Issue 4 : 04.14
BRIDGE the
BRIDGING THE GAP BETWEEN SECURITY AND SHIPPING
IN FOCUS: PORT SECURITY
CREATING STANDARDS
SECURE BY DESIGN
Tackling the Evolving Pattern of Security Threats to Ports
Lessons Learned Developing ISO/PAS 28007
Building Safety and Security into Future Vessel Design
Bridging the Gap Global Events & Affiliate Directory
EVENTS in partnership with
AFFILIATES & PARTNERS Business Support
Seatrade Asia Awards 2014 8 April, Singapore www.seatradeasiaawards.com SAMI Port Security Seminar 9 April, London www.seasecurity.org Seatrade Awards 2014 14 April, London www.seatrade-awards.com Offshore Marine Forum 28-29 May, Singapore www.seaasia-omf.com Posidonia 02-06 June, Athens www.posidonia-events.com Seatrade Academy Anatomy of Shipping UK 7 - 19 September Organised in association with Cambridge Academy of Transport
www.seatrade-academy.com
Ellis Clowes www.ellisclowes.com Hermex FX www.hermexfx.com Shorelutions www.shorelutions.com Templar Executives www.templarexecs.com
Personnel Ocean Marine Security www.oceanmarinesecurity.in March on Stress www.marchonstress.com Sailors’ Society www.sailors-society.org Target Recruitment www.targetrecruitmentbl.co.uk
Operations & Intelligence Alere Toxicology www.maritime.aleretoxicology.co.uk Austral Maritime Services www.austral-maritime.com Kanoo Shipping www.kanooshipping.com Setel www.setel.co.uk
Travel ATP Instone www.atpi.com CTI Marine www.ctimarine.com GTravel www.gtravel.no SAT Marine Travel www.satmarine.co.uk
Legal Bluestone International
Find more events online at: www.seatrade-global.com
www.bluestonelaw.com
To find out more about Affiliate membership or working in partnership with SAMI, contact Membership Manager, Anneley Pickles ajp@seasecurity.org
To ensure you receive future editions of theBRIDGE sign up for SAMI updates online at www.seasecurity.org/sign-up-today/
BRIDGE Welcome to the
CONTENTS CREATING ISO/PAS 28007 Page 5 SECURE BY DESIGN Pages 6-7 SECURE ANCHORAGE AREA Page 7 IN FOCUS: PORT SECURITY Pages 8-9 TIME TO EMBRACE ARMED GUARDS Page 10 THE CYBER LANDSCAPE Page 11
Welcome once again to theBRIDGE from The Security Association for the Maritime Industry (SAMI). As a leading global focal point on maritime security matters, this latest issue reflects a range of key subjects which have been shaping debate across shipping in the past months. Inside we address the latest developments regarding the roll-out of international standards for private maritime security companies (PMSCs) – in the form of ISO/ PAS 28007. SAMI held an event recently to provide feedback to stakeholders, and to gain insight into the levels of acceptance and take up of this landmark standard. As we explore maritime security matters beyond piracy, we look at cyber threats and the means which owners can manage the complex and often hidden threats facing them.
With 2014 the tenth anniversary of the International Ship and Port Facility Security (ISPS) Code, we look at the impact on ports and the ways in which they are managing security and facing the many threats, risks and challenges of operating ports securely. Tying in with this assessment of port security we also look at the issue of stowaways – as the Nautical Institute publishes its guidance on “Stowaways by Sea”, we explore what is being done to safeguard vessels. Also inside we provide the latest updates from some of the leading maritime security providers in the industry, and we hope that you find theBRIDGE of interest.
EFFECTIVE SECURITY ACROSS THE SUPPLY CHAIN Page 12 9BRI - TAKING THE INITIATIVE Page 13 MARITIME SECURITY MATTERS Pages 14 -15 MEMBER NEWS Pages 16-17 SHIPPING 2014 Pages 18-19 FROM THE GROUND UP REBUILDING THE PHILIPPINES Page 19
www.seasecurity.org
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Secretariat Update Since the last issue of theBRIDGE SAMI has been working hard on behalf of our members, raising issues and sharing their views across the wider industry. We have also been continuing our mission to ensure that we meet with as many members as possible. One of the most satisfying developments within SAMI has been the international growth in our membership. We now have over 60% of the membership made up of non-UK private maritime security companies, and this allows us to focus on a range of international issues and challenges. With such growth it is important that wherever and whenever possible SAMI is able to visit geographic areas to ensure that we engage fully with the members there. In the last few months SAMI was in Asia, and following up on the success of our outreach efforts during SeaAsia in Singapore, we held a series of meetings with key maritime and security stakeholders within the island State. SAMI has a rapidly growing membership in the Republic of Korea, and so CEO Peter Cook recently embarked on a whistlestop tour to meet our members on the peninsula. We were made to feel incredibly welcome and it was so gratifying to hear of the effect SAMI has had in supporting the companies there. Next stop for SAMI was the United States, and the team were on hand to meet with the American shipping industry as part of the Connecticut Maritime Association Shipping 2014 Conference in Stamford. The Association also took part in the Cruise Line Industry Association conference in Miami – where we delivered a paper on the importance of private maritime security. We were pleased to be able to provide advice on security matters, and direct them to work with the members of SAMI. This was a fantastic opportunity, and one we were eager to seize. Being able to promote our members to such heavyweights of the cruise industry is what the Association can deliver – we are able to engage at the highest levels, and ensure that thought leaders and decision makers know of the excellent companies within SAMI. We want SAMI members to benefit from the exposure and working relationships the PAGE 4
Contact Us +44 (0)20 7788 9505 enquiries@seasecurity.org HQS Wellington, Victoria Embankment, London, WCR 2PN
Association has across the shipping industry. By leveraging these relationships, we will ensure that membership of SAMI brings business results and added value. SAMI returns to the US in May, and we are very proud to represent the industry within the United Nations Contact Group on Piracy. Within the group and meeting we have promoted the role of private maritime security companies as a credible and important stakeholder. While initially there may have been reluctance to accept this, finally we are making progress and our members are recognised as an important part of a holistic and credible anti and counter piracy strategy.
SAMI’s Secretariat team are on hand to help: Peter Cook Chief Executive Officer e: pwjc@seasecurity.org t: +44 (0)207 788 9505
Steven Jones Maritime Director e: smj@seasecurity.org t: +44 (0)20 7788 9505
Back in HQ, the SAMI Secretariat has been working hard to redevelop the online members directory. The new enhanced search facility will ensure that www. seasecurity.org is the ‘go-to’ place for the shipping industry to access information about maritime security service providers and PMSCs. The new directory has been developed to be the easiest way to check the services and credentials of SAMI members.
