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The importance of public sector security

News Desk /

Security print giant, Zunoma, highlights the importance of multi-layered security features for the public sector Global security print firm, Zunoma, is highlighting the importance of multi-layered overt and covert security features to help save money in the public sector, as figures have shown that the annual loss to the economy each year through counterfeiting and piracy is £9 billion in the UK alone. The United Nations Commission on Crime Prevention identified counterfeiting as the second largest source of criminal income worldwide, costing governments $89 billion globally. As such, less public money is readily available to fund schools, hospitals and many other public services. To mitigate the risk, it is vital that governments and the public sector have effective and secure anti-counterfeiting measures in place, and a multi-layered approach of both overt and covert security features is the most beneficial in tackling counterfeiting. Overt security features are visible to the naked eye, for example holograms, foiling and colour-changing security inks. These features are used to authenticate products or documents and are easily identifiable. Covert features are hidden security features that are undetectable to the naked eye and in many cases require training and expertise to identify. Although covert security offers the highest protection, only certain authoritative figures will be aware of its presence or how to spot these features. For example, rainbow fibres which can be found within bank notes, certificates, stamps and more, are invisible fibres that incorporate multiple fluorescent colours that are embedded into paper and are only viewable using specialist equipment. With a combined multi-layered approach, these features offer the most protection on high-valued documents, making it as difficult as possible to duplicate. It provides the highest layer of security, that can help to improve user experience and consumer confidence. The benefit of layered authentication allows instant verification and is a major security choice for currency. For example, in 2021 £2.7 million worth of counterfeit bank notes were successfully removed from circulation, which were easily detected due to low-quality reproductions with no security features. Zunoma is committed to protecting data and preventing counterfeiting by using a range of modern technologies such as watermarks, taggant inks and camera readers, plus incorporate forensic features such as nano text, nano images, document DNA and substrate analysis to create bespoke, unique and secure documents. Louis Bartholomew, Production Manager at Zunoma, said: “As one of the largest accredited security print organisations in the UK working closely with the public sector, we are dedicated to protecting critical data and documents by using a range of innovative and technological solutions, ensuring security measures are as reliable and secure as possible.” Zunoma work with several FTSE 100 companies, governments and worldwide organisations across a wide range of sectors to provide a comprehensive range of products that combat forgery and counterfeiting risks. For more news updates, check out our May issue here. Media contact  Rebecca Morpeth Spayne,  Editor, Security Portfolio  Tel: +44 (0) 1622 823 922 

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Are terrorists like ISIS and pirates threatening cruise ship security?

With a threat from terrorists and pirates ever-present, are there choppy waters ahead for cruise ship security?

UK Exclusives, UK News Desk /

With the threat of terrorist groups like ISIS and pirates and the hundreds of millions of dollars invested in every cruise ship, a pertinent question to ask in this uncertain world is just ‘how safe and secure are these vessels?’ Tim Compston, Features Editor at Security News Desk navigates his way around the challenges of cruise ship security.

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Looking to the Horizon; Maritime Security and Body Armour Developments

