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Dear Shiptalk Readers,

The time since July 2004 seems to have passed in the blink of an eye – but what has been the effect on shipping, and personnel of The International Ship and Port Facility Security (ISPS) Code?

It was billed as the most seismic shift in operating practices since, well since the last seismic shift, which was the introduction of The International Safety Management (ISM) Code.

ISM was thought as heralding the breakdown of world trade, as hundreds of vessels would lie idle, unable to trade without this new certification. As we know the vast majority passed their audits and continued to trade unmolested.

The ISPS Code was heralded with the same doom and gloom – and sure enough world trade gave hardly a hiccough as July 1st 2004 dawned, and many vessels have continued to trade with the same age-old laissez faire attitude to security.

In the following articles a number of leading security experts set out their thoughts on maritime security and what has happened over the past 2 years and also what we will see in the years to come.

This Shiptalk ISPS Special will provide an overall picture of security compliance, both of what needs to be done, and how it can be achieved. We hope it is of interest and assistance to you. If you wish to comment on any of the issues raised, or wish to add your own view on ISPS and security please email newsroom@shiptalk.com

Shiptalk.com…..reading you loud and clear

ISPS 2 years on - Benefits of security must be realised for industry to go beyond regulatory compliance

James Wilkes Gray Page Limited

Author: James Wilkes, Managing Director, Gray Page Limited
Copyright © Gray Page Limited 2006

As a function of operating ships, security management is given very little priority in the scheme of things, even though the ISPS Code was introduced two years ago.

This is not because there aren’t any issues which threaten the security of ships; there are plenty. High seas piracy hasn’t disappeared and ships crews are frequently robbed at gun point while in port or at anchor. Furthermore, crime syndicates still routinely make use of international shipping routes and the inter-modal logistics network to smuggle people and illicit cargoes around the world.

Security management remains low on the agenda of ship owners and operators because it carries the burden of having being forced on the industry through regulation that was conceived in haste, implemented even more quickly and was sold on the generally misleading premise that it would fundamentally address the threat of terrorism to the shipping industry.

But it is easy to have 20-20 vision with hindsight and instead of simply denigrating maritime security and the ISPS Code, two years on is good time to reemphasise the benefits that enhancing security on board ships can deliver.

When security management is understood and implemented effectively by staff on ships and ashore, ships are better protected against threats arising from crimes of both opportunity and pre-meditation. When security risks are misunderstood or simply ignored ships, crews and cargoes are left vulnerable.

Take for example the spate of attacks of the coast of Somalia during 2005. Early in the year it became clear that it was necessary for shipping to remain a considerable distance from the Somali coast. Some organisations suggested 50 nautical miles was the minimum, others said that ships should keep 100 miles offshore. The ‘safe’ limit quickly moved further out to 250 miles then beyond 300 miles. Despite these warnings, ships continued to be hijacked, fired upon or be pursued. All of the ships that were hijacked were within 200 miles of the coast and the high profile attack on the cruise liner in November took place 70 miles offshore¹. Why? The answer must be that somewhere between the ships’ and their shore management there was an absence of effective security management.

When balanced with the security risks, where is the reason compelling most of these ships to be so close to the coast line? It doesn’t take an expert in counter-piracy to know that if you put a merchant ship within 100 miles of the Somali coast, there is a significant likelihood that the ship will come under attack.

Of course there will always be ship owners and operators who take security more seriously than others. It is in the nature of some organisations, particularly where security risk management is a dominant feature of other elements of their business. Over the last 12 months a number of owners have started to look at taking the security of their ships beyond the basic elements stipulated by the ISPS Code.

At the heart of this is the recognition of two things: firstly, just because a ship possesses an International Ship Security Certificate, its doesn’t make it a secure ship and secondly, if it is possible to improve safety standards by targeting the areas where it was most needed, then standards of security can be achieved by focusing on where the actual risks lie.

For example, if ships are regularly operating in areas where there is an elevated threat of piracy, putting resources behind the development of effective counter-piracy measures will improve the security and safety of those ships and their crews against that threat.