Andy Straw Chief Operating Officer
There have been a number of high profile issues circulating the industry and media over the past few months, and SAMI has provided analysis and insight from the maritime security industry perspective.
t: +44 (0)7891 789 868
We have been developing a new taskforce on floating armouries, as well as working with InterManager, March on Stress and SAMI Affiliate members Alere Toxicology to tackle drug and alcohol issues. Ensuring that members have the information to effectively manage, audit and respond to issues.
t: +44 (0)7891 791 032
We are also very pleased to have been working with Videotel, producing a new training video which will enable shipowners and their personnel to more effectively manage their interactions with embarked maritime security teams. Videotel has delivered an excellent product, one which we believe will be very valuable for the industry.
t: +44 (0)7779 667 420
e: ans@seasecurity.org t: +44 (0) 7972 568 098
Gianna Molica-Franco Communications Manager e: gmf@seasecurity.org
Anneley Pickles Membership Manager e: ajp@seasecurity.org
Elisabeth Wilson Head of Equipment, Technology & Hardware e: edw@seasecurity.org
Nadia Balta Administrator e: nb@seasecurity.org t: +44 (0)207 788 9505
Creating ISO/PAS 28007 - Lessons Learned A briefing has been produced to share feedback from the event and provide further information on this complex and important subject.
Download the briefing online: http://goo.gl/IuPeHc
In the wake of the successful “ISO/PAS28007 – Lessons Learned” seminar, the Security Association for the Maritime Industry (SAMI) has stated to industry stakeholders that a new international standard for armed guards on ships can deliver much required reassurance for the shipping industry, but there is an urgent need for support and acceptance from ship owners and flag States. On 29 January 2014 the maritime security industry gathered for the “ISO28007: Lessons Learned” seminar in London. Hosted by SAMI, the event took place onboard “HQS Wellington”, home to SAMI HQ and the Honourable Company of Master Mariners. The gathering attracted a near capacity crowd in the Court Room, which was once the vessel’s engine room. The audience, brought together not just maritime security companies but representatives from across the whole shipping industry, with insurers, shipping companies, lawyers and flag State officers all well represented. Chairing the event, SAMI CEO Peter Cook began by evaluating the perception of maritime security and a brief background to the development of standards. He explained that the sector, despite its importance in securing seafarers, shipping trade was still suffering from misconceptions despite a significant culture change. It was stressed, while enormous strides have been made, there is still work to be done. The journey towards a single standard has not been a straightforward one but massive strides have been made, and thanks to the input and support of so many SAMI member companies the seminar stood as a catalyst for dialogue and engagement. It also provided vital guidance for those relying on the Standard as an indicator of quality and a marker of excellence. The event provided an opportunity for those who have developed the standard and those auditing and certifying against it, to explain the intricacies of the process and to share their experiences with members and the wider industry. However, it was clear that the single most important factor shaping the acceptance of any Standard is the response of clients to it. The question of acceptance hinges on three possible outcomes; will shipowners choose to demand their providers have ISO/PAS 28007? Or will they be compelled to
use it, or will they simply ignore it and continue with an ad-hoc system of in-house vetting and word of mouth? These were the key issues debated, and while it has long been agreed that shipping needs to have the ability to use the most effective security to fit the threats facing it, an internationally agreed and accepted standard is a vital part of that development. While there is still work to be done to unify maritime security providers, regulators and clients under this one standard – equally known, valued and applied by all. It was stated that this process must begin now, and be rapidly addressed. Ultimately such moves towards standardisation have been about simplifying and streamlining the process, to facilitate flag State confidence and to minimise the need for their own singular requirements. Requirements which can create a burden for PMSCs and shipowner clients alike. It was stressed that ISO/PAS 28007 allows governments control of critical functions, it provides a platform for all stakeholders and allows for independent third party certification – providing vital reassurance to clients that PMSCs are certified and have undergone comprehensive scrutiny. Despite some concerns that the process seems to have been going on for an extended period, it was stressed that ISO/PAS 28007 is the quickest ever standard to reach the publicly available specification stage. Much of this rapid progress has been based on the groundwork performed by the maritime security industry, and their willingness to embrace standardisation. It is now hoped that this is reflected by their clients and flag States. The event served as an excellent opportunity for the maritime security industry to lead the debate on standards and clearly demonstrate to all, the role that professional and experienced providers are key to progress. Subsequent to the event, the UK Accreditation Service announced the initial tranche of successful ISO/PAS 28007 Certifying Bodies – these were LRQA and MSS Global. There are likely more to follow soon, but we wish to congratulate the successful companies – as we recognise this is an important development which will now allow the ISO process to continue full steam ahead. PAGE 5
Secure by Design Safety and Security should be built in to future vessel design Technology is moving into the shipping arena like never before. Many areas of ship operations are now shaped by equipment working to make vessels cleaner, safer and more efficient. Perhaps one issue which is lagging behind this revolution is the design of vessels and allied to this, a seemingly slow evolution in the security aspects of ships. It would appear long overdue to fully consider the issue of designing merchant vessels with a mind to security threats. It seems, however, a number of barriers exist which perhaps preclude naval architects, shipbuilders and owners from really tackling the issue of “building in security”. Uppermost in these barriers to progress is the construction cost, naturally the more complex or material intensive a design, the higher the price. The cost of security measures are not the only issue, one has to also consider whether they are going to applicable to the ships future trading. A vessel which is destined for the North Atlantic routes is not likely to encounter too many pirates. However ships are often not designed for specific areas of operation. Safety too is a massive concern. There is an obvious difficulty in designing and constructing vessels that balance the need for both safety and security. Delivering ships which are both easy to escape from in the event of an accident but which also deter and restrict access to boarders is a challenge. The layout of access points and means of allowing crew to move around vessels have changed very little over the past half century. For all the changes internally, the ladders, alleyways and railings that form part of the accommodation of today’s vessels would still be familiar to mariners of past generations. The most modern destroyers have accommodation and command areas that extend outwards level with the hull. This makes it far easier to control access. PAGE 6
It would seem that there is a time for a change and the latest generations of naval vessels may provide inspiration. When designing and constructing a naval vessel, there are five fundamentals that are always considered, namely speed, sea-keeping, strength, style and stability. The ability of merchant vessels to ‘trade hurt’, as opposed to naval vessels whose aim is to be capable of ‘fighting hurt’, may become an evolutionary trend in commercial shipping, especially to withstand the onslaught of missile-toting pirates. Increased survivability comes with increased costs. It may be that many companies, after assessing the threats, are willing to simply continue with the traditional approach of transferring the risks through Hull & Machinery insurance rather than going to the added expense of creating ships that can survive a terrorist attack. When considering the design and construction of a vessel from a security perspective, the areas of primary concern are:
• Accommodation: reduced access points, but remaining easy to exit • Protection of vital equipment • Access control • Means of access and through routes • Monitoring of the vessel • Hull strength • Emergency exits: the conflict between safety and security should see the development of one universally accepted design
There is perhaps one ship designer which has changed things radically, introducing designs which could also enhance security. That is the Norwegian company Ulstein and their radical X-BOW concept container ships.
