Watch videos with subtitles in your language, upload your videos, create your own subtitles! Click here to learn more on "how to Dotsub"

Access-Control -UNEDITED FILE

0 (0 Likes / 0 Dislikes)
[MUSIC PLAYING] [MUSIC PLAYING] Here's a scenario. A man claiming to be working maintenance on your ship shows up at the gangway without proper identification. What do you do? Controlling access to ships is more critical than ever. If you really want true ship security, you've got to stop the bad guys before they even get to the ship. In this program, we'll look at the access threat and recognizing the risks. We'll discuss controlling access in port and measures to prevent piracy and hijacking. Finally, we'll look at a team security approach, emphasizing planning and coordination. [MUSIC PLAYING] People have always tried to board ships, stow away, smuggle illicit goods. But today, the stakes have been raised. The very real threat of terrorism means every unauthorized access to a ship, or even to dock or port facility, contains the potential for catastrophic damage. Al-Qaeda either owns or has control over anywhere between 70 and 50 oceangoing vessels. And for them, in a port environment, to secrete some of their operatives onto another vessel is highly probable and very difficult to guard against unless crew is vigilant, visible, and implementing the plan. So besides the traditional threats to maritime security-- smuggling, stowaways, piracy-- there's a whole new class of threats we now have to consider-- explosives, arson, weapon smuggling, cargo sabotage, even using the ship itself as a weapon of mass destruction. The new threats can come from political extremists, from religious fundamentalists protesting policies or politics, from organized crime, which becomes more globalized all the time, or even from environmental extremists. These new threats have new motivations too-- attracting publicity to their causes, creating public apprehension and fear, discrediting governments with whom they disagree, extorting money, or freeing imprisoned colleagues through hostage taking. For ship operators, officers, and crews, the challenge will be to strike a balance, to increased vigilance and awareness and prevention, while still carrying on the business of moving passengers and cargo efficiently and cost effectively. Security is now just another set of requirements that are going to be laid on there. We've got to be very careful that the amount of requirements and paperwork and check lists do not overly detract from their primary job, which is moving the ship safely, moving the cargo safely, and getting in and out of ports safely. And so I think it's all part and parcel of the same kind of thing, whether it's environmental compliance or it's a safe operation. But it's another set of complexities that just adds to the requirements on the crew. [MUSIC PLAYING] Yeah, there's a lot of other workers on-board, but they're scattered around. I can get past them. The first sign of a security risk is suspicious behavior. But of course, most truly suspicious characters will try very hard not to look or act suspicious. Who are the potential security risks? Let's look at the obvious ones first. Be on the lookout for unknown persons taking pictures of vessels or facilities, suspicious aircraft in the vicinity of your ship or port facility, small boats around the ship, suspicious vendors or salespeople, evidence of cargo theft or temperate. Other security risks include workmen attempting to gain access to replace, repair, or service equipment, anti-national sentiments expressed by employees or vendors, anti-national flyers or leaflets distributed, package drop-offs or attempted drop-offs, recreational boaters or refugees posing as mariners in distress. Remember that an assessment of security risk is based on behavior, not on racial profiling or ethnic stereotyping. Trust your instincts, what you know and who you know. Then be alert and aware. The vigilance is very, very key. I mean, those people who operate a ship know what normal activity is around the ship. I always felt, in my last job in the Coast Guard, that we had to rely on tugboat captains and ferry masters and pilots and so forth because they had the eyes and ears of experience out there on the water. They knew what was normal and what was not normal-- the longshoremen, the dockworkers, and so on. And so everybody really has to play in the lookout game, if you will, and the vigilance game. [MUSIC PLAYING] I don't think the time to stop a terrorist or anyone else is at the top of a gangway. They've already filthy made it to the ship. Virtually everyone we talk to on ships agreed the time to control and police access is well before individuals even get near a ship. That's why coordination among the shipping company-- federal and local authorities, the port, the terminal, and the ship itself-- is so crucial. The bulk of that work ought to be done before the ship comes in. We ought to know as much as we can about where the ships been. We ought to know as much we can about where the cargo came from, where it was loaded, where it was transloaded. We ought to know as much as we can about each and every individual crew person on the vessel. Controlling access with a ship in a heightened security environment begins with the ship security plan. In it, all access gangways, ladders, and other access points must be identified and monitored. There must be careful attention to all personnel trying to board the ship-- identity documents checked, reasons for boarding confirmed, escorts arranged. The crew are the eyes and ears for local federal law enforcement agencies in terms of detecting suspicious individuals and surveillance, as well as reporting those types of situations to the proper authority so that information can then be passed on. Yeah, look, be advised we have