Similarly, if ships are trading regularly to countries where drug smuggling is prevalent, it is logical to focus resources on ensuring that those ships are not used as unwitting mules for carrying drugs between ports.

Ship owners who are making security and the ISPS Code work for them are also dispelling the misguided assumption that security management doesn’t benefit bottom line profits. Good security management does ben efit bottom line profits, not by improving them but by protecting them.

It is clear that the financial consequences of a failure in security management could be equally as significant as the costs that have arisen out major incidents caused by a failure in safety management.

If security management was to be viewed in the same light as safety management, the cost ben efit is comparable.

Two years on, maritime security and the ISPS Code suffer from an image and acceptance problem. It is a problem that can be rectified, but to do so requires a much greater collective willingness to move security up the chain of management priorities. As the old saying goes, you only get out what you put in. So if we really want to reap the ben efits that improved standards of security management can bring, now is the time to take maritime security beyond being merely a matter of regulatory compliance.

1. IMO Monthly Piracy & Armed Robbery Report

Gray Page is an acknowledged authority on issues of counter-piracy, marine kidnap for ransom and how to make maritime security and the ISPS Code work more easily for ship owners and operators. Gray Page also provides a comprehensive ship security alert monitoring service, in which respect it is recognised as a competent authority by 17 Flag Administrations.

www.graypagelimited.com
enquiries@graypagelimited.com

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Vessel Tracking and Identification – What will the future hold
Captain Stuart Nicholls Marine Track Limited

The International Ship and Port Facility (ISPS) Code has been heralded as a panacea for the security ills of the entire shipping industry, but with ISPS has come a new rash of tracking and identification demands.

Just how can we juggle the need for security, with the ability of ships to be tracked?

With Automatic Identification Systems (AIS) revealing the identity and movements of vessels to all and sundry, and with the imminent arrival of continuous satellite tracking looming large, the shipping industry is desperately seeking answers on the future of the tracking and monitoring of ships.

Huge leaps forward in technology, fears over security and the demands of global trade for just-in-time deliveries have thrust us to a crossroads, but there is a need for clarification and guidance on the issues of Long Range Identification and Tracking (LRIT).

The debate on LRIT has seen players from all sides proffering their opinions. Some seek their fortune, some seek sensitive information, and the rest want to know why they need to comply and who will pay for compliance.

While confusion and suspicion still reign The International Maritime Organization ( IMO ) has been pressing on with its desire to force mandatory LRIT. The IMO ’s Maritime Safety Committee ( MSC ) at its 81st session in May 2006 adopted new regulations for the LRIT together with associated performance standards and functional requirements.

The new regulation on LRIT is included in SOLAS chapter V on Safety of Navigation, and LRIT will be introduced as a mandatory requirement for the following ships on international voyages: passenger ships, including high-speed craft; cargo ships, including high-speed craft, of 300 gross tonnage and upwards; and mobile offshore drilling units.

The SOLAS regulation on LRIT establishes an agreement for sharing LRIT information for security and search and rescue purposes, amongst SOLAS Contracting Governments.

In light of the security concerns there are some concessions, and the agreement maintains the right of flag States to protect information about the ships entitled to fly their flag, where appropriate, while allowing coastal States access to information about ships navigating off their coasts.

The LRIT information ships will be required to transmit include:

• Ship's identity,
• Location, and
• Date and time of the position.

There will be no interface between LRIT and AIS. The major distinction between LRIT and AIS, apart from the obvious issue of range, is that, whereas AIS is a broadcast system, LRIT is a closed system, and the data derived will only be available to designated recipients.

As such SOLAS Contracting Governments will be entitled to receive information about ships navigating within a distance not exceeding 1000 nautical miles off their coast.

The regulation will see a phased-in implementation schedule for ships constructed before its expected entry into force date of 1 January 2008 and an exemption for ships operating exclusively in sea area A1 from the requirement to transmit LRIT information, since such ships are already fitted with AIS. It also identifies which authorities may have access to LRIT information.