By taking a root and branch review of the way in which commercial vessels are designed it should be possible to make it easier and safer to monitor, manage and respond to security breaches across an entire vessel. Apparently the pointed style of bow is inspired by Viking ships. Indeed taking the bulkheads out to the extent of the hull also provides protection for the accomodation area. This is a design motif which could perhaps take root over the years, and we will begin to see the changes which are needed to produce vessels which are easier to secure, monitor and to ultimately protect. The most simple and cost-effective changes that can be introduced to allow merchant vessels to comply, even with small crew complements, more easily with legislation, such as the International Ship and Port Facility Security (ISPS) Code are changes in the ergonomics and layout of vessels. However, it is perhaps difficult to see who will take the lead in implementing this change towards ergonomic design. Despite their increasing involvement in naval vessels, Classification societies are not thought likely to set new design standards for vessels based on security alone. It is also unlikely that the International Maritime Organization (IMO) will force any design changes with regards to security, as it simply adopts the standards with which naval architects and designers need to comply. This leaves the shipping industry in something of a quandary. The ISPS Code is difficult to apply across today’s traditionally designed vessels, and it is hard to easily protect and deter against pirate boarders. The vast majority of the world fleet is built with safety and commerce as its basic functions. The industry therefore needs some radical re-thinking and the development of simple and cost-effective solutions that owners can accept and that will assist personnel to improve the security of their vessels. The traditional approach of low freeboard, open railings, outside accommodation staircases and open decks are a boon to those posing a threat and makes it very difficult to lock vessels down. It seems a rethink is needed to ensure that when new vessels are built they combine the demands of business, comfort, safety, environmental concerns and security.
Secure Anchorage for West Africa The establishment of a Secure Anchorage Area (SAA) off the coast of Lagos has seemingly borne positive results. The SAA is a secure place where vessels can anchor safe from the threat of pirate attack, and it consists of a Maritime Exclusion Zone (MEZ), patrolled 24/7/365 by multiple armed Patrol Boats (PBs). “It is hoped that the lessons from such small scale successes can be rolled out on a larger scale and could drive the development of other similarly policed exclusion zones.” Another positive of an effectively policed and controlled security zone is that gathering attack data can be more straightforward and ultimately better managed. It has been reported that up to 60% of vessels attacked in the Gulf of Guinea do not report attacks to the authorities. The reasons for such low recording rates are disputed, but nonetheless troubling. SAMI has voiced concerns that a lack of clear reporting is masking the true scale of the global piracy problem. The curse of “under reported” pirate attacks or misunderstood data are serious barriers to security. In developing a series of secure areas, we can perhaps apply a more evolved system of security management. Piracy exclusion zones allow concepts such as patrolling and monitoring to be applied and tested, and these can ultimately drive larger scale improvements.
Looking at vessels that have been readied as per Best Management Practices (BMP) for transit of piracy High Risk Areas (HRA), a significant amount of razor wire is required to safeguard access to the vessel and, once onboard, around it. This strongly suggests that security has not been a consideration in the design stage.
The most compelling argument for the SAA option is that it works effectively, and that in a very complex situation it is proving to be both safe, legal and effective. However, in a wider sense, there is a need to ensure that such secure zones truly do apply and provide the security measures they purport to.
Just as the latest technical, communications and navigation equipment must look to counter maritime cyber threats, the challenge is clear with regards to hardware too. The next generation of merchant vessels should be designed and constructed in such a way as to maximise the protection against a range of security threats – whether the pirates, terrorists, smugglers and stowaways of today, or the myriad threats which could emerge tomorrow.
A potential hazard of such areas could be that vessels may be tempted to drop their guard once they enter and believe themselves to be safe. As such it is vital the patrols effectively deliver on their security promise so as to safeguard all the vessels within their protective cordon. SAMI is monitoring the developments of this first SAA and is actively involved in progressing similar projects. PAGE 7
IN FOCUS: Port Security
Security threats are evolving and ports must transform their security to meet these challenges. Much of the recent maritime security focus has been on anti-piracy, but it is important that consideration is given not simply to high profile, media attracting threats, but also to the ongoing problems that affect everyday shipping operations too. True maritime security is developed by embracing and responding to threats across the entire transport chain. Wherever there are risks, regardless of mode of transport or location, then the potential impact on shipping has to be considered. SAMI has witnessed an evolving pattern of security threats facing ports. Much of this has been driven by the demands of the International Ship and Port Facility Security (ISPS) Code, which sees contracting governments required to undertake Port Facility Security Assessment (PFSA) of their Port Facilities. As the ISPS Code reaches its tenth anniversary in 2014, ports are now having to go through the process of re-evaluating their security plans, submitting them for re-assessment. This will see ports seeking continued approval of their processes, safeguards and Port Facility Security Plans (PFSP).
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Like the Ship Security Plan, the Port Facility Security Plan shall indicate the minimum operational and physical security measures the Port Facility shall take at all times. The Port Facility Security Plan has to be approved by the port facility’s Contracting Government or by the Designated Authority. Ports globally are often popular targets for crime. Security threats are evolving and ports are having to transform their security to meet these challenges. For all ports there is the economic drive to ensure that they are secure – increasingly ports must prove they have the systems, processes, people and equipment in place to safeguard their secure integrity. Uppermost in this holistic view is the role of security within ports. Port security is a wide and complex issue, and the threats are many and varied. It can range from piracy to stowaways and terrorism, but more usually relates to the issue of cargo theft. Ports can be attractive hotbeds of criminal activity, and cargoes as well as ships may also be under threat. For all the sophisticated fences, lighting, alarms and number plate recognition systems (NPRS); there is still room today for cunning thieves, violent bandits and opportunists. Most major ports experience some form of security problems. A range of industry sources have painted a growing trend of cargo thefts over the past couple of years.
Both Freightwatch and CargoNet have data indicating significant leaps in the number of thefts. Such losses should be raising a number of flags, as a port which loses cargo, is a port with serious security deficiencies. Indeed, when economic times are hard, there is usually an upswing in crime – with that in mind port operators are working hard to police their terminals, to protect cargoes and their very reputation as a commercially viable venture. Sadly beyond the facilities which do invest and manage their security, it would appear that all too many ports are not doing enough to protect themselves and it has proven extremely difficult to secure themselves against criminal activity.
Stowaways by Sea The subject of Stowaways by Sea is the focus of an upcoming new maritime security guide from the Nautical Institute. It is a sad fact that many people, more often than not young men, feel compelled to stow away on ships in search of a new life of perceived opportunity overseas. “Stowaways by Sea” has been developed to assist those facing the problems to manage difficult security challenges and the logistics of dealing with stowaways.
For so many ports it seemed that they were almost too complex, ramshackle or difficult to secure, and so in many respects, the International Ship and Port Facility Security (ISPS) Code approach of breaking down ports into their composite facility elements has been a good starting point.
Stowaways pose significant security, safety, commercial and liability issues for shipping. Indeed, the problem is a serious one and shows no sign of abating. It is important, therefore, that we are able to understand how stowaways impact vessels as techniques and plans are implemented to ensure risks are appreciated, and managed.
The port which spans miles of river, the inner city port, the vast container terminal and the offshore loading jetty – all are broken into more uniform elements which are easy to view, manage and to sanitise. However it is often away from the ISPS designated port facilities in which the security breaches occur.
The first aim is to keep stowaways off the vessel; if that fails, life becomes much more complicated and it is vital to know how to manage the situation. Stowaways need to be found, contained safely with due regard to their rights, and as much information as possible obtained from them to speed up the repatriation process.
Ports are vulnerable to attack, whatever the target – whether cargoes, vessels or the infrastructure itself, they need a lot of protecting. They obviously vary, there is no such thing as a standard port, but there are general security lessons which can be learned and applied. A key aspect of protecting ports is perimeter security – with a view to safeguarding all sides.
With attitudes hardening and security an ever more important part of shipping, the problems associated with stowaways have increased. The formal security management system and framework for ships and ports established by the International Ship and Port Facility (ISPS) Code means there is now a more structured approach to dealing with the problem.