one extra name on our crew right now. One extra name on the log, and it hasn't checked out. The ship security plan must provide contact and communications information in case a suspicious circumstance arises, and procedures to follow. Ultimately, we should expect to see dramatic improvements in the pre-screening of individuals trying to get to ships so officers and crews become the last line of defense. [MUSIC PLAYING] Controlling unauthorized access doesn't stop once you're at sea. Piracy is still surprisingly common, especially in the Malacca Strait, the South China Sea, and East and West Africa, and particularly involving slower-moving ships with relatively easy access. Maritime piracy has been on the rise for much of the past decade. There were 439 worldwide piracy attacks in 2011 alone, more than half of which were attributed to Somali pirates operating in the Gulf of Aden, the Red Sea, the Arabian Sea, the Indian Ocean, and off the coast of Oman. The widespread adoption of best management practices, BMPs, has had a significant positive effect on the number of attacks on vessels. These include practical measures, such as proceeding at full speed through high-risk areas and employing physical barriers, such as razor wire, to make it more difficult for pirates to come aboard. The overall effect of the BMPs is to harden merchant ships against pirate attacks. Ship owners and operators should continue to implement measures designed to make their vessels harder targets. Adherence to the BMPs is not a guarantee against hijacking. But all available evidence indicates they considerably mitigate the risks. Our weapons against pirates are vigilance and being ready to make a radio call because usually when you're in the area, it's-- more than one pirate has been captured, by Singapore in particular. Their government has responded real quickly to a call for help when being attacked by pirates. If piracy is a threat, establish a full deck watch equipped with radios and employ full lighting, especially likes facing aft. Remove or limit entrances to the ship where possible, and prepare fire hoses, an effective and nonlethal defense against intruders. We run out the hoses on deck so that we have fire hoses, which we can have considerable amount of pressure. We could knock someone off a ladder or a rope coming up. And we have high bow work, so we could probably defend ourselves that way. And we put lights along the ship, so it's obvious that we're on lookout. And now, hopefully, if they're climbing up, they'll be looking up into lights and will not be able to see us, as well as the target if they have weapons. Terrorist assaults and hijacking are more likely to occur in port than at sea. Besides guarding dockside access, the ship must work with port security to make sure waterborne access to the ship is also closely monitored. In cases of hijacking, terrorists will often try to access the ship by ruse or deceit. Be on the lookout for small boats behaving suspiciously. If they succeed in coming aboard, do not resist armed terrorists. Offer reasonable cooperation, but try to send an emergency distress signal. Prolong the incident if possible, which tends to lessen immediate danger to hostages and gives more time for help or mediation to arrive. Unarmed ships' crews are no match for pirates, terrorists, or hijackers. That's why controlling access well before a suspicious individual even gets near a ship is so important. It's about prevention and vigilance, not fighting it out on the high seas. [MUSIC PLAYING] Controlling access requires prevention, communication, planning, and close coordination with port and company security officers. Issues of ship access and security may center around a small security team, not the entire crew. This team's job is to refine the ship's security plan, and coordinate with port facility security officers and company security officers. Rather than live drills, much of their practice may involve tabletop exercises and communications simulations. When the entire crew is mustered, access threats can be integrated with other security drill scenarios. Here's a sample drill scenario. A suspicious person is reported by a stevedore and headed to the ships gangway. The officers and crews must respond appropriately and quickly, and call for proper shore-side assistance. The planning and communication needed to effectively control access will also change depending on the MARSEC, or Marine Security, level in force. There are three of these levels. MARSEC level one is normal At this level, you must control access to the ship, control the embarkation of persons and their effects, monitor all deck and restricted areas, supervise the handling of cargo ship's stores, and ensure that security communication is readily available. At MARSEC levels two and three, heightened or exceptional security, the ISPS code specifies that further protective measures, specified in the Ship Security Plan, shall be implemented for each of the level one activities listed above. In this program, we've looked at the access threat and recognizing the risks. We've discussed controlling access in port, and measures to prevent piracy and hijacking. And we've looked at a team security approach, emphasizing planning and coordination with the port facility. No security discipline requires more coordination and communication than controlling access. But effective coordination and planning between the ship and the port facility security teams will prevent unwanted access well before intruders even reach our ships, crews, or cargoes. [MUSIC PLAYING]

Video Details

Duration: 14 minutes and 40 seconds
Country: Andorra
Language: English
License: Dotsub - Standard License
Genre: None
Views: 11
Posted by: maritimetraining on Apr 19, 2017


Caption and Translate

    Sign In/Register for Dotsub to translate this video.