In summing up this new wave of monitoring, vessel tracking and identification, the technology will be used for everything and we are presently only scratching the surface of the potential applications and benefits.

It has been stated that ship monitoring is not just about safety, security, or “identifying who spilt that?” but that the uses will evolve well beyond these contemporary concerns. AIS and LRIT provide States with a forensic tool to see a complete picture, and so we see not so much the “spy-on-the-bridge”, but the spy that is everywhere.

In such a rapidly changing arena it is vital that you are in possession of the right information, and also are able to keep abreast of the latest technological developments. Having the right partner can give you edge and can ensure that you are not just compliant, but that you can get the most from the technology.

Marine Track has long been at the forefront of vessel tracking and monitoring – with our years of experience and with a strong working relationship with our clients we are able to move into the future with confidence and assuredness.

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Marine Kidnap For Ransom - An Insurance Dielemma
Captain Thomas Brown Seacurus Ltd

Attacks on Sunday 2 nd July on two UN chartered landing craft in the Malacca Strait by heavily armed pirates have raised the spectre that kidnapping ships’ crews for ransom might be returning to waters in the region.

The International Maritime Bureau’s Piracy Reporting Centre in Kuala Lumpur has stated its concerns that the attacks took place in daylight hours and the pirates were heavily armed. Emphasising the point, the Centre’s Manager Noel Choong said “Pirates that kidnap for ransom come in daylight hours”. In point of fact, those committing ‘petty theft’ normally make use of the cover of darkness and are less heavily armed.

According to counter-piracy and maritime intelligence experts Gray Page, if there was any question as to whether marine kidnap for ransom is only limited to Somalia waters and the Gulf of Guinea , these latest attacks have served to demonstrate that the threat persists more widely.

Adding further weight to calls for greater action to be taken to combat maritime piracy in all its forms, the UK Parliament’s House of Commons Transport Committee has released a report on the problems of global piracy.

www.publications.parliament.uk/pa/cm200506/cmselect/cmtran/1026/102602.htm

The report highlights that in 2005 piracy resulted in more than 150 injuries and assaults on passengers and crew and over 650 crew members were taken hostage or kidnapped.

“Particular problem areas were noted to be Indonesia and the Malacca Straits , the Gulf of Guinea and Somalia ”, the report said.

The threat of hostage taking and kidnapping at sea is clearly a risk that ship owners should be addressing. As if the threat to the wellbeing of ships’ crews and passengers was not reason enough, there is manifest potential for significant financial losses as a result of such an incident.

While help is at hand from companies such as Gray Page to address the physical and procedural aspects of counter-piracy measures, it has so far remained unclear how a shipowner’s potentially uninsured financial losses might be mitigated and/or indemnified.

There continues to be a lot of confusion amongst ship owners about which insurers are going to indemnify losses arising from a marine K&R incident. Many owners will assume that their Protection & Indemnity insurers will cover the loss, whilst others may look to their Hull & Machinery and/or War Risk insurers.

However, the reality is that none of the traditional marine insurances expressly cover the payment of ransom and the associated costs of a marine kidnapping incident and ship owners cannot rely on discretionary provisions within their traditional insurances to respond to the complex, and very specialised, risk of marine kidnap and ransom (K&R).

If, as seems likely, the threat of marine K&R continues to escalate, shipping company risk managers need to look at the ways in which they can best protect their seagoing personnel and their commercial imperative to complete the contractual voyage.

All ship owners operating vessels in areas where the threat of piracy is elevated should be prepared for a marine K&R incident. In the event that a vessel and crew are hijacked and ransomed, ship owners must have a response plan that they activate without delay. These plans should have considered the need to call upon the immediate support of expert negotiators and marine intelligence advisors to safeguard the lives of the crew and to expedite the release of the vessel and crew without undue delay.

It is in the light of this that Seacurus has developed a dedicated marine K&R insurance policy for ship owners and managers. The policy named CrewSEACURE satisfies a number of the inherent requirements of response planning. Moreover, it provides confidence that the costs involved in the resolution of an incident will be indemnified without the need to rely on the uncertain outcome of discretionary claims on other more traditional policies of marine insurance.

Importantly, the cost of CrewSEACURE is not prohibitive and fleet-wide insurance programs can be constructed that will provide meaningful risk transfer for hundreds rather than thousands of dollars per vessel.

For more information go to www.seacurus.com/insurance_solutions.asp#marine

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ISPS Comes Of Age
Ferriby Marine

Most ISPS compliant ships and port facilities are coming up to the Intermediate Verification Phase of their Maritime Security certification.

The implementation of the ISPS Code was effective from 01 July 2004 and verifications are due between the second and third anniversaries.

Most organisations will be taking this opportunity to review various aspects of their ISPS regimes, including training, reporting, auditing and records to take a check on the effectiveness of their Maritime Security and the implementation of their respective Ship and Port Facility Security Plans.

Some organisations may consider it timely to re-assess threats and their security needs.

For shipping companies and port facilities this may be an excellent time to review all aspects of their Maritime Safety, Security and Environmental management systems.

This would include ISM, ISPS and MARPOL.

Whilst ISPS Ship and Port Facility Security Plans are confidential the routine elements of implementation are well understood and practiced by the crew and employees. Are these systems really effective?

Vessels and Companies are often burdened by “Management System – Overload” and even “Audit / Inspection Overload”.

Companies are urged to look closely at their systems and review their effectiveness in consideration of manning, commercial operations, maintenance, emergency preparedness and rest period management.

A review of the Management System may reveal opportunities for integration of the important aspects of on-board ship management today and may be a degree of integration can lead to better utilisation of manpower resource whilst at the same time resolving time management issues and overall protection and control of the vessel.

Ferriby Marine is world famous for their work in the provision of training, management systems consultancy and auditing services operating from offices in every strategic maritime industries area. You can review their website on www.ferriby-marine.com for further information.

Integrating the Managing Systems on Ships will bring Safety, Security and Pollution into focus as an entity upon which resource can be focussed, instead of having three independent doctrines.

You can be sure that Pirates, robbers, fraudsters and cabin thieves alike will adapt to changing environments and adopt new strategies, methods and technologies to combat ISPS and to circumvent controls and measures to stay in the game.

We must commit to being ever aware, trained and committed to Maritime Security with its partners, Safety and the Environment.

howard@ferribygroup.com
www.ferriby-marine.com

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Security of Ships and Ports
Len Holder - Chairman Videotel Marine International

Combating illegal access to ships, piracy and armed robbery did not start with the attack on the Twin Towers in New York on 9/11. They had been a part of shipboard experience (and Videotel training packages!) well before that time. That attack certainly woke up America and made the rest of us do a “double take” and look again at our safety and security. Companies who had said they did not need security training in their shipboard libraries were suddenly interested and remain so.

Real Threats
According to the International Maritime Organization “The threat of terrorist acts against the shipping and port industry are real and not imaginary…the Organization decided to review measures and procedures to prevent acts of terrorism which threaten the security of passengers and crew and the safety of ships.” They go on to say “Security threats change from day-to-day. Governments need to monitor changes and to offset them, as they occur, by communicating appropriate information and guidance to ships and port facilities. Security is not a static issue and requires continuous awareness, vigilance and prompt response. The IMO has provided a methodology in addressing the matter by introducing a global minimum standard. Individual Governments can use these as a basis for expansion as appropriate.”

A Senior Manager’s Problem
Senior managers in shipping companies and ports are now alert to incidents involving armed robbery, terrorism and sabotage. Ships are comparatively self-contained. Most ports are spread over a large area, and have to be accessible to sea, road and rail transport, workers and passengers – a difficult situation for the manager appointed to be in charge of security. Who do they appoint to carry out security work? How do they motivate and inform everyone to be on the lookout for any small sign that might develop into a major incident?

The fundamental concept of the ISPS Code is a triangle of responsibilities: the Company, the Ship and the Port: all have their roles to play. Shipping companies immediately implemented Company Security Officer and Ship Security Officer Courses and shipboard training, and were quick to complain when their “secure” ships were being asked to enter ports where security was “anything but secure”.

Ports have a much bigger problem to raise their security status.

Company and Ship Security Officers - Key People
Videotel’s direct response to the ISPS Code was to produce a Computer Based Training and video-based training program for Company and Ship Security Officers covering amongst other topics, Part’s A and B of the ISPS Code which includes:

• The roles and responsibilities of the Company and Ship Security Officers
• The role of the Ship Security Team
• The use of secure areas
• Threat and vulnerability assessment
• Communications inside and outside the ship
• Defensive and preventive measures
• The ship/port interface, port security and access control
• Lighting
• Alarms
• Contingency planning
• Reporting procedures

The course is designed specifically for Company and Ship Security Officers. Videotel has received flag state and third-party accreditation for the course and will issue Certificates of Completion to validated candidates on behalf of the accreditation bodies. In addition, there is a full-length training video that deals with the broad issues in clear unambiguous terms.

Port Facility Security Officers
Videotel Marine International, working in conjunction with the International Maritime Organisation and a number of leading international port security authorities, has produced an interactive, computer-based training course which would form the basis of official Port Facility Security Officer (PFSO) accreditation, as called for under the International Ship & Port Facility Security (ISPS) Code.

Videotel has created a generic port to illustrate the concepts. The course is divided into eight modules, each with its own test section so that users can assess their level of understanding before proceeding to the next section. The information is creatively presented and is both visually stimulating and easy to navigate, using a combination of video, animation, graphics, audio and text.

On completion of the course, the user will be able to undertake a formal assessment which, depending on local government requirements, could form the basis of official PFSO accreditation. More than that, the PFSO Course provides training material with which the PFSO can motivate the wider port workforce.

Videotel has also produced a video, again in association with IMO , for port workers covering global port security and the potential threats faced by ports throughout the world. The 'Know Your Port' video highlights the fundamental security requirements and potential threats faced by all ports today. It takes a strong narrative approach and comprises a number of straightforward chapters adopting a wide variety of film techniques.

Experience follow by Updating
Since the first implementation of ISPS Training, Videotel have been asked for, and are providing more detailed training on specific security subjects:

• recognising suspicious behaviour
• recognising proper forms of identification
• search techniques
• identifying explosives and weapons
• crowd control

These can be just as important to ports as to the shipboard side of operations.

Beyond the Basics
Whilst it is useful to use these programmes to get security training in place, it is only half the job. These courses are a guide to set you thinking. If at the end of the course you think “Well! I now understand security, I can get on with some other part of my job” Think again and use your imagination. To complete security training, the threats shown and the lessons learned have to put into context in your port, on your ship, and with today’s threats in mind. Knowing the rules, complying with them and having the paperwork is not enough. The real proof of successful security systems is that they detect and counter a real threat when it arises. Fortunately for most, this may not happen. However, the next best thing is a drill. An ideal way to test your system is to carry out a drill or exercise involving all those who would be part of the team in the event of an incident, including managerial, medical, military, fire and security personnel afloat and ashore. Better to be embarrassed when the drill goes wrong, than to get caught out when it is for real.

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New Maritime Assistance Center
Securewest International

New Maritime Assistance Center service grows in popularity as the burden of security threats continues to weigh heavily on the maritime industry

The introduction of the ISPS Regulations on July 1 st, 2004 placed a security compliance burden on many vessels, Masters, operating companies and ports in the world, and incidents at sea in the past two years have only served to highlight the fact that not only is there a need for guidance and advice for Masters and crew in ISPS and Compliance matters, but also in an unforeseen emergency.

In recent weeks, Sri Lanka and Yemen have been added to the Lloyd’s ‘War Risk’ list; International Maritime Bureau reports have confirmed that armed attacks are up in Q 1 of this year, with more than double the number of seafarers taken hostage when compared with the same period last year; threats to the oil industry (including ship and offshore rig personnel) by the increasingly well organised and armed militant groups in the Niger Delta have brought more danger to those working in the maritime industry; and this month (July) sees the final Ship Security Alert System (SSAS) compliance deadline date arrive.

If left unprotected, it seems inevitable that attacks on commercial shipping will continue, costing owners millions of pounds. As a result, Securewest International’s latest service - The Maritime Assistance Center ( MAC ) has continued to grow in popularity amongst shipping companies across all sectors since its launch at the end of 2005.

In what Securewest International believes to be the first such system to deliver ‘one stop’, cost efficient, easy solutions to the shipping industry’s security headaches and problems with compliance issues, much of the Maritime Assistance Center’s success can be put down to its ability to radically ease the constant security demands placed on shipping companies and over-stretched Company Security Officers.

For just $60 per month per vessel (inclusive of approved SSAS monitoring) every vessel registered for the service is only one call or email away from the permanently manned Maritime Assistance Center, providing immediate advice on ISPS/MTSA regulations, up to date port or route threat assessments, piracy warnings updates and alerts, and e-newsletter information 24/7, 365 days of the year.

Equally of benefit to Shipping Agents, Admiralty lawyers or port facilities, the inspiration behind the MAC initiative was a stabbing incident aboard a client vessel a couple of years ago, explains Securewest vice president, Paul Singer.

“It highlighted not only the importance of providing immediate advice to shipping companies in what were difficult situations, but also being able to manage a complex case over a period of time with many different parties.

“There was a gap in the market and from that moment on we knew that there was a need for Masters, Company Security Officers, indeed anyone involved in shipping today, to have our details readily at hand when needed in a security crisis.”

The MAC has already proved popular with Securewest International’s growing list of clients.

“With our entire fleet registered with the Maritime Assistance Center, I know that whatever time of day or night a vessel needs assistance or an alert is triggered it will be dealt with professionally and efficiently“, says Gary Fleeger, Senior Vessel Manager and CSO of Matson Navigation.

“Cost effective security and peace of mind is what I need and that is what I’ve got. I have even managed to take a short vacation safe in the knowledge that security alert issues were in capable hands.”

Equally straightforward and unique is the easy registration and onward management, which can all be conducted via a secure internet connection with a login readily accessible at www.securewest.com. Once securely logged in Maritime Assistance Center clients can view existing vessel cover details, add more vessels including SSAS details and procedures, order additional or replacement registration cards or edit principal changes to their account or vessel details. For security purposes the whole area has been SSL secured.

Again, uniquely, Securewest International’s Maritime Assistance Center can act as the competent or designated authority in the event of a SSAS alert, establishing immediate contact with the vessel, conducting previously agreed secure verification procedures and notifying relevant flag state administrations of the alert status within any determined time frame.

The Center can then continue to notify other parties and liaise with vessel, company, and appropriate authorities as required. Already approved by the United Kingdom ’s Maritime Coastguard Agency (MCA) and other flag states, shipping companies can be secure in the knowledge that their vessel’s security is in safe hands.

The flexibility of MAC is also a key feature. Cards can be issued to individual ships or facilities, or an entire fleet of vessels and means that ship owners and operators no longer have to ask themselves who is monitoring their SSAS, and whether they really are in a position to respond to a SSAS alert or emergency day or night, any day of the year.

American Roll on Roll Off Carriers (ARC) is another one of Securewest International’s clients to take up on the scheme and they are certainly enthusiastic about the capabilities of MAC and its effect on the ARC fleet.

“The 8 Points of the Security Compass e-newsletter and the efficient despatch of email MAC Alerts warning us in advance of security related events specific to our vessel routes has been extremely valuable,” commented Ray Camarda, General Manager, Vessel Operations and Planning.

“Our Masters and crew know that they have the back up of security professionals if they ever need it.”

Securewest International is an established maritime security company employing former personnel from the US and UK armed forces, and the famous (British) Brigade of Gurkhas from Nepal , and has been specialising in maritime security for over 18 years.

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Closing Comments
Steven Jones, Professional Development Manager, The Nautical Institute

Two years into the ISPS Code and we are still seeing that maritime security is perceived as being “against seafarers”, rather than “for them”.

In order to counter the negative perceptions of security, the Nautical Institute commissioned a guide to maritime security with a new sense of purpose and focus. The aim of “Maritime Security: A practical guide” is to try and develop a sense of reality and perspective in seafarers minds – to show them that threats do indeed exist, but they do not necessarily consist of the al Qaeda bogeyman blowing their ship to pieces – no, the threats are the same as they always have been…piracy, drug smuggling, and stowaways.

July 1 st 2004 saw many flag States unnerved by the task of ISPS, and there is evidence that many vessels were afforded certification to simply avoid a back-log, and to dodge difficult questions at IMO . If that is true then these flag States now have more time to look closely at their vessels, and their inspectors have 2 years more experience. Faced with this more aggressive audit process there may be many companies who have a rude awakening just around the corner.

As the second anniversary sees many ships moving into their “intermediate verification” period (between the 2 nd and 3 rd anniversary of certification), flag States will now be back to look at the security of each vessel with renewed vigour.

Many companies threw vast relative amounts of resources at ISPS, but once they were granted the International Ship Security Certificate the extra manpower was simply moved on to other departments.

In the event of a failure to pass their Intermediate Verification many companies will be woefully prepared for the necessary budgetary responses, and also the knock on effects it will have on their trading.

The Nautical Institute believes that with the right attitude to security and through following the guidance contained within our new publication, “Maritime Security: A Practical Guide”, shipping companies and their valuable assets will have a chance to succeed and to make security a true everyday function of their operations.

We have seen too many seafarers embarrassed by the measures they employ onboard – crew meekly asking for identification, and then apologising and explaining that it is all because of the ISPS Code. We need to support, empower and encourage all those engaged in security. That is the task that the entire shipping industry, from Navies, flag and port States, to Professional Bodies, shipowners and personnel all need to embrace as one.

It has long been recognised throughout many different industries that being secure makes us more efficient, and shipping is no different.

A ship viewed in isolation is nothing, just steel and machinery – it is the crew that makes it, and they are the heart and soul of any vessel. If you walk up the gangway and are stopped by a confident, knowledgeable and empowered member of the crew, we say that the whole crew will be positive in all aspects of their work.

In order to secure or defend their ship the crew must know it intimately. The crew that knows its vessel will care more about the ship and will therefore look after it better throughout every facet of its operation .

Two of the most straightforward facets of security are awareness and good basic “housekeeping” in and around the vessel. These seem very basic, but they are the foundations upon which security will succeed or fail, and to make these essentials work needs the full support of the crew.

In many quarters it has been seafarers that has been criticised for not accepting security, and not treating it seriously. This is unfair, seafarers are not resistant to change, but as professionals they have to see that there are tangible benefits to this transformation.

We therefore have to educate and make sense of security – it has to be relevant and sensible. Other parties then need to recognise these improvements and afford seafarers and shipping companies the respect and freedoms that they deserve, such as shoreleave for crews and commercial incentives for owners.

If harnessed correctly ISPS can have a hugely positive affect, resulting in a safe and secure vessel operated by an enthusiastic and motivated crew. We see the need for the following areas to be addressed :

• Understanding security – Ship’s personnel need better understanding of both the letter and spirit of the ISPS Code. This understanding will aid their sense of where ISPS fits into their role onboard and what they can do to better secure their vessel.

• Acceptance of ISPS and maritime security – To accept security it is important that personnel are ableto follow the logical evolution of ISPS and see where it harmonises with their onboard Safety Management System (SMS).

• Bringing security to life – In the past, outside of certain piracy hot-spots, security was not an issue in shipping. As such despite even today it still seems a remote and detached matter. Many see it as simply another burden, and another set of activities to keep them from their much-needed rest. We have to change this perception, by stressing how simple it can be to make real and effective security change without undue burden on the crew.

• Improved security procedures – Inspections and searches on board now have to evolve, and once the crew learn to inspect and search correctly they will be able to perform these duties not only more quickly but also more effectively and safely. Searching correctly can be a difficult and dangerous task – there is the risk of disturbing threatening material or indeed not finding it – so it has to be done properly. It is vital that seafarers understand the right, safe and thorough way of responding to security alerts.

• Increased security reporting – Understanding what constitutes a security risk, breach or threat will allow the crew to document the security incidents – this will assist the CSO and will re-enforce the company, fleet and vessel security regimes.

• Introduction of a security culture - The birth of a proper and functioning security culture that parallels the safety philosophy is the next vital step. In a true safety and security culture, officers and crew will understand what they are doing and why, and in this way will start to think in a secure manner. This will allow the requirements of the ISPS Code and of their own SSP to become an accepted and welcome part of everyday shipboard operations.

• Dealing with people – The crew are faced with many new challenges from a security perspective. The biggest of these is in the form of people, from agents, chandlers, inspectors, surveyors, etc, etc the crew have to be capable and confident in denying entry and assessing what steps need to be taken to protect the secure integrity of the vessel.

Despite the widespread operational changes necessary there are a whole host of benefits associated with the correct application of the ISPS Code:

• Reductions in incidents – We believe that with security comes a greater awareness of the vessel. This understanding and appreciation can be harnessed to enhance the safety culture already onboard, which will lead to a reduction in Lost Time and Total Recordable Incident Rates.

• Harder Target – While many do not see ships as being at risk the harder a target appears, the more likely any would be protagonists will simply look for a softer option. So a proper security regime may see your vessel overlooked by terrorists, pirates, stowaways and smugglers.

• Reductions in insurance claims – A reduction in incidents (whether safety or security based) will lead to a decrease in insurance claims, which in turn will save outlay on deductibles. This will positively impact a company’s claims profile, which in turn may lead to reduced premium increases. One P&I Club has already recorded a 50% drop in stowaway incidents, and also a massive reduction in spurious Gangway “slip and trip” claims.

• Reduction in commercial disputes – A Shipowners’ very existence depends on the relationship with their clients, the cargo owners. The introduction of a proper and effective ISPS regime, through the provision of a trained and knowledgeable crew will lead to a reduction in negative incidents which may impact on this business relationship. Detentions, delays, expulsions and banning orders can lead to a breakdown in a vessel’s trading capacity, and these have to be guarded against.

• Reduction in legal disputes – When commercial relations break down legal disputes often arise. These are costly and can negatively impact on any ship or company. Security breaches affect the flow of trade, but they can be reduced with the provision of a crew with the right skills.

• Improved relations with flag State - Maritime security and ISPS adherence is still in its relative infancy. So any company or vessel seen to be taking positive and effective steps to make its plans and people more secure will be treated with greater respect, and afforded even greater assistance from their flag State Authority. The flag State wants owners to take the necessary steps to make ISPS work, and will recognise any genuine efforts made.

• Improved relations with port State – An effective ISPS regime is vital in satisfying port State Control inspectors of the secure integrity of the vessel. The proper and effective implementation of ISPS onboard will mean an increased likelihood of successfully passing PSC inspections, thus avoiding delays and detentions.

• Reputation – Today, more than ever, a positive business reputation is vital. To gain and maintain this industry standing takes time, effort and investment. Clean, safe and secure ships are the answer and all these aspects have an equal and vital role to play in any ship management regimen.

• Financial benefits - Security should be seen as an investment, not a burden. The benefits of e ffective ISPS adoption can be translated into financial gains. We have seen that security can add to the knowledge, skills and effectiveness of a crew, and that this well trained and efficient crew are an obvious positive aspect when operating the vessel. This becomes “a good crew”, and as we have seen this can mean a “good ship”. Good vessels, with no detentions, arrests or negative publicity attached have a better trading profile than others, so we can say that a “good Ship” is a more attractive asset and will attract more cargo, thus profit for the owner.

For further guidance on ISPS and Maritime Security see:

“Maritime Security: A Practical Guide” , by Steven Jones.

ISBN 1 870077 75 X

Published by the Nautical Institute for £27.50 (30% discount for NI Members) direct via www.nautinst.org/pubs/search.cfm

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