UK News Desk /

Looking to the Horizon; Maritime Security and Body Armour Developments. Written by Joshua Nash, on behalf of SafeGuard Armour When asked to describe a pirate, most people will conjure up one of two images; the romanticised pirates of the past, living a carefree life in tropical paradises and boarding ships at the point of a sword, or the frightening modern pirates of Somalia. In reality, pirates both past and present are vicious, opportunistic, and a major threat to international shipping. International shipping carries over 80% of the World’s trade, and it’s estimated that the cost to the international community of Somali based piracy alone was $6bn in 2012. Of course, Somalia isn’t the only source of piracy, and in recent years attacks in South East Asia and off the coasts of South America have skyrocketed; nearly 60% of all maritime piracy now occurs in South East Asia. This is based only on recorded data, with many attacks going unreported particularly in ‘new piracy’ areas like South East Asia, meaning the real cost of piracy can’t be fully assessed. It has been suggested that both suspicious activity and outright attacks are under-reported by the owners of vessels, who do not wish to spread fear and panic. For Maritime Security, protecting craft of any size or cargo is a challenge in the face of widespread piracy. Vigilance and preparation are key for Maritime Security Operatives (MSOs), but it is not always possible to predict what circumstances an MSO will find him or herself in. This presents a certain problem in choosing the correct body armour, an essential piece of equipment. However, current trends in research and manufacture will directly benefit Maritime Security whether intentionally or not. Research and development of body armour can largely be split along two lines; research into current materials, and research into new materials. Both of those areas will impact upon the unique situation of the MSO. The most common problem facing body armour is its weight and restrictive nature. While modern body armour is extremely thin and lightweight, it still increases the temperature of the wearer. Some manufacturers incorporate temperature regulating technologies into body armour to combat this problem. The intense heat and humidity faced by many MSOs would be challenging enough without the added body armour, and technologies that can help draw moisture away from the body are incredibly beneficial. There has been a notable trend in adding additional technologies into body armour to help make it cooler and increase airflow. For example, there are a number of methods available that involve fans that directly blow air underneath the armour, but these are far from practical. There are more useful products available that can be worn underneath armour, such as the CTAV from Cortac, which utilises a bumped and ridged surface to naturally stimulate airflow, as well adding some padding and comfort for the wearer. This and other products similar to it have the added benefit of improving the weight distribution of the body armour, better spreading the weight across the body. Other products have focussed on different issues, providing body armour with better UV protection and odour control for example. Another added benefit of many of these products is comfort, utilising softer materials to make body armour less difficult to wear for extended periods. One surprising issue for many comes from the bulletproof materials themselves; it’s very seldom considered, but some people are allergic to Kevlar. This is a nightmare scenario for those who need body armour to protect themselves, but by utilising these additional products the effects can be negated. Some improvements to body armour have Maritime Security specifically in mind; many manufacturers now offer floatation devices and buoyancy aids as part of body armour, meaning that even if an MSO finds him or herself overboard, their body armour will again protect them. The main focus of research for the makers of body armour and bullet resistant materials is in making their products lighter and thinner. This may not have Maritime Security in mind specifically, but the benefits can be felt by MSOs. By making the ballistic plates used in bullet proof vests lighter, protection can be increased. This amounts to vests that weigh the same, but can offer increased protection than before. The main benefit of lighter and thinner plates however is in improving comfort for the wearer. Bullet proof vests can be comfortably worn for long periods at lower levels of protection, and yet making them as light as possible will make them easier to wear for extended periods. Temperature is the main concern in making body armour lighter and thinner, and not simply because of the effects on the wearer. Kevlar and other ballistic resistant materials can have their effectiveness reduced when submerged in water. This is obviously a concern for those working in Maritime professions. However, even excessive perspiration can build up enough moisture to damage a bullet proof vest and cause it to degrade. Adding waterproofing can help with both of these issues dramatically, and is already offered by most manufacturers. Nevertheless, making the materials lighter will help improve their lifespan, particularly when used in conjunction with temperature regulating technologies. Bullet proof vests consist of multiple parts, with the ballistic protection usually inserted into the vest that actually supports it. Improving the breathability of the carrier- the vest itself- is not a priority for many manufacturers, and only a handful offer thinner carriers or temperature regulating technologies included with them. However, the makers of the ballistic plates that go into the carrier are striving to make lighter and thinner materials. DuPont, the manufacturers of Kevlar, devote much of their research into making Kevlar thinner by using fewer layers in its manufacture. Kevlar is used in the majority of bullet proof vests, and making it thinner and lighter will dramatically improve the protection and wearability of vests. However, for increased protection body armour can utilise plates made of ceramic, steel and titanium. These ‘hard armours’ are naturally much heavier

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SAMI talks tackling Piracy with Security Standards

Security Management, UK News Desk /

Much has been made of the fact that Somali pirates hijacked zero vessels in 2013. This headline grabbing statistic makes great reading, however, as with most things the truth is somewhat more complicated. According to the Security Association for the Maritime Industry (SAMI) progress is undoubtedly being made against Somali based piracy. However, in announcing a seminar on international maritime security standards, the association stresses the importance of understanding why we are finally making headway against pirates and of how delicately poised the improvements are. Undoubtedly shipping industry adherence to industry Best Management Practices (BMP) has been vitally important, so too has been the reassurance of patrolling navies. However, the single most effective protection and deterrent against pirates has been the widespread deployment of privately contracted armed security personnel (PCASP) onboard vulnerable vessels. Enhanced professionalism within the private maritime security industry has acted as a catalyst for the protection of vessels, and it still remains that no armed merchant vessel has yet been hijacked. Despite successes, piracy clearly remains a danger with pirates still operating, and all stakeholders are urged to avoid complacency. SAMI believes that one of the most important and significant drivers behind the improvement in private maritime security has been the industry wide acceptance and development of a new standard for security providers. The International Organization for Standardization ISO/PAS 28007:2012 is being rolled out, and companies are investing and working hard towards certification. To provide feedback on the experiences of adopting and developing the international standard, SAMI is hosting a seminar to focus on “lessons learned”. The seminar will provide reaction to the development of the standard, the needs which drove it, as well as unique impressions on how it is being implemented and feedback from auditors and those being audited. Speakers from BIMCO, the ISO project team, UK Accreditation Service, the European Commission and the prospective certifying bodies will provide a unique insight into the ways in which the standard will affect the businesses delivering security and their client shipowners/operators too. The seminar is being held onboard the “HQS Wellington” in London on 29 January 2014 from 13:30 to 17:30 (GMT). Full details can be found at http://goo.gl/kacVTS More Information: www.seasecurity.org