Ports begin and end with their perimeter – visit any historic port and the most incredible feats of industrial design have created immense walls fortifying the structure. Over the centuries people have always wanted to get into ports for nefarious means, and this has not changed. It is possible to supplement the perimeter by both physical and electronic means. From lights, cameras and sensors – the perimeter of any port can be made an increasingly impenetrable barrier, which can be both monitored and secured. Intelligence and analysis are the foundations of any security regime, and it is imperative that operators understand what the threats facing them may be. From this starting point, a port can develop the necessary responses to the risks and vulnerabilities. The perimeter of a port can also be to seaward – and the operator which focuses solely on the hinterland instead of the foreshore can become a victim of crime very quickly. Equipment, Technology and Hardware are the key to future port security efforts, and it is vital that port operators know the options available to them to protect their people, clients, facilities and cargoes from attack. The right technology, properly installed and fully integrated into the overall security philosophy and regime can bring enormous benefits. Technology can be used to secure ports, but has to be part of a wider overarching security regime and philosophy. If the focus is on truly securing the port, then technology can be an increasingly significant and important part of the efforts.
It is generally recognised by all sides of the shipping industry that there is an urgent need for universal acceptance and application of the international agreements on the allocation of responsibilities to enable the successful resolution of cases involving stowaways. In essence there is a responsibility to protect the vessel from stowaways. This obliges port authorities, national administrations and other bodies, including security operators, to cooperate with those directly concerned with the vessel to prevent illegal access to the vessel while it is vulnerable. “Stowaways by Sea” is intended to provide information, best practice and encouragement, enabling crews and companies to develop their own ways of managing stowaways. It is also intended to help seafarers react to a difficult problem with understanding, compassion and authority.
www.nautinst.org
Time to Embrace Guards Shipping and Security Must Work Together to Overcome Issues The problems of maritime security operations and operatives rubbing up against port and coastal States seems to be coming to something of a head.
Whether through the development of standards, such as the ISO/ PAS28007, rules for the use of force or embracing standardised contracts, all this has been done with the goal of delivering excellent service for clients and the wider maritime industry.
While the vast majority of maritime security operations are completed without undue drama, occasionally problems can occur, especially where the often misunderstood world of maritime security comes into contact with some mistrusting official or political posturing.
Given these strides it is perhaps understandable to witness the anger and frustration when their people are being made to suffer the indignity, uncertainty and distress of arrest and incarceration.
There have been recent problems in both India and Nigeria – the case of the “anti-piracy” vessel held in India since October is one such issue. The more recent case of two innocent security personnel bizarrely accused of planning a major crude theft in Nigeria is another. Thankfully there has been some progress in the Indian case, as all but two men who have been held on suspicion of illegal possession of guns and ammunition have at long last been granted bail. The men were among the 35-strong crew imprisoned in India since 24 October 2013 after being on board the “MV Seaman Guard Ohio” when the ship was detained for allegedly illegally straying into Indian water, and there were also allegations of illegal fuel purchasing infractions. Switching from one piracy hotspot to another, over to West Africa – two maritime security operatives arrived in Nigeria recently, only to find themselves swiftly apprehended by the Joint Task Force. They were accused, along with 12 locals and some shadowy businessmen, of planning to siphon illegal oil from an arrested vessel. Just as the in the Indian case, there are loud protestations of innocence, and calls for action to ensure that not only are the guards released, but that such trumped up charges can be avoided in the future. It seems the real problem in all of this is the misunderstanding of some nations about private security, and moreover the fact that maritime security operatives, the guards, are seen as some mysterious malevolent force. This is not helped by the fact that there are complications and problems associated with classifying the guards as seafarers. Without clarity on the matter of definitions, then it is a real worry that security personnel will continue to be singled out, criminalised and persecuted. Indeed, across piracy afflicted areas, both in the Indian Ocean and off West Africa, there are increasing concerns that innocent maritime security operatives are being targeted, wrongly arrested and criminalised for political gain or in the wake of commercial disputes. The maritime security industry is rallying to tackle this issue, stressed that not only has it been at the forefront of progress to protect seafarers and world trade from piracy, but reminding politicians that it has done all possible to become ever more transparent, accountable and to fit into the global shipping structure.
With this increasing criminalisation of maritime security operatives, a problem which SAMI is now tackling, there are many who believe the root cause of the problem stems from the fact that guards are not being classed as seafarers, and so they are not protected by the Maritime Labour Convention (MLC2006) in the same way as the seafarers they safeguard. This seems to be a very cruel irony, and there are calls for guards to be better protected and supported in the line of duty. Maritime security observers have even gone as far as to suggest that even shipboard stowaways are afforded more protection and recognition than maritime security operatives. A stark statement that highlights the gaps in the provisions of MLC and the fact that competent authorities are able to play fast and loose with the definitions they choose to apply. The decision by some flag States not to classify maritime security operatives as seafarers while perhaps understandable initially is now being seen as problematic, and is having unforeseen and serious implications. There has been concern and dismay across the maritime security industry as some flag States have decided to cease issuing seafarer documentation to maritime security operative – something which is hampering operations, recruitment, retention and the ability to provide shipping with adequate protection. SAMI conducted a survey of its membership and it was strongly felt that seeing maritime security operatives classed as seafarers is important for the protection/welfare of individuals. Moreover, it was also stressed that with individuals no longer able to obtain Seafarer Identification documents it would significantly curtail the ability of companies to recruit quality personnel with recent operational experience. Private Maritime Security Companies were eager for flag States to uniformly classify guards as seafarers, and there has been frustration that some categories of marine personnel, such as hotel staff on cruise ships are deemed seafarers when security personnel are not. This was seen as especially problematic given flag State demands for guards to have a range of STCW qualifications. A dichotomy which it was felt suggests deep seated problems, and a seeming lack of appreciation of the complex role of security guards. The majority of respondents stated that the decision to suspend the issuance of seafarer identification documents to PCASP negatively impacted their ability to win business. This was a similar figure which felt that the MCA move has hindered their operations, travel, and would also impact their recruitment and retention of staff.
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The Cyber Landscape Inadequate internal processes coupled with the hostile nature of the internet and complex organised crime mean information risks (Cyber Security) are a bigger threat than ever. That threat is evolving at an exponential rate – it’s no longer just a teenager in a bedroom hacking for notoriety but organised crime gangs who have huge resources tapping into a lucrative market. Every organisation faces these risks and whilst not absolute, current thinking from Government and the Big Four audit firms is that all large businesses and most small businesses have suffered or will suffer a Cyber breach; the Allianz Risk Barometer rated Cyber Crime as a top ten business risk for 2014. Most organisations are not taking a proactive stance to Cyber Security risks and hence don’t know when they’ve been breached. As a result most organisations are unaware of the knock-on effects: business disruption, theft of intellectual property, loss of commodities and personal data.” Although Cyber has been a much vaunted phrase, there is still a lot of work to do as many people, “Still struggle to grasp the totality of the risk,” comments Nigel Pearson, Global Head of Fidelity at Allianz.
Who’s the culprit? There are three main reasons organisations suffer breaches: failure of internal processes, external attacks and technical glitches. Although hackers are catching the headlines, the majority of breaches are down to human error, which is confirmed by a UK Government report which found that 72% of breaches were down to people1 .
If people are to blame, it is essential to look internally to ensure the correct procedures are in place to protect key business information and personnel have the right training (50% of organisations admit they lack skilled resources2 ). Prevention of Cyber breaches requires a holistic approach; investing in personnel to create a culture that understands that information is the ‘life blood’ of their organisation.
Complex supply chains The relationship between Holistic Cyber Security and the Maritime Industry is uniquely complex due to the multiple elements in supply chains. Cyber criminals are ‘piggy-backing’ into larger organisations via vulnerable smaller suppliers. A common practice used by Cyber criminals to breach security within the Maritime Industry is through sophisticated (and some not so sophisticated) phishing attacks; Cyber criminals use the same style and language as the organisation’s corporate communications to ensure a high “click-through” rate from scam e-mails. Typically it takes less than 2% of recipients to click-through to ensure the scam’s success – it is a tried-and-tested, cheap and easy method of attack.
Building strong defences Beyond piracy on the high seas, criminals are attacking Maritime organisations in other ways. For a maritime company to build its holistic defences against Cyber attacks it is essential that the organisation is proactive in identifying threats, assessing risks and putting in place robust measures for itself and to maintain integrity in its supply chain. It is vital people, processes and culture are optimised towards protecting as well as exploiting the company’s information. 1 Business, Innovation and Skills – Information Security Breaches Survey, 2012 2 Ernst and Young – Global Information Security Survey, 2014
Templar Executives provides specialist Cyber Security advice and solutions to the Maritime Industry by adressing people, processes and culture. Our unique methodology has enabled the safe passage of assets by safeguarding logistics and improving the Cyber Security of end-to-end operations. We will help you mitigate the multiple threats faced by the Maritime Industry. To find out more, contact Shauna - E: shaunam@templarexecs.com
T: +44(0) 20 3542 9077 | www.templarexecs.com | @templarexecs
Effective Security Must Span Supply Chain
PVI’s managing director, Eric Conway, explains why vessel security is only one third of the equation for effective maritime security.
Developments within maritime security dictate that a vessel can no longer be viewed in isolation. Not only are pirates, as well as land based criminals, evolving their strategy and tactics to circumnavigate existing defences, the proliferation of digital information means that it is not only the risk of physical attack that must be safeguarded against. This is why - in today’s increasingly unstable world - security considerations must span the entire supply chain to effectively mitigate risk.
Ensuring safe passage for vessels transiting high risk areas is only one piece of the security jigsaw. As a result of land-based conflicts becoming ever more regular, cargo protection extends right from the storage warehouse all the way to the final customer delivery point. Effective maritime security is not simply the deployment of armed guards on vessels from point A to point B, but rather the assessment and mitigation of risk from piracy, extortion and criminal activity right across the whole supply chain. There are three key stages to maritime security, and if all aspects are effectively secured, the overall risk will be substantially mitigated: 1) Security and transportation of cargo from pick up location to port of shipment 2) On board vessel security 3) Security and transportation of cargo from port to delivery location. From the very moment a cargo is transported from the warehouse or terminal to the dockside, there are certain activities that add risk to the operation, for example theft, manipulation of the cargo to house criminal items, and human trafficking. Once the cargo is on board the vessel, the risk of piracy remains high. Most of the world’s major trading routes transit the High Risk Area; for example; Europe to Asia, Japan to East Coast USA, and the Arabian Gulf to Europe/Africa. All of these high value cargoes are at risk, along with many tramp vessels stood idol at anchorage locations waiting for cargoes. Lastly, the discharge location for a cargo may well be a hostile environment enduring high crime and political instability. It is important, therefore, that the cargo is well secured physically, through the implementation of a journey management plan conducted to assess all potential threats, including contingency provision, should a new routing be required. Effective journey management consultancy is central to business success in any location with increased security risks. Every continent, country, region and scenario has its own geopolitical dynamics, which is why a localised assessment of conditions particular to each individual situation is critical to business continuity. This is why PVI’s parent organisation, Protection Group International (PGI) has invested PAGE 12
heavily in building the finest intelligence gathering and analysis capability, centered around a market leading geopolitical risk portal. From location-specific travel advice and the booking of appropriate transport and accommodation, to pre-deployment travel advice, hostile environment training and ongoing threat monitoring, PGI offers the full breadth of coordinated services necessary to ensure the safety and security of assets, both physical and human. Cyber vulnerability is yet another aspect that shipping companies must now consider, from data relating to strategy and commercial negotiations, automated mission critical systems, as well as employees’ personal data. All of this electronic information is of potential interest to those who wish to gain commercial advantage, destabilise operations, hijack vessels or perhaps protest about carriage of particular cargoes or use of particular routes. If key data – scheduling, cargo manifests, crewing, maintenance - became corrupted or inaccessible, this impacts the effective day-today functionality of a fleet’s operations, ultimately jeopardising profitability. Modern ships are complex systems with many interfaces and potential vulnerabilities, requiring a combination of intelligence, technical, human and physical capability to ensure robust cyber security. The pressure to realise efficiencies and cut costs has never been greater and, therefore, defining appropriate mitigation for the level of risk and implementing a cost effective solution is of paramount importance. This is why a specifically tailored and coordinated solution pays dividends. Trying to incorporate separate land based, cyber and maritime security providers for different areas of the endto-end journey of a cargo adds uncertainty and risk to the operation. In today’s uncertain world, it is no longer sufficient to concentrate efforts on only vessel security. Safeguarding assets and business continuity relies upon collaborating with a risk management partner that has the intelligence, experience and network to minimise operational, financial and reputational risk, right across the entire supply chain.
www.pviltd.com / www.pgitl.com
The 100 Series Rules, as an international model set of maritime Rules for the Use of Force (RUF), have been exposed to the maritime industry for ten months since their launch in May 2013 and have been embraced positively by the industry with support from over 50 international shipping entities and operators. The RUF are referred to and used internationally by the shipping industry and Private Maritime Security Companies. Named and specifically exampled by the Republic of the Marshall Islands in their Marine Notice 2-011-31, the RUF have been positively voted for within ISO TC8 as of October 2013 and are the subject of a forthcoming industry training video shortly to be released by VideoTel. Most telling has been the declared use of the RUF in an attempted attack upon the MV NAVE ATROPOS that was transiting from Muscat, en-route to Suez in January 2014. The ship was successfully defended by an experienced security team from Port2Port Maritime Ltd. While the skeptical may state that this is simply a publicity stunt, the reality is that the 100 Series Rules are no longer an academic exercise. They have been proven to work. Their use successfully contributed to defending a high value asset and its crew, thereby assuring a safe transit, avoiding a potential loss of the vessel and abuse of the crew. Further, they have contributed to reinforcing the owner’s, insurer’s and PMSC’s confidence in the successful application and lawful use of force at sea in defence of a ship and its crew. Work is now ongoing to refine the100 Series Rules following work carried out with the Italian Ministry of Foreign Affairs and the United Nations Inter-Regional Crime and Justice Research Institute (UNICRI). They will be trialed in hardcopy form in the Indian Ocean and Gulf of Oman by collaborative PMSC partners and will be subject to new benchmark standard training and assessment methodologies currently under development.
www.100seriesrules.com
The new Human Rights at Sea international maritime initiative as established by the Maritime Practice of 9 Bedford Row International will be launched on 3 April 2014 onboard HMS President in London. The initiative has been established in response to on-going queries as to the extent of and detail into which corporate entities should be addressing, investigating and engaging with human rights policies, procedures and remedies as part of corporate responsibility. It is voluntarily supported by key industry entities and collaborating partners and it will be an iterative initiative for the benefit of the international community. Providing an independent on-line resource for integration into State, business and individual practices , the initiative follows the 2011 UN Guiding Principles for business and human rights, otherwise known as the “Protect, Respect and Remedy framework”. It will develop work areas for Model Guiding Principles and best practice, Human Rights Impact Assessments, a maritime human rights legal review, Children’s Rights at Sea, West Africa and Reporting and Assurance. The initiative will provide users with voluntary recourse to an independent source of accurate, trusted and clear information. It will further provide model commercial reference documentation that may be voluntarily used to address this key area of maritime business, while supporting the development of company policies, procedures and remedies wherever they may be lacking, require review or enhancement. Transparent, clear and accountable human rights standards throughout the maritime industry is not a business constraint; it is a commercial multiplier and enhancer of business reputation, that will go to determining individual company market share through increased client confidence. More so, it supports the moral component of business thereby supporting the industry, its employees and its international reputation.
www.humanrightsatsea.com
Private Maritime Security Round Up Forged Certificates SAMI are still awaiting an update from members to confirm the situation, but SAMI has been informed of possible fraudulent certificates for the City & Guilds MSO Course being issued in India.
Maritime Security Matters
British Seaman’s Discharge Books and Seaman’s Cards Since the announcement by the UK MCA on 21st January 2014 that the issue of British Seaman’s Discharge Books and Seaman’s Cards has ceased SAMI has worked tirelessly on behalf of its British members and international members that use British nationals as security operatives to get a resolution in this complex matter. We are currently lobbying the international shipping associations as well UK unions to gain support so that we can find a pragmatic, workable solution as soon as possible. We have arranged several meetings with key individuals and will update the membership as soon as we have any news.
ISO/PAS 28007:2012 Certification by non IAF Accredited Bodies On 11th March 2014 UKAS announced that LRQA and MSS Global Ltd have been Accredited by UKAS, a signatory of the International Accreditation Forum (IAF), to Certify PMSCs that have successfully completed the audits against ISO 28000:2007 within the scope of ISO/PAS 28007:2012. SAMI is aware that there are other “Certification Bodies” conducting audits against ISO/PAS 28007:2012 which may be causing some confusion for PMSCs, ship owners, flag States and marine insurers alike. Any PMSC and/or Certification body can self-certify against any standard, however the crucial point is the rigour of the accreditation process and the scrutiny that the organisation has been subject to by the independent third-party auditor that will give the process its true value. There are a number of examples of this throughout the shipping industry; the top ship classification societies are all members of the International Association for Classification Societies (IACS) (http://www.iacs.org.uk/), and Classification Certificates awarded by these organisations are accepted across the shipping industry as being the result of a thorough and objective assessment of the ship. There are however other Classification Societies that provide certificates that may not have the same level acceptance. It is up to the stakeholder to decide what level of scrutiny and certainty they require and this will be part of their due diligence process. The IMO will advise the flag States and other stakeholders on what form of accreditation to look for when selecting a PMSC that is ISO 28000:2007 within the scope of ISO/PAS 28007:2012 certified. The new SAMI Directory will shortly be launched with a full explanation of the process and will only list PMSCs that have been certified by appropriately accredited Certification Bodies.
Somali Piracy In Review The International Chamber of Shipping (ICS) has issued a paper drawing upon the international shipping industry’s experience of Somali-based piracy during the period 2007 to 2013. ICS produced the paper following a dramatic reduction in the number of successful attacks against ships by Somali pirates, currently at a five-year low thanks to the combined success of sustained compliance with industry Best Management Practices (BMP), the use of private maritime security companies, the activity of military assets and new capacity building initiatives ashore. Despite this, it remains the case that the pirates are active and retain the capacity to attack far into the Indian Ocean. ICS therefore continues to emphasise that it is premature to conclude that the crisis is over, with seafarers still held hostage in Somalia, some of whom have now been in captivity for three years. “The intention is to identify lessons learned in order to shape future policy responses, wherever in the world they might be needed,” explained ICS Secretary General, Peter Hinchliffe. The paper has been submitted to the International Contact Group on Piracy off the Coast of Somalia and by all accounts the ICS paper has been well received by governments.
The paper explains the significant challenges the shipping industry has faced in responding to the crisis in the Indian Ocean, which escalated dramatically in 2007. It also highlights the importance of clarifying the rights and obligations of sovereign nations to address piracy and of the need to engage with military authorities and to persuade them that the prevention of piracy/hostage taking has a most important strategic and humanitarian function that should not be dismissed as mere ‘low level’ law enforcement. “ ICS hopes that all stakeholders in counter-piracy operations — whether political, military, shipping and security industries or media —will bear in mind the lessons identified in dealing with the issue of piracy in the Indian Ocean. It was particularly important to foster an understanding that protection against pirate attacks was a shared responsibility in which both the military and the industry have to play their parts,” said Peter Hinchliffe.
The ICS paper can be downloaded at: www.ics-shipping.org/piracy
Creeping Criminalisation As covered previously, concerns have been raised over a worrying trend which has seen various government authorities criminalising maritime security operatives. These developments have been condemned in the strongest possible terms by SAMI. SAMI argues that criminalisation of maritime security personnel is definitely getting worse, more often than not because they are an easy target. And when there are any kinds of problem or incident – and when somebody is needed to bear responsibility – the guards are seemingly an easy target. They are on the spot and usually isolated and perhaps even dealing in a language or legal system they do not understand well. Across piracy afflicted areas, both in the Indian Ocean and off West Africa, there are increasing fears that innocent maritime security operatives are being targeted, wrongly arrested and criminalised for political gain or in the wake of commercial disputes. Maritime security operatives are increasingly vulnerable as an easy target for the authorities, as regulation unfairly exposes them to penalties. The International Maritime Organization (IMO) has worked hard in the past on ensuring fair treatment for seafarers, and now it seems that similar efforts need to be directed to protect guards. Lest we forget guards are just trying to board a ship to do their job. Such creeping criminalisation and vilification of maritime security operatives is diabolical and needs to be checked as a matter of priority. This is not an isolated case, and the guards caught up in the “Seaman’s Guard Ohio” debacle in India are just different faces suffering a similar fate.
The need to stem this rising tide of criminalisation is vitally important. SAMI has spoken out against the fact that innocent maritime security operatives are being targeted, wrongly arrested and criminalised. It is deplorable that such individuals are being made to suffer the indignity, uncertainty and distress of arrest and incarceration, especially as the maritime security industry has been at the forefront of efforts to protect seafarers and world trade from piracy. This trend of criminalisation is deeply concerning and should be strongly condemned. Maritime security professionals should not be used as makeweights in political disputes, nor be seen as scapegoats in commercial quarrels. Whether they are former marines, soldiers or police – maritime security operatives are skilled and experienced professionals who should be afforded respect, credit and appreciation for the vital role they have played in tackling piracy. The maritime security industry has been at the forefront of progress to protect seafarers and world trade from piracy and it is deeply saddening that individuals are being made to suffer the indignity, uncertainty and distress of arrest and incarceration. SAMI is working with relevant stakeholders to promote the need for maritime security operatives to be better protected and supported in the line of duty. Indeed, the work the Association has engaged in to ensure the proper treatment of the guards held in India has opened the eyes of many to the work needed to ensure that formalised and recognised systems of care and support are introduced for maritime security personnel.
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Member News Updates from SAMI’s Global Membership Askaroff Takes the Helm at Dryad Maritime
City & Guilds Certification Ambrey Risk Training has been accredited by Manipal City & Guilds to deliver Maritime Security Operative (MSO) 8269 - 03 courses in India.
Dryad Maritime has announced the appointment of Nik Askaroff as Chair, the first appointment of its type at the company. Nik has over 25 years’ experience of growing international businesses and is Chair and Non-Executive member of four other high growth companies. A qualified chartered accountant, Nik’s previous roles include Chief Executive of a listed company, president of the south eastern chartered accountants and a Business Link Chair. In addition, Nik has also been the Chair of the south east innovation and growth team. The role of Chair at Dryad Maritime will involve advising and assisting shareholders and directors in the development of a robust corporate strategy. It will also cover corporate governance and culture, and the adoption of best practice within the organisation. Nik will also be advising on and assisting with grant funding application and business development. Nik said: “I was greatly impressed by the calibre, commitment and vision of the shareholders and the senior team at Dryad Maritime when considering this appointment. It was obvious that this is a company that knows where it wants to go and has the skills and ability to get there. It will be a pleasure to help them on their way and hopefully, coupled with my experience, we can make the path a little bit smoother and easier”. Graeme Gibbon Brooks, Dryad’s CEO said: “We warmly welcome Nik to the company and we look forward to bringing his experience to bear at this exciting time for Dryad. Due to the growth we are experiencing, the natural choice for us was to appoint a Chairman with such a strong commercial pedigree as Nik. “The role is integral not only to the development of our strategy but also ensuring that we are ambitious in our goals. Nik’s assistance will help us meet our objectives to reach these goals and his presence is already making a difference.”
www.dryadmaritime.com PAGE 16
This accreditation allows Ambrey to provide City & Guilds certified courses to its Indian MSO’s. It means that all of Ambrey’s guards, whether Indian or British, undergo the exact same training course and exam, ensuring that all MSO’s are trained to the same standard. Ambrey currently have 140 Indian MSO’s, the vast majority of whom have been certified to the International C&G standard with the rest being trained in the coming weeks. Ambrey already has UK City & Guilds status, the first PMSC to achieve this in June 2013 and this international accreditation reinforces the fast growing list of training courses that Ambrey delivers. Manipal City & Guilds is an India-UK joint venture founded in 2009. It combines the strengths of Manipal Global Education Services, which has 50 years of steadfast focus in India’s education sector and City & Guilds, a 130-year-old World leader in skills development in over 80 countries. Mick Clifford, Director of Ambrey Training, said, “International accreditation from Manipal City & Guilds is an important achievement for the company, allowing us to maintain the same standard of training and qualification throughout our MSO pool, be they UK or mixed nationality. Ambrey Training is the first private security training company to achieve this and demonstrates our commitment to the industry and our clients in producing highly trained individuals in risk management.” John Thompson, Managing Director, Ambrey Risk, said, “The ability to provide choice of MSO to our clients is very important to Ambrey’s business development. To have them all qualified to an international standard really provides the assurance that an Ambrey MSO, UK or international has received the same training and will uphold the same high standards of service that we deliver throughout the Ambrey Group.”
www.ambreyrisk.com
Committed to Compliance Tundra Maritime Defense Services (MDS), the maritime division of Tundra Group has successfully completed Stage1 of the ISO14001:2004 and OHSAS18001:2007 certification process, conducted by Lloyd’s Register Quality Assurance. These certificates validate Tundra’s commitment to showing appreciation for the health and safety of its people in their workplace and the communities and environment that it works in. Recognized worldwide, ISO 14001 confirms an organization is effectively managing and mitigating its impact on the environment. Tundra’s environmental management system (EMS) is a continuous cycle of planning, implementation, review, and improvement of actions carried out to achieve stated business and environmental goals. OHSAS 18001 Certification verifies that an organisation effectively provides a safe and healthy workplace.
“Everything we do at Tundra begins with a focus on protecting our customers and employees”, said Mike Armstrong, Tundra MDS’s Compliance Officer. “This additional commitment helps to ensure that we consistently manage our environmental, health, and safety risks through integrated management systems in compliance with ISO and OHSAS standards of excellence.” Tundra MDS’s Integrated Management System (IMS) is already certified to ISO 9001:2008, ISO 28000:2007 and ISO/PAS 28007:2012 The integration of these two additional standards will further improve Tundra’s performance and demonstrates that it continues to implement best practices and procedures to achieve overall service excellence for its customers and position itself as the leading light in the industry.
www.tundramds.com
‘Home to Cabin’ with ATPI ATP Instone has introduced a new, optional element to its crew management system, ATPI CrewHub.
Inevitably this will in turn impact on a crews travel plans, for example port changes or delays in port calls. Such information can be integrated into the ATPI CrewHub system to ensure an immediate response to change travel arrangements and issue instant updates to clients on the evolving situation.
The technology platform works in partnership with existing crew HR systems including SBNT, OCS, Adonis and Seacrew, and enables companies to send traveller requests, vessel and trip information directly from their crew management systems. The development of ‘Home to Cabin ‘ in collaboration with S5, the fastest growing global port agency in the world, offers an additional and sophisticated tool to the management and coordination of crew travel.
Pippa Strasser-Ganderton, ATPI’s Head of Global Account Management, Marine and Energy comments, “As transport experts in this sector, we understand the complex requirements of crew travel within the shipping and energy industry. The key objective in the development of both ATPI CrewHub and Home to Cabin is to make travel and crew transportation safer, easier, more transparent and more cost effective for our clients.
Whilst ATPI CrewHub provides a single, global platform to manage and control all crew travel logistics, ‘Home to Cabin’ has been developed to reduce crew travel costs whilst at the same time support travel policy compliance and duty of care. Changes to a vessel’s schedule are invariably managed by port agents to coordinate changes to vessel access and sojourn in port, refuelling, repairs and husbandry.
We are exceptionally proud of Home to Cabin as the latest addition to our client service portfolio as proof of our continued commitment to deliver improved efficiencies and savings. Our round the clock service, operated by experienced travel consultants, ensures that travellers and crew coordinators can contact us 24-hours a day, 365 days a year. This is an integral part of our offering and a key service for clients in the shipping, oil and offshore industries.”
www.atpi.com
In Brief Change at the Top for Ambrey Risk
“Human Rights at Sea” Initiative Launch
Ambrey Risk Commercial Director, John Thompson, takes over the role of Managing Director (UK) to the company, leaving fellow Director, Chris Charnley, to step up to a new role as Ambrey’s Group Chief Executive Officer (CEO).
3 April 2014, HMS President, London - 9 Bedford Row International introduce the new international and independent initiative “Human Rights at Sea” - an online resource for integration into State, business and individual practices.
www.ambreyrisk.com
http://goo.gl/C4Tc0b
Visit C Data Services at Seawork!
ISO /PAS 28007 Success for Black Pearl
Marine application specialists C Data Services will once again be at Seawork from 10-12th June 2014 in Southampton. Come and visit the team on stand B19 to discover our ship to shore software solutions.
Black Pearl Maritime Security have successfully completed the ISO/PAS 28007:2102 Certification process with Lloyd’s Register Quality Assurance (LRQA).
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PAGE 17
Shipping 2014 SAMI was pleased to attend the recent Connecticut Maritime Association Conference and Exposition
The Connecticut Maritime Association (CMA) annual conference is a major event in the American maritime calendar, and sees the great and good from shipowners, lawyers and, perhaps most noticeably, bankers and investors descend on Stamford, Connecticut to discuss shipping matters. CMA is a fairly unique event as exhibitors and thousands of attendees are pushed together not in some airy dedicated expo centre, but within the corridors and conferences rooms of the Hilton Hotel. This makes for a turbo-charged, intense and results focused event. While maritime security was not a major feature of this year’s conference –discussions on issues such as seafarer welfare, cyber threats and port threats did figure and it was great to be on hand to provide the maritime security industry take on such matters. SAMI took the opportunity to further cement relations with owners, flag States, shipmanagers, P&I Clubs as well as seafarer organisations – and as we work to ensure that maritime security is accepted and embraced as part of the shipping industry we believe that such engagement is vital.
Of all the SAMI meetings held through the week, perhaps the most significant was with the International Organization of Masters, Mates, & Pilots (MM&P). MM&P represents: licensed deck officers on U.S.-flag commercial vessels sailing offshore, on the inland waterways and on civilian-crewed ships in the government fleet; state pilots; marine engineers; unlicensed seafarers; and maritime industry shore side clerical and service workers. They have been increasingly engaged in the maritime security debate, both in the US and internationally, and SAMI is pleased to be able to work to support their efforts, while also providing insight into the industry which they may otherwise be lacking. The Union has been vocal of late on the matter of maritime security standards, indeed, they have been critical of some aspects of the industry. The issue of maritime security is perhaps even more complicated in the US than elsewhere, not least as the U.S. government reimburses vessel owners and operators for the cost of carrying armed security personnel aboard vessels hauling government cargo in high-risk waters. The subject of private maritime security is sensitive in this context, as mariners and their unions fought hard to persuade American shipping companies to provide protection in high-risk waters. The MM&P accepts that is clear the piracy threat will remain, requiring an honest assessment of standards for these varied maritime security companies. The Union has, in the past, strongly expressed its concerns about the vetting, training and management of operatives and quality control measures in place. The meeting gave SAMI an opportunity to explain the development of international Standards, of the ways in which our members manage these issues, and of the improvements which the industry has implemented. PAGE 18
MM&P has developed what they term a “Blueprint” for the ways in which they believe the maritime security industry should be managed, which includes some of the following. Given their powerful influence in the US, it is likely that these reforms will gain traction. • Thorough vetting of each operative, including background checks. • Require drug testing of operatives before and after deployments. • Employ a zero-tolerance policy with regard to controlled substances. • Perform blood testing on operatives and hormonal analysis to detect psychological issues such as Post-Traumatic Stress Syndrome, which often leads to substance abuse. • Train and test physical and tactical performance standards. • Leverage innovative technology for deterrence (i.e., unmanned aerial surveillance vehicles, state-of-the-art weaponry and protective gear). • STCW- and Vessel Security Officer (VSO)-certified. • The Union believes that all private maritime security companies operating on US vessels should be SAMIendorsed and ISO-certified and signatory to the 100 Series Rules on the Use of Force (RUF). • Comprehensive insurance protection by the security company. • Financial and moral commitment by the security company to operatives detained overseas. • Transparent financial and management procedures. They have urged that shipping companies should hire only the best, as the industry can ill-afford to continue placing assets, cargo, crews, and security teams at unnecessary risk. They believe, as do we, that when a vessel is in high-risk waters seafarers should be able to rest easy, knowing the ship is protected by only the best personnel and technology available. That is the goal which we can all unite behind. In our meeting with MM&P it was also stressed that we are both adamant that maritime security operatives should be classified as “seafarers” – not simply for Maritime Labour Convention purposes, but to help bridge the cultural divide which can develop onboard ship. While there were some credible reasons for not having classed guards as seafarers when MLC was first introduced, the current problems suggest a review may be in order. Having guards classified as seafarers could perhaps help them to be accepted by crews, and will also make it easier for them to appreciate the management structures and constraints onboard. It will also, it is hoped, tie operatives into the professional networks and development programmes which will support the evolution of maritime operatives who are closely linked to the shipping industry, and who develop in concert with those they seek to protect. We all wish to see the protection of maritime professionals provided by maritime professionals – and by ensuring that guards are defined as seafarers then this goal will be far easier to achieve.
From the Ground Up - Rebuilding the Philippines The Sailors’ Society is beginning to implement its long term rebuilding programme in areas devastated by Typhoon Haiyan. The Society’s Director of Media and Advocacy, Scot Bower, returned from the Philippines in February, after a fruitful trip liaising with Society chaplains, affected seafarers and potential partners in the relief effort. “A curfew kicks in at 10pm, because there is still so much looting and no electricity – everything is being run off of generators.” he said in a talk about his experience in the disaster zone. “It’s dangerous to be out after dark and hundreds of people are living in aid tents and temporary housing, but people are still so optimistic and hopeful. It was inspiring.” The Society has been able to fund the re-roofing of several damaged houses belonging to seafarers and their families. Plans are also developing for a larger project, restoring key buildings in seafaring communities around some of the worst hit areas of Tacloban and Palo. The Society is engaged in further discussions to provide new sources of income for seafarers’ families who have lost their livelihoods. Since the typhoon made land in November, Society chaplains have been working tirelessly to reconnect seafarers with their families and support them financially and pastorally in the aftermath. Free SIM cards have been given out worldwide to Filipino seafarers desperate for news, and the Society minibuses in Manila and Subic Bay have been kept busy ferrying homecoming seafarers back and forth when they reach port. The Society has received incredible support from the international shipping industry, and continues to welcome donations to its rebuilding programme. Contact Jenny Boland – jboland@sailors-society.org – for details of how to make a gift to the appeal fund.
Follow Sailors’ Society Online: www.sailors-society.org Facebook.com/SailorsSociety @SailorsSociety
PAGE 19
Defend and protect! The marine industry has been recommended to better defend and protect itself against cyberthreats. Clive Robinson of C Data Services, marine applications specialists, discusses what this means ... In a nutshell cybersecurity means control of computer or electronic security and is encouraged to be allocated the same level of priority as financial, safety and operational risk. Social media is going to play a large part of life onboard and ashore, so all sectors of the sea transportation industry need to take this into consideration when it comes to managing risk and crisis management. Crisis Response & Emergency Planning
Although there is always the mindset of ‘it won’t be us’, all maritime companies, vessels or facilities could be open to cyberattack. It is therefore prudent to put the necessary precautions in place to harden your operation against such threats. In the words of Emmanouil Vrentzos, at a British Hellenic Shipping forum in Athens, “Cyber-related risks are becoming greater in the maritime industry. An incident on board, in port or even ashore can be public knowledge within minutes of it happening through Twitter. Shipping must realise the dangers of cyber crime. Today, the navigation system of a ship can be hacked into and control of the ship taken over.
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