadership

• promoting motivation • team representation • exchanging information • emergency preparation • constant overview • assess risks appropriately

Summer 2014

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Insurance

New moves at Henderson Henderson Insurance Brokers has set up a new marine division as the UK maritime and ports

sector continues to grow. Building on the company’s existing marine client base, the new division is already proving successful, having won new insurance work for ports, workboats, the movement of goods, and storage of high value items. Offering a comprehensive selection of marine insurance products, Henderson Insurance Brokers is backed by A-rated UK and international carriers, as well as Lloyd’s of

London, and can cover most types of marine cargo, plus vessels, ports and harbours. Steve Gordon, associate director, marine, said: ”We identified an opportunity in the market, as there is not much specialist marine insurance done outside London in some of the traditional lines such as hull and machinery, protection and indemnity, charterers liability and ports and terminals.”

“ Success over the

years has been partly due to a focus on bespoke services for business operating in key sectors such as logistics and construction

“

Africa, commented: “To date, the cyberattacks directed at the global energy sector have largely been untargeted and datadriven, as companies and individuals have attempted to gain access to personal or sensitive financial data. “However, the nature of the threat is changing and energy firms are now the target of increasingly sophisticated cyber-attacks. The disproportionate rate at which the sector is targeted means it may only be a matter of time before we experience catastrophic physical damage to facilities or disruption to supply as a result of a cyber-related event. “Marsh’s Cyber Gap Insurance closes the gaps in existing coverage that have existed for over a decade, enabling energy firms to develop and implement more comprehensive risk mitigation and risk planning strategies to protect their people and assets.” ❚

It is quite rare for specialist London-based brokers to work with regional clients in the UK, which generally creates a skills gap in the marine sector, Henderson says.

Gordon, who is a member of the Hull & Humber Shipping Committee, has spent his entire career within the marine sector in the UK and extensively abroad. “Service in the sector is also not great and Henderson is very good at client service. So not only are we able to deliver a broad and innovative range of competitively priced products, we are also focused on the quality of our service “ The company has an established client base among the major UK ports and harbour operators, ship owners and charterers but is also able to insure clients with small to mediumsized operations in the maritime sector. Andy Wakefield, director at the Hessle office, said: ”The company’s success over the years has been partly due to a focus on bespoke services for business operating in key sectors such as logistics and construction; the same can now be said of marine. “There is a buoyant and growing marine sector in the Humber region where we are already active in the insurance of ports, habours and vessels. We fully expect an increase in the new work we have already seen, which includes offshore wind-farm workboats.” The new division can arrange cover for almost all areas of the marine industry, and has specific knowledge in working with cargo owners, freight forwarders, hauliers, commercial vessel owners and operators, ship managers and agents, ports and terminals, marine trades, build and repair yards and superyachts. ❚

ITIC fraud warning ITIC has issued a warning to shipping and transport intermediaries about a scam currently being

perpetrated whereby pre-funded port costs are being diverted to a fake bank account. In each case the party due to make the payment has received an email advising that the agent’s bank account is inoperable because of their annual audit. The message is sent using an email address very similar to the agent’s address. Details of a different bank account are given for the payment. By the time the agent reports that the pro-forma disbursement account has not been paid, the fraudsters have already stolen the money. ITIC emphasises that anybody who receive messages alleging that the payee’s bank account has changed should be wary of the possibility of a scam and take separate steps to verify the instructions. ❚

Summer 2014

Maritime Security International

Seafarers

Care and attention There have been many new developments to help stranded seafarers, as well as keep crew happy when at sea, as well as ensuring they have proper medical treatment

oS has launched a maritime emergency fund which aims to provide fast and modest cash grants to seafarers in difficulties. The dedicated fund is designed to respond to emergency financial or welfare requests from seafarers or their families in less than 24 hours, taking the immediate pressure off stressful situations. “Most seafarers and fishermen enjoy good living and working conditions but there can be circumstances when crew are not paid, cannot access communications to speak to family and loved ones and even lack food, water and heating,” AoS Great Britain national director Martin Foley said during the launch of the fund on board the HQS Wellington in London on June 19. “AoS is often called upon to provide emergency support in what quickly becomes a very stressful and difficult situation for crew and their families, many of whom depend on remittances to pay for basics back home. Resolving these problems can take months so quick cash grants can really help. Our port chaplains are uniquely placed to judge whether a modest grant will alleviate a crew member’s situation without compromising efforts to resolve the underlying problem,” he said.

AoS has praised a new movie set on a cargo ship for its portrayal of some of the issues facing seafarers. Secret Sharer, directed by Oscar winner Peter Fudakowski, is a romantic thriller where the crew of a cargo ship in the South China Sea, mutiny, leaving the captain alone. John Green, director of development for Apostleship of the Sea, said, “New films in maritime settings are few and far between these days. Whilst this film has its own artistic license regarding crew conditions and behaviour, many themes are pertinent: the challenges of stowaways, the isolation the master can feel, and the tension between the owner and master and master and crew.”The film was made on board a rusting cargo ship bought on the Chao Phraya River in Bangkok, and had a maritime adviser on the set. “Secret Sharer highlights many of the joys and difficulties of life at sea: the grandeur and immensity of the sea, the need for hard work, and the need to ensure that a crew works together,” said Green. “It also highlights the loneliness of life at sea, and the fact that the ship is the home as well as the workplace of the seafarers is underscored. It is interesting that the film also touches on moral questions. What is the right thing to do? All the characters wrestle with this and in some sense in modern industrial shipping this is a question seafarers have to struggle with.” ❚

Summer 2014

Crewtoo Crewtoo, the world’s largest online social network dedicated to seafarers, has now followed the March 2014 introduction of its jobs board with the launch of a redesigned website that aims to welcome shore-based professionals alongside the ever-growing seafarer membership. Crewtoo was founded by KVH Media Group, part of KVH Industries, less than two years ago and today has more than 105,000 members.

Upgrades to the Crewtoo site include more dynamic and user-friendly news pages, a crew resources page providing useful contact information about charities and seafarer organisations, and recommended products and services of particular interest to the Crewtoo community. Crew training organizations can now promote their courses to Crewtoo’s membership, and there is a dedicated area for maritime events and conferences. “We believe this is an exciting new phase in Crewtoo’s growth,” says Anneley Pickles, head of business development for Crewtoo at KVH Media Group. “Crewtoo is all about giving seafarers their voice and providing them with enough information and choices so they can make informed decisions about the things that are important to them.”

Maritime Security International

Seafarers Imtech website

For example, the decision to broaden the Crewtoo community to include shore-based professionals such as crew training organizations is intended to enable seafarers to more easily gain information about the training programs they need to advance in their careers. “Our seafarer community is key, and we keep listening and responding to them,” say Pickles. “Our goal with the enhanced website is to give crew access to more information, products, and services, and, in turn, to also enable shorebased professionals to interact with seafarers.” KVH, which operates the Crewtoo seafarer social network, has a number of maritime services that address crew welfare. KVH Media Group produces a wide range of news and entertainment content for the maritime industry with brands that include: NEWSlink – daily news from around the world, in print or video; MOVIElink – new-release movies from Hollywood and other international studios; TVlink – popular shows and series from leading studios worldwide; SPORTSlink – highlights of games and teams around the world; and MUSIClink – an array of digital music. KVH Media Group’s content is delivered in a number of ways, including KVH’s new IP-MobileCast content delivery service utilizing multicasting technology. KVH provides maritime broadband connectivity to vessels worldwide through its TracPhone V-IP series terminals and mini-VSAT Broadband service. KVH shipped its 4,000th TracPhone system for mini-VSAT Broadband earlier this year. The mini-VSAT Broadband service is the market share leader in maritime VSAT, according to an industry report by Euroconsult released in March 2014. ❚

Imtech Imtech Marine announced that ship’s crews will have access to PressReader as a new value-added service to its satellite communications portfolio. Starting in this month, Imtech Marine customers will be able to use PressReader for access to full content of more than 2,500 newspapers and magazines in 60 languages from more than 100 countries. These can be read on PressReader via a crew member’s PC, laptop and mobile devices on board vessels. PressReader and its crossplatform app give users access to thousands of global publications with just one subscription.

“By adding PressReader to our connectivity portfolio we give a very useful tool for ship-

Crewtoo, the world’s largest online social network

Summer 2014

owners to improve the crew morale. With this solution, crew members have access to news and events they’re most interested in, their favorite magazines or local news from their home country”, said Rob Verkuil, business development manager of Imtech Marine. Each ship can customise a library of newspapers and magazines based on their particular regional location and passenger demographics. Ships download their selected titles daily via satellite and offer their crew members a local Wi-Fi connection to download them on their personal devices. With this solution, costs remain low for ships while still being able to provide quality service and amenity to the crew. Once a title is downloaded it can be viewed by PressReader users anytime, anywhere throughout the trip. “The wealth of titles makes it easy for ships to customize a library of publications that caters to the diversity of their crew,” said Igor Smirnoff, chief commercial officer at PressReader. “Our PressReader Offline solution is a new industry standard and it has been specifically designed to meet the needs of the marine customers. We are proud to be able to bring them a little bit of home away from home.” PressReader offers thousands of well-known titles likes The Guardian, The Moscow Times, The Washington Post, China Daily and The Philippine Star. Imtech Marine will demonstrate PressReader at their booth at SMM in Hamburg this September. With this solution, costs remain low for ships while still being able to provide quality service and amenity to the crew. Once a title is downloaded it can be viewed by PressReader users anytime, anywhere throughout the trip. ❚

Maritime Security International

Seafarers Globecomm Globecomm Maritime, a leading provider of maritime communications solutions, has formed a strategic relationship with Future Care, Inc, to create Future Care Live, a video-enabled telemedicine solution integrated into Globecomm’s popular Access Chat service.

Future Care Live combines Future Care’s Caring for the Crew® programme with Globecomm’s Access Chat Plus live video streaming software to provide a revolutionary level of medical care to commercial shipping and marine personnel during emergency illness or injury at sea, as well as to respond to routine healthcare needs. Using the video streaming properties of Access Chat Plus, Future Care Live creates a ‘virtual ER’, which allows for the simultaneous remote participation of general and specialist physicians, hospital treatment staff, Future Care case manager, shipowner representatives and family members while the patient is onboard ship. Christina DeSimone, president and CEO of Future Care, said the alliance would allow both companies to greatly expand the reach and effectiveness of maritime telemedicine services. “Telemedicine is a truly shared benefit – to the ship or boat owner or shipmanager, as well as to individual crew members – and in ways not imaginable a few short years ago. Seafarers will benefit from the virtual presence of Future Care’s network physicians and other medical professionals onboard ship while the shipowner and his

P&I Club will save in medical costs, time lost and avoidance of deviation.” Malcolm McMaster, president of Globecomm Maritime, said the ability to provide a genuine telemedicine was a timely development, given the ratification last year of the Maritime Labour Convention. “Shipowners and managers are more than ever focused on the ‘human factor’ as the key to safe and efficient operations. Until now, this realisation has lacked the mechanism to truly provide innovative services like telemedicine. Putting Access Chat Plus together with Future Care creates the opportunity to deliver a

New seafarer research A year after the Maritime Labour Convention (MLC) came into force globally, an onboard ferry stewardess and maritime student is researching how well it has really enhanced seafarers’ wellbeing.

Anastasia Kohanuk is conducting the survey, as part of her BSc Maritime Business and Management course at Liverpool John Moores University. She works on the P&O ferry European Highlander in the Irish Sea. The survey coincides with the first anniversary in August 2014 of the MLC entering into force globally – which is also the same month the UK is set to implement the Convention a year after ratifying. ‘To some maritime professionals the introduction of MLC is a remarkable development for the shipping industry, and a hope for big change. For others – it’s only a sea of doubt,’ said Ms Kohanuk. ‘I think it will be interesting to find out how MLC 2006 is going to improve the wellbeing of maritime personnel, what challenges it is going to impose on the industry, and how it can be improved in the future.’ Seafarers are urged to help Ms Kohanuk by sparing 10 minutes to take part in the online survey. The results will be analysed and published for her studies in May 2015. ❚

Maritime Security International

Summer 2014

service that can improve healthcare for mariners and also be highly cost effective.” Originally developed for military use, Future Care Live meets the requirements of the US Health Insurance Portability and Accountability Act and international standards for the electronic transmission of private medical information. Other capabilities include virtual face-to-face secure communication in one-to-one or group settings for non-medical discussions, as well as the encrypted transmission of business documents of any size and in any format between ship and shore. ❚

Training

Safety

awareness There have been a number of new safety publications issued in recent months, aimed at seafarers who face an increasing burden because of the rising tide of new regulation

provide essential safety-related information whenever something might have gone wrong, but without fear of punishment.

“ Our goal is to

ensure that all company personnel believe in safety, think safety and are committed to safety

“

he International Chamber of Shipping has published new guidance for shipowners on how shipping companies and crews can implement an effective ‘safety culture’. The new ICS guidelines, being distributed free of charge throughout the industry, were launched at a reception for governments attending the IMO Symposium on the Future of Ship Safety in London in June. ICS Secretary General Peter Hinchliffe explained: “Our brochure is intended to provide some basic advice to companies on the successful implementation of an effective safety culture. This covers the vital need for all concerned, at sea and ashore, to understand the relationship between unsafe acts and serious incidents that may result with loss of life. In particular our brochure emphasises the need to change behaviour and to avoid negative attitudes and complacency.” The new ICS brochure explains that there are three essential components to developing a safety culture: commitment from the top, measuring performance, and then modifying behaviour. The brochure also stresses the importance of accident and ‘near miss’ reporting, and the establishment of a ‘just culture’ approach whereby shipping company personnel are encouraged to

ICS Secretary General Peter Hinchliffe

Hinchliffe added: “Repeated analysis demonstrates that serious accidents in shipping are nearly always due to a failure to follow established procedures. Our goal is to ensure that all company personnel believe in safety, think safety and are committed to safety. Hopefully our new brochure will contribute to this objective.” ❚

Summer 2014

Counterfeit charts The United Kingdom Hydrographic Office has issued a warning over the dangers posed to the safety of vessels, crews and cargoes by counterfeit nautical charts and publications and has produced a simple guide to help identify genuine Admiralty products.

The UKHO has recently observed an increase in the number of counterfeit versions of its Admiralty charts and publications in circulation. Counterfeit documents do not satisfy the carriage requirements of the International Convention on the Safety of Life at Sea, as they have not been issued officially by or on the authority of a government, authorised hydrographic office or other relevant government institution. Their carriage may also fail to satisfy (and may be contrary to) the laws of flag state authorities and port state control, as well as increasing the safety risk for vessels, crews and cargoes. Carriage of counterfeit documents is against the law in all countries that have signed the Berne Convention on copyright, which includes the vast majority of nations. John Dawson, head of marketing at the UKHO, commented: ”The UKHO urges all purchasers, users, inspectors and regulators to be vigilant for counterfeit Admiralty charts and publications. Because counterfeit versions have not been

Maritime Security International

Training through the same rigorous checking procedures as official Admiralty charts and publications, they cannot be trusted for voyage planning or navigational purposes. As well as failing to comply with SOLAS carriage regulations and possibly also flag state and port state control regulations, the use of counterfeit charts and publications poses a serious risk to vessel safety. ”We are actively seeking to stop the production and sale of counterfeit copies of our charts and publications and have raised our concerns with the International Maritime Organization, the International Hydrographic Organisation and Flag States. We also encourage anyone that suspects they may be in possession of counterfeit products to get in touch with us.” UKHO has produced a simple guide to help users and inspectors to distinguish official Admiralty charts and publications from counterfeit versions. Official Admiralty charts bear the Admiralty ‘Flying A’ watermark within the paper and will carry a ‘thumb label’ strip on the reverse with the Admiralty logo, chart number, geographical area, barcode and date. Suspect charts and publications can also be identified by comparing them against official Admiralty versions, where variations may be spotted in the look, feel and weight of the product, the colour tone and strength of the ink, the folds on charts and the height and binding quality of publications. ❚

Maritime Security International

Seagull Norwegian training specialist Seagull is urging seafarers and shore-based staff alike to make themselves fully aware of their rights and obligations in the event of non-compliance with the Maritime Labour Convention.

Failure to comply with the new legislation could lead to vessels being detained, the company warns. Finland, Greece, Malta, France, Nigeria, South Africa and Barbados have each ratified the convention recently, ensuring that it came into force, as planned, on August 20 2013, and replaced 37 existing International Labour Organisation maritime conventions and related recommendations adopted since 1920. Seagull has responded by developing a DNV SeaSkill Certified MLC 20006 Distance Learning Course package to help shore-based personnel, masters and crew to comply with the convention. The package is divided into three target groups – shore-based personnel, senior officers and masters and junior officers and ratings. “Seagull’s Distance Training courses on MLC has been implemented and used by several shipping companies allowing them to produce evidence that crew, officers and office personnel have been properly trained and informed of the new MLC regulations,” says Roger Ringstad, Managing Director of Seagull.

Summer 2014

The first of the modules, CBT 191 MLC 2006 – Introduction, was launched in 2010 with analysis of the Convention’s background, structure and content, the role of the ILO and inspection criteria and certification. This was followed by CBT 192 MLC 2006 – Onboard Responsibilities, which provides details of how to achieve, manage and maintain compliance with MLC 2006 onboard ship. The module is aimed at all senior officers onboard ship and particularly those at STCW management level. It also addresses validity of certification and the consequences of non-compliance by the vessel. The latest module CBT 193 MLC 2006 – Shipowner’s Responsibilities is aimed at owners, ship managers and operators and offers details of the requirements to achieve, manage and maintain compliance with the convention. It addresses the areas of responsibility for shipping company office staff dealing with seafarers’ employment conditions and crew facilities onboard ship. It also covers flag state inspection and certification issues and the consequences of non-ratification. A pre-requisite for this module, as with CBT 192, is completion of Seagull 191 or other familiarisation with MLC 2006. Each of the three modules lasts approximately one hour. ❚

Training Shifting cargoes When bulk cargoes shift, liquefy, catch fire or explode as a consequence of poor loading procedures, the consequences can be massive. Ships may capsize, lose stability or sustain severe structural damage.

Such happenings enhance the risks – and the occurrence – of death, injury, insurance claims, operational delay and considerable expense. This has prompted the UK P&I Club, Lloyd’s Register and Intercargo to produce a pocket guide and checklist for ships’ officers and agents who arrange cargoes for loading. Carrying solid bulk cargoes safely: Guidance for crews on the International Maritime Solid Bulk Cargoes Code, outlines the precautions to be taken before accepting solid bulk cargoes for shipment; sets out procedures for safe loading and carriage; and details the primary hazards associated with different types of cargoes. A quick reference checklist and flowchart summarise the steps to be followed. The guide reflects the compliance requirements of the IMSBC Code, which became mandatory on January 1st 2011 under the SOLAS Convention. It addresses the Code’s three key groups: A (which may liquefy), B (chemical hazards) and C (all others). Appendices cover IMO regulations and guidance relating to the transport of solid bulk cargoes and provide an overview of the IMSBC Code.

It comes in a laminated flipover format for on-the-spot use and for enhancing awareness among operators, shippers and charterers. Sam James, Lloyd’s Register’s Global Head of Fire and Safety: “This guide will heighten awareness of seafarers, managers, charterers and shippers to the hazards associated with carrying solid bulk cargoes. Everyone involved has a responsibility to ensure cargo is accurately declared and the hazards mitigated.” According to Intercargo Secretary General Rob Lomas said “Intercargo is pleased to have contributed to this useful publication which highlights the key responsibilities of industry stakeholders and the importance of the IMSBC Code. The guide underlines the importance of proper cargo declarations and will be a useful tool for the wider maritime community, including shippers and charterers and those who do not regularly carry dry cargoes in bulk. Getting the checklist on board ships will help expand seafarers’ knowledge, which will be of great value.” UK Club Loss Prevention Director Karl Lumbers emphasises that the new code has significantly increased the obligations on both suppliers and recipients of solid cargoes. “The main purpose of the guide is to provide on the spot references to help in practical situations. It outlines the precautions to be taken before accepting cargoes for shipment and the procedures to be followed for safe loading and carriage, and

details the primary hazards associated with different solid bulk cargoes. In giving all parties a better appreciation of the IMSBC Code, the guide provides greater confidence in managing the risks of carrying solid bulk cargoes and achieving compliance with SOLAS.” Lloyd’s Register and the UK P&I Club have produced a number of checklists to aid safety and regulation compliance. Subjects have included Port State Control detention, marine fire safety and the Maritime Labour Convention. ❚

Capacity building Whilst alongside in Djibouti port, staff from the EU Naval Force Flagship, NRP Álvares Cabral, and members of the Djiboutian Navy and of the Djiboutian Coast Guard came together on board the Portuguese ship to conduct Local Maritime Capacity Building training to exchange maritime and medical knowledge and experiences.

The activities conducted during this visit were focused on first aid, navigation and the use of Mercury – a piece of software for coordination and information sharing within the High Risk Area. The training involved both classroom-based lessons and practical tasks in all three areas. The Portuguese frigate NRP Álvares Cabral joined the EU’s counter piracy mission – Operation Atalanta on 6th April, and is the current EU NAVFOR Flagship. ❚

Djibouti port

Summer 2014

Maritime Security International

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Deterrents and Safety Systems

Talking

safety Safety systems and deterrents are a vital part of keeping seafarers protected against maritime hazards including piracy

As a result of their proven effectiveness in fighting fires, water mist systems have become increasingly popular in shipboard applications.

First to the market were high-pressure water mist solutions, but low-pressure systems are

increasingly preferred by owners and yards. The key reasons for this are their easier and less costly installation and maintenance. In addition, low-pressure systems have simpler piping requirements and less risk of clogging. Using a common pump unit and control system, makes it simpler to operate and maintain. Furthermore, low-pressure systems have lower power requirements than high-pressure ones, providing a further potential saving in emergency generator costs.

“ Misperception

that low-pressure water mist systems use more water than highpressure systems

“

ater mist is a proven fire-fighting solution onboard ship and owners are increasingly aware of the advantages of low pressure systems, writes Stein Lovskar, commercial development manager, Wilhelmsen Technical Solutions. For a fire to survive, it must rely on the presence of the three elements of the ‘fire triangle’: oxygen, heat and combustible material. The removal of any one of these elements is enough to suppress or extinguish a fire. While traditional water sprinkler systems remove only the heat element of the triangle, water mist systems remove both the heat and oxygen elements by dispersing water through specially-designed nozzles. The smaller a water droplet’s size, the larger its surface area becomes and thus the more effective the system is in rapidly reducing the temperature of a fire. To put it another way, when water is converted to steam – which is what happens to the water droplets in water mist – then a large amount of energy is taken from the fire, which results in rapid cooling.

All water mist systems must pass the same performance-based tests according to International Maritime Organization (IMO) requirements. As a result, there can be no

Summer 2014

difference in the extinguishing efficiency between low-pressure and high-pressure systems. However, there remains a misperception that low-pressure water mist systems use more water than high-pressure systems. But approval data published in DNV EXCHANGE demonstrates that there is very small difference between the systems and that low-pressure systems can even use less water on occasions. Owners naturally have concerns when it comes to the combination of water and electrical equipment. However, a review by Liu and Kim1 of water mist fire suppression cites several studies showing that water mist is effective in electronic equipment applications and does not cause short circuits or other damage. Water mist may in fact have some advantages over gas-based fire suppressants due to its heat removal mechanism, which may help to prevent melting of wire insulation and other materials, and due to its non-toxic quality, which may allow uninterrupted human occupation of the compartment. Water mist can be used in a room where equipment with an Ingress Protection (IP) rating better than IP22 is located. Another misperception is that low-pressure systems can cause more damage to electric and electronic equipment than high-pressure systems. In fact, cabinets and cables may be

Maritime Security International

Company News POLICY & FORUMS 46

Marine Armor System – a passive solution against the threat of piracy

Allow our unique system, offering ballistic classification FB6, to fully protect your vessel within seconds by pressing just one button

arine Armor System (MAS) manufactures, supplies and installs passive solutions against maritime piracy around the world, providing ballistic protection to the crew. MAS is an innovative non-lethal vessel protection system based on ballistic blinds, protecting vessels and rigs against pirate attacks and other potential threats, such as armed robbery, terrorism and acts of sabotage. The system is fully patented and includes anti-pirate blockades, bunkers and armoured citadels or safe rooms onboard, protecting crew with a bulletproof barrier in case of pirate boarding, in line with IMO recommendations published in BMP4. Extensive experience MAS is part of the Collbaix Group, which has over 40 years’ experience in the production, distribution and installation of aluminium roller shutters, automatic glass doors and high-security blinds. Using this extensive experience in providing secure access solutions to both commercial and residential properties, MAS was formed as a solution against naval piracy.

We have been involved in a number of different projects onboard drill ships, rigs and vessels and are currently getting a large number of enquiries from East and West Africa, Asia, Europe and the US from shipyards, shipowners, private security companies and naval forces.” Manufacturing and fitting Manufacturing and pre-assembly takes place in the MAS factory in the Canary Islands; a location purposely chosen for its proximity to the Puerto de la Luz base. Installation can take place anywhere worldwide – onshore or offshore – as it does NOT interfere with the ship’s normal activity/operation. MAS also offers fitting during the construction of newbuilds, with a current project ongoing for the creation of citadels on four supply vessels in Malaysia, requiring fitting in the shipyard. MAS is manufactured using Kriptonia, a high-quality material stronger than steel. Kriptonia is a new automatic passive protection system, based on bullet-proof rolling shutters, which

Bespoke solution Prior to the installation of MAS, a detailed risk assessment is conducted by a qualified technician; taking into account the type and size of the vessel, maximum speed, itinerary, piracy activity in the area plus current self-protection methods in place. A proposal for an antipiracy solution is then provided by MAS, which is bespoke to each individual vessel’s or rig’s requirements.

Marine Armor System C. Mimosas 41B, Pol. Ind. Arinaga 35260 Agüimes Gran Canaria (Las Palmas) Spain Tel: +34 (0) 928 183596 Fax: +34 (0) 928 188715 E-mail: info@marinearmorsystem.com

Benefits The installation of MAS prevents pirates from being able to take control of the bridge onboard a vessel and is also suitable for the creation of citadels to protect crew. In case of pirate boarding, MAS allows private security officers to focus on saving lives and not on securing access/windows. Edurne del Río from MAS says “Designed to suit the ship’s interior, when not in use MAS does not reduce visibility, is easy to maintain, requires no storage and remains hidden. MAS enables the master to secure the whole station in 10 seconds at the push of a button, without crew involvement.

Protection system based on ballistic blinds

Maritime Security International

Summer 2014

enables crew to fully protect the vessel within seconds by pressing just one button. Exclusive to MAS, there are no other comparable products on the market; it is the only one with ballistic classification FB6, which stops military weapons. Future development As an expert in architectural shielding, Marine Armor System is currently developing its business to incorporate an offering for fire-proof doors and a new division specific for mega yachts. MAS can be adapted to suit any space and decoration style and its intelligent systems can also be easily installed to separate and secure restricted areas, as well as protecting all exterior access whilst moored, preventing any attempt at intrusion and robbery. MAS will be exhibiting at SMM, the leading international maritime trade fair, in Hamburg from 9-12 September. Visit stand 223 in Hall B8 to find out more about its products and services or visit www.marinearmorsystem.com or follow on twitter via @MarineArmorS.

Deterrents and Safety Systems better cooled by the larger water mist droplets. Since 2012, WTS has supplied the Unitor XFlow® water mist fire-fighting system alongside its other solutions. Unitor XFlow® is a state-of-the-art, low-pressure water mist system with a combination of very fine and larger droplets. Using the patented XFlow® nozzle technology, this low-pressure system can provide protection volume up to 5,000 m³ – a volume which traditionally has required a high pressure system. The system is performance-based, meaning that its operation is verified at an independent test facility to an IMO performance standard. In addition to machinery spaces, water mist fire-fighting systems can be specified for accommodation and balcony areas in the cruise and leisure yacht markets. Unitor XFlow® is tested according to multiple IMO standards. For Local Application: IMO MSC/Circ. 1387, Total Flooding: IMO MSC/Circ. 1165 (with scaling according to circ. 1385) and Accommodation: IMO Res. MSC. 265(84), replacing IMO Res. A.800 (19). More and more leading companies have specified Unitor XFlow® - particularly those building high specification tonnage. For these applications, owners selected a low pressure system for its reliability, ease of operation and maintenance, low power consumption and cost effectiveness. The low power consumption in particular reduces the prioritised load requirement from the generators and lowers the capacity drain from the emergency generator. Supported by the dedicated WTS technical and operational team, Unitor XFlow® provides a proven option for owners and yards seeking a highly efficient and cost-effective firefighting solution. 1 A Review of water mist fire suppression technology: Part II - Application studies Liu, Z.G.; Kim, A.K. Journal of Fire Protection Engineering, v. 11, no. 1, Feb. 2001, pp. 16-42. ❚

to all oil tankers, as well as gas and chemical carriers engaged in international trade and enter into force on 1 January 2016 for newbuildings. Existing ships must comply by the first renewal survey after this date and by no later than 1 January 2021. Bruhns says that of the four options for compliance with the amendments, three are either impractical or too expensive to implement. “Owners can in theory meet the requirement using any of the four options available. However, in practice, the logical option is to fit an approved damage stability computer program. We at Herbert-ABS believe that this option provides a solution that will make it easy to demonstrate compliance with the damage stability requirements to the Port State authorities for any cargo loading or ballast distribution.” The IMO amendments were introduced to reflect the fact that on-board compliance documentation is relevant only when ships are loaded in accordance with standard conditions in

the approved Stability Booklet. In practice, many tankers are loaded in ways which significantly differ from such conditions. “Herbert-ABS’s CargoMaxTM loading computer, together with the Direct Damage Stability Module fully meets the requirements of IACS URL 5, Type 3, for any type of tank vessel and can demonstrate compliance with the damage stability requirements for all regulations from IMO and national administrations for any type of cargo or ballast loading. It can also be used to demonstrate this compliance to Port State inspectors or vetting surveyors”, added Bruhns. Herbert-ABS has provided approved CargoMaxTM systems with DDS option since 1996 and this feature has been approved by ABS, DNV, LR, GL, NK and BV Class. HerbertABS CargoMaxTM was the first ABS Class approved IACS Type 3 system, the first LR Class type approval for an IACS Type 3 system and also holds type approval from DNV-GL. ❚

Marine Armor Systems Marine Armor Systems offers a passive vessel protection system based on ballistic blinds, protecting the vessel or rig against pirate attacks and other potential threats such as armed robbery, terrorism and acts of sabotage.

The system includes anti-pirate blockades, bunkers and armoured citadels or safe rooms onboard, protecting crew with a bulletproof barrier in case of pirate boarding, in line with IMO recommendations. MAS manufacture, supply and install security hardening systems worldwide onshore or offshore. Manufactured using kriptonia, a patented high-quality material stronger than steel, MAS is bullet proof and certified with an FB6 ballistic level (to stop military weapons), designed to protect the most vulnerable areas in any vessel or platform. Exclusive to MAS, there are no other comparable products on the market. Designed to suit the ship’s interior, MAS does not reduce visibility, is easy to maintain, requires no storage and remains hidden when not in use. ❚

Damage stability regulations Herbert-ABS Software Solutions has published an assessment of the impact of new damage stability regulations on tanker and gas carrier operations.

Herbert-ABS Software Solutions president, Hendrik Bruhns, argues that employing an approved damage stability verification software is the most practical and cost-effective means of demonstrating compliance with the regulations. The International Maritime Organization recently adopted guidelines for demonstrating compliance with the requirements for damage stability reporting in April and May 2014 during MEPC 66 and MSC 93. The requirements apply

Summer 2014

Maritime Security International

Corporate viewpoint POLICY & FORUMS 48

Future vision F

FLIR has launched the MU/MV-Series Gyro-stabilised, ultra long-range multi-sensor thermal night vision system, suitable for the harshest maritime conditions

For more information, contact: FLIR Commercial Systems Luxemburgstraat 2 2321 Meer -Belgium Tel: +32 (0) 3665 5100 Fax: +32 (0) 3303 5624 E-mail: flir@flir.com Web: www.flir.com

LIR Systems markets a full range of thermal imaging cameras for the most demanding marine applications. FLIR thermal imaging cameras are rapidly finding their way to pleasure craft and yachts, commercial vessels, work boats, fishing boats, cruise ships and many other types of vessels as users discover the power and benefits of thermal imaging. Unlike other night vision systems that require low amounts of light to generate an image, thermal imaging cameras require no light at all to be effective. They are therefore ideal for picking out channel markers, shipping lane traffic, land outcrops, bridge pilings, debris, exposed rocks, other vessels and indeed any hazardous floating object. Other applications include long-range threat detection and man-overboard searches. The latest models from FLIR are the new MU/MV-Series. The MU Series is a powerful, gyro-stabilised multi-sensor, longrange, thermal night vision system. The top model in the range, the FLIR MU-602CLW, features four different payloads in the same system. • A thermal imaging camera with optical zoom and a cooled Indium Antimonide (InSb) detector, which produces crisp thermal images of 640 x 480 pixels on which the smallest of details can be seen and allows for long-range detection. An object the size of a small vessel can be detected at a distance of no less than 15,000m. It comes with a 14 X optical zoom on the thermal image. • A wide field of view thermal imaging camera equipped with an uncooled Vanadium Oxide (VOx) detector. This module also provides images of 640 x 480 pixels and is ideal for detecting objects at short distance or when docking in port. • A visible colour camera equipped with a 28 X optical zoom. • A black and white low light camera equipped with a 18 X optical zoom that can be used when at least some moonlight or starlight is present. The user can switch between the different cameras at the touch of a button.

The FLIR MV-Series offer a thermal imaging camera equipped with an uncooled vanadium Oxide (VOx) detector producing thermal images of 640 x 480 pixels and offers an affordable multisensor solution. The thermal imaging camera zooms between a 24.5° x 4.1° field of view. The FLIR MV-604C is equipped with a thermal imaging camera and a visible colour camera, while model MV-604CL also includes a black & white low light camera. All versions of the FLIR MU/MV-Series come with a number of useful features: • Pan/tilt: cameras can pan 360° continuously and tilt +/-90°, providing excellent situational awareness. • Active gyro-stabilisation, which provides steady imagery, even in rough seas. This is critical for getting the most out of the FLIR MU/MV Long-range imaging capability. • Radar tracking: allows operators to use the FLIR MU/MV Series to identify and track specified radar returns, enhancing vessel safety in low visibility conditions. • Video tracker: The user can select a given target that can be automatically tracked by the video tracker. Selecting and engaging in tracking mode is easily done by the touch of a button. Once the tracker is engaged, the camera will follow the object as long as it can be seen. • Picture-in picture mode: with the picture-in-picture mode (PIP), two sensors can be

•

The FLIR MU/MV Series comes with a remote joystick control unit (JCU) to operate the pan/tilt and to access all features. Additional JCUs, which can be used to control the FLIR MU/MV from different locations on board a vessel, are optionally available. The JCU is the primary method of control for the FLIR MU/MV Series. It can be used to move the camera (pan or tilt), zoom the camera in and out, switch between different camera images, adjust the image quality and access the on-screen menus. The Series’ control panel is fully sealed for use in a maritime environment. The joystick provides precise proportional speed control. All versions of the MU/MV Series have been designed to be highly rugged for use in even the most harsh maritime environment. The vital core is protected against humidity and water and a builtin heater is included to defrost the camera’s protective window, ensuring a clear lens and perfect thermal images, even in extremely cold environments. The FLIR MU/MV Series JCU comes with ‘Power over Ethernet (PoE)’. They can easily be installed on board any vessel. Various options exist to connect the FLIR MU/MV Series. They can be configured for standalone use or as part of a TCP/IP network.

Thermal imaging systems need no light to be active

Maritime Security International

Summer 2014

displayed on a single display. The user can select which sensor to display as full screen. Digital detail enhancement (DDE): assures a crisp thermal image even in scenes with extreme temperature dynamics.

Deterrents and Safety Systems

It is easy to forget that the use of Private Maritime Security Companies (PMSCs) has only become commonplace in the last few years and that the selection and deployment of armed guards is still an unknown quantity for many operators and crew. In response to this, Videotel has made a new addition to its armoury of training materials with the creation of a brand new programme – Working with Maritime Security Guards – which has been developed in conjunction with the Security Association for the Maritime Industry (SAMI) and BIMCO. Produced in association with Steamship Mutual, the training programme had its launch on board the HQS Wellington.

As part of their anti-piracy measures, many shipping companies now employ armed security guards aboard vessels that transit pirate waters. It is essential however that any company that takes this route understands the importance of selecting the right operators for its requirements and understands how best to work with the team to ensure maximum efficiency and integration with everyday operations on board ship.

“There are legal and safety risks associated with the use of armed guards and so it is vital to choose a PMSC that offers highly competent and professionally trained guards who have demonstrable experience in protecting ships against pirate attacks,” explains Nigel Cleave, CEO of Videotel.

“ Once the guards

are on board they must be successfully integrated with the crew on both a personal and a professional level

“

Videotel training

Summer 2014

“Once the guards are on board they must be successfully integrated with the crew on both a personal and a professional level. To reinforce this message we have used firsthand accounts from a Company Security Officer (CSO), a PMSC Operations Manager and a guards’ Team Leader.” The course provides shipping companies and personnel on board ship with useful guidance on how to engage and work successfully with armed guards, from selecting the PMSC through to the guards’ disembarkation at the end of their deployment. It is a companion programme to Videotel’s Piracy and Armed Robbery, Edition 3, which deals with piracy prevention on board ship. Primarily targeted at CSOs and also Masters and senior officers, Working with Maritime Security Guards is presented in a documentary style and is available as VOD (Videotel on Demand); VOD Online; DVD; eLearning CBT and workbook. It covers the following topics: selecting a PMSC; planning the guards’ deployment; working and living together and responding to a threat. ❚

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Virtual security

Phillip Emmanuel, regional director Asia-Pacific at the TT CLub

Increasing safety and security at ports is more important than ever

he Port of Long Beach brought its Virtual Port Project online, aimed at heightening security and safety in the event of an emergency when, for example, two ships collide or there is an earthquake. If there’s an emergency at the Port of Long Beach, response teams first need to know what and where it is. Next, they must pinpoint what’s around it: people, hazardous materials that may be stored nearby, and hidden infrastructure such as water, gas, oil and sewage pipelines underground or underwater. If there’s a fire or a release of volatile chemicals, weather conditions such as which way the wind is blowing and how fast also matter. Thanks to the Virtual Port Project, those details and more will soon be at the fingertips of the Port of Long Beach’s security team and partner agencies. The system integrates information from more than 50 data sources into comprehensive real-time images the agencies can access simultaneously to coordinate and deploy response teams, tackle the problem and restore port operations faster and more efficiently than ever before. The Virtual Port Project, which the Port brought online recently, combines these data sets into a one-stop source that generates a

complete operational floor plan of activity in and around the Port, said director of security Randy Parsons. The system, believed to be the most sophisticated and far-reaching of its kind in the US, ushers in a new era of security that will support daily operations, incident response and business recovery within and beyond the harbour complex, Parsons said. “This project is a regional asset with a maritime focus whose perimeter stretches out as far as the data. The potential value is beyond everyone’s expectations,” Parsons said. Developed over the last two years, the customised mapping technology connects all port security hardware and software to create a montage of what’s happening with as much – or as little – detail as needed. Images can be layered in 2-D or 3-D, Parsons said. “We can pull out and stack the data sets that make the most sense to determine the how best to respond to a given situation.” The technology promises to be valuable tool for daily operations, said Capt. James Jenkins, sector commander and captain of the port for the U.S. Coast Guard Sector Los Angeles – Long Beach. As the nation’s busiest port complex, the harbour is so vast that it’s almost impossible to have a single physical location where all the agencies can hold a daily briefing, Jenkins said.

Summer 2014

“Instead of all of us coming together in the same room, we’ll have a virtual space where we can meet.” On a daily basis, the Virtual Port Project will offer port security partners precision awareness of any number of situations such as ship movements, traffic tie-ups and rail operations. The technology is designed to connect with all surveillance and detection systems, including several hundred cameras with land, air and water coverage, and sonar and radar equipment. The port and its security partners also can access the information in the field. Relative to incident response, the system is designed for multiple agencies to coordinate and maximize their resources. In the case of an earthquake, for example, law enforcement, fire and rescue and public health teams are going to be involved, Parsons said. “The system becomes a virtual command center where we can immediately assess the risk to determine who and what equipment is needed where.” As for business recovery, the Virtual Port Project is designed to help officials quickly identify which areas of the port have been affected and to what degree; which roads, waterways and terminals may remain open; what action is needed to resume cargo operations throughout the harbour as swiftly as possible.

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Ports “Protecting this asset is a job bigger than any one agency. The key is integration, and Virtual Port exponentially increases our efficiency by broadening our vision of what’s happening.” ❚

TT safety call Phillip Emmanuel, regional director Asia-Pacific of the freight transport insurance specialist TT Club, called for operators to do more to minimise preventable accidents that result in bodily injury, cargo and property damage in a speech at the ASEAN Ports & Shipping Conference in Jakarta.

“ As the lead

agency, the Port of Long Beach has done a great job of bringing us all in early in the process and getting ideas on the design, what capabilities to build in, and what’s going to be useful for the whole team

“

“Virtual Port can direct recovery in a triaged fashion,” Parsons said. “It will enable us to collect data and push it out to ships, terminal operators, trucking and rail, which benefits the entire supply chain.” It went live in June with a soft rollout to evaluate the system and make any needed adjustments. But even in development, the technology has proved to be impressive, Parsons said. “Several months ago, we were in a meeting when a vessel collision happened and we pulled it up on screen. Virtual Port was able to instantly identify the two vessels, provide information on the cargo they were carrying, inform us that one ship was at anchor and the other was in motion, and track where the moving vessel came from.” The Port of Long Beach developed Virtual Port Project with the help of numerous local, state and federal law enforcement and public safety agencies. The Port’s primary partners have been the Coast Guard, the Long Beach Police Department, the Long Beach Fire Department, the Los Angeles Port Police and the Marine Exchange of Southern California. Others include the Los Angeles County Sheriff’s Department, U.S. Customs and Border Protection and the FBI. Creating a system that meets the needs of multiple agencies, including their cyber-security requirements, was no small challenge. Jenkins, whose agency has the ultimate authority to shut down port operations in the event of an emergency, praised the Port of Long Beach for its “collaborative approach.” “As the lead agency, the Port of Long Beach has done a great job of bringing us all in early in the process and getting ideas on the design, what capabilities to build in, and what’s going to be useful for the whole team,” Jenkins said. Other challenges included obtaining licensing agreements and getting unique databases to talk to each other, Parsons said. Environmental Systems Research Institute (Esri) was the consultant brought in to develop, launch and support the Virtual Port Project. The Redlandsbased information technology company, which specialises in geospatial analysis, provided the hardware, software, data acquisition, user licenses, programming, installation and training for the Virtual Port Project. The Virtual Port Project represents an investment of about $8.5 million, nearly 78 percent of which has been funded by state and federal port and urban area security grants. “That’s a bargain in a post-9/11 world in which hundreds of millions of dollars have been spent to beef up port security and studies have shown an attack on the LA/Long Beach harbour complex could cripple the entire US economy”, Parsons said.

As a leading freight transport insurer, TT Club numbers many port terminals a cargo handling facilities among its members and as such occupies a prime position from which to identify the primary causes of risk and to advise on how such causes can be minimised. An extensive analysis of the Club’s historic claims data has shown that 68% of the cost of claims results from incidents of an operational nature within the port or terminal and a further 14% from poor or insufficient maintenance. The remainder were weather related. “It is clear that many of these incidents are avoidable if operators were to pay greater attention to some key safety related processes,

Summer 2014

install more available technology to help prevent collisions and give a higher standard to training to their employees,” emphasised Emmanuel. The analysis of a total of over 9,500 claims over a seven-year period totalled some US$ 400 million and covered bodily injury, property and equipment damage and liability. Emmanuel was at pains to point out that much can be learned from the analysis and that TT Club is ready, willing and able to advise its members and the industry in general on how such incidents can be avoided and claims minimised. “The reduction of claims assists the efficiency and profitability of many operators. It is not just the unforeseen costs of such accidents and the crucial eradication of injury to staff and third parties that results from good risk management,” argued Emmanuel. “The reputation of the cargo handling organisation is enhanced through an improved safety record. Operational delays are lessened and customer service levels heightened,” he emphasised. TT Club strongly urges the use of industry best practice when it comes to safety and security procedures, regular training regimes for management and employees and the inclusion of quality safety devices when designing handling equipment specifications and/or budgeting for retrofitting such devices. In his presentation to industry professional from throughout the ASEAN region, Emmanuel gave several examples of how the later measure can be particularly effective. “31% of the quay crane damage identified in our analysis was as a result of crane boom collisions; either craneto-crane or the crane boom hitting a vessel. There is a good choice of effective boom anticollision sensors on the market, which if installed professionally and maintained correctly would avert a large number of these accidents,” he noted. In the container yard, automated stack profiling systems are also available, which would have helped avoid some of the 339 claims incidents experienced by TT over the seven years covered by its causal analysis. Likewise much of the cost of theft can be alleviated by employing improved security regimes. These may involve physical barriers such as better fencing and more CCTVs but should also include more effective processes such as paperwork checks and IT anti-hacking software. Emmanuel concluded: “Prevention through careful risk management is by far the best cure for costly incidents. A combination of safe and physically secure facilities and equipment; rigorous checks and double-checks on safety procedures and well-trained, well-motivated employees will go a long way to improve operational loss in ports.” ❚

Maritime Security International

Shipping Agency Ltd

qualified

will

Security issues

Stowing

away Dealing with stowaways is just one of the problems that owners and operators have to contend with

mprovements in security have not reduced the number of stowaways or the number of incidents and it is seafarers who have to cope with the extra work, delay, uncertainty and possible violence. In consequence The Nautical Institute launched its Maritime Security handbook: Stowaways by Sea, aimed at helping people who have to deal with stowaways by giving advice on the preparation and training that is needed both onboard and ashore. The handbook gives practical guidance on making a vessel secure against stowaways, managing any that have succeeded in getting onboard, collecting the necessary evidence and organising the repatriation process. It includes an explanation of who stows away and why, how trading patterns affect risk, the responsibilities of all parties involved in a stowaway incident and the importance of reporting. Author Steven Jones commented: “Stowaways pose significant security, safety, commercial and liability issues for shipping. The problem is a serious one and shows no sign of abating.” He added that as maritime director of the Security Association for the Maritime Industry (SAMI), his primary focus is on people. He aims through the book to make available best practice on protecting vessels,

training, and provision of useable and timely intelligence to all, whether they are onboard vessels or ashore. He pointed out that stowaways are one of the threats that must be assessed and planned for in the Ship Security Plan (SSP) and in the provision by owners and operators of training and specific instructions and procedures. This will ensure that crews can react to a difficult problem with “understanding, compassion and authority” while protecting themselves and their vessel. In addition to a decade of onboard experience as a navigation officer, including dealing with stowaways and instigating intensive searching processes, Steven Jones has advised numerous shipping companies on security planning and has worked for insurers, publishers and professional bodies. Speaking at the launch, the Institute’s vicepresident, Captain Allen Brink, commented that many at sea, including himself, had experience of dealing with stowaways and it was essential that the Institute’s information and advice on the subject was practical and up to date. “There may be a lot of information out there on stowaways, particularly from P&I clubs. However, in our work at The Nautical Institute we like to relate that information to practical measures mariners can take to

Summer 2014

help towards their own security,” he said. As an NGO at the IMO, he added, the Institute is able to bring the realities of dealing with stowaways to the world’s attention. Captain Nicholas Cooper, past president of the Institute, shared his experience of having his vessel and crew held hostage by stowaways – something “no amount of training, drills and SMS procedures prepares you for.” A recent IMO initiative focusing on the top 12 embarkation ports for stowaways in West and Central Africa was described by the organisation’s head of facilitation section, maritime safety division, Julian Abril. The regional seminar on stowaways held in Abidjan, Côte d’Ivoire on 25-27 March called for port facilities to strengthen their capacities for surveillance and access control. In his foreword to the handbook, Giles Noakes, chief maritime security officer at Baltic and International Maritime Council (BIMCO), pointed out that “resolution of a stowaway case can include a considerable burden in terms of discomfort and sometimes even threat to the crew, administrative hassle, and the risk of fines or sanctions from port authorities.” He commended the handbook as “timely and prescient” and for providing “sound and up-to-date best practice and guidance”. ❚

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