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SecurityNewsDesk investigates piracy in West Africa with Steven Jones, Maritime Director of SAMI – Part 1

UK News Desk /

The focus of the recent Maritime & Coastal Security Africa in Cape Town in November centered on the theme that piracy in the Gulf of Guinea is not being given the attention it deserves, particularly in comparison to the response to piracy off the coast of Somalia. Following on from Steven Jones’ detailed article on the subject for SecurityNewsDesk in October, we approached the Maritime Director of the Security Association for the Maritime Industry (SAMI) to hear his expert opinion on some of the key issues raised during November’s conference. In this two part interview, Steven discusses what fuels piracy in both the East and West coast of Africa, the challenges faced by authorities in controlling piracy and what can be done to improve the situation. Given SAMI’s awareness and knowledge of the situation the Gulf of Guinea, do you think it is a fair comment to say that piracy in the area is not prioritised as a much as in Somalia?  The issue of “priorities” is a complicated notion in itself. What is perhaps more accurate is that the whole region and the maritime security problems within it are more difficult to define and to prompt a robust, workable and universally acceptable response. As the global focal point for maritime security matters, the Security Association for the Maritime Industry (SAMI) has expressed concern that the piracy situation off the West Coast of Africa has been rapidly deteriorating throughout 2013 and as the year approaches its end, there is little sign of progress. UN Security Council resolution 2018 does not authorise other States to enter territorial waters to repress piracy, and as such critics have felt it to be inadequate. The continuing problems off West African piracy do suggest that a stronger tack is needed. To combat piracy off Somalia the UN Security Council called upon states and regional organisations to fight piracy with naval vessels, arms and military aircraft. Of course West Africa and Somalia are very different, whereas the latter is a “failed State”; the former is surrounded by littoral States which are simply having problems applying any rule of law out at sea. It may be that the same lessons learned off Somalia and in the Indian Ocean are not wholly transferable. However, it seems that with the European Union Naval force stating that it will not extend operations over on the west coast, it will be very difficult to envisage the catalyst for security change on the region. Ben Bekkering, of the Netherlands Navy and Commander of Task Force 508, claimed that the last successful pirate attack in Somalia was in May 2012 and that the Gulf of Guinea was a much more complicated problem. Is his data accurate and do you agree with his statement? The last successful Somali-based hijack of a commercial vessel was the Greek tanker “Smyrni”, in May 2012. Though there have been dhows and fishing vessels taken in the time since that hijack. Also it is clear from reports that the attacks have not stopped, just the industry has become better at repelling them. The fact that pirates are still operating in the High Risk Area (HRA) is a massive concern, and many have expressed anxieties that complacency may lead to a dropping of our collective guard, and a likely resurgence in successful hijacks. Despite the fears that Somali pirates will gain the upperhand in the future, much evidence exists to suggest that security threats in the Gulf of Guinea are indeed more complicated. With the problems of maritime security gripping such large swathes of West Africa some have asked whether governments in piracy affected areas are doing enough to combat the spread and effect of crime. There has been ever greater recognition of the problem and most nations have entered into dialogue on potential ways of combating piracy. So it seems that most governments in piracy affected areas are acting. However, it seems unclear as to how such discourse, agreements to share information, and moves to create the means to prosecute pirates is translating into actual, tangible and real action to reduce the number and severity of attacks. As the security situation around the West Coast of Africa deteriorates there have been pleas from littoral nations for support and assistance. Alas, it seems that many do not possess the military, the naval, coast guard or customs resources to deal with piracy in the region. Despite recent Codes of Conduct and agreements, some observers have claimed the “polarised and politicised” nature of the region would make it highly unlikely that unified solutions can be found which is hugely concerning, and suggests that such insecurity and rising piracy attacks are set to continue unchecked. Claims were made at the event that there has been an estimated one piracy attack a day in the Gulf of Guinea in 2013, and this was estimated to rise to two a day in 2014. It was also stated that the increased presence of the Nigerian Navy at sea has led to 14 vessels being arrested in the last 10 months while engaged in piracy. Do you have any comment on these figures based on your previous article outlining the difficulties in collecting accurate and reliable information and data? The data and reports which surround maritime crime and piracy are always notoriously difficult – and both misreporting and under reporting are problems, but then so too can be over estimating of successes. At SAMI we try not to respond to specific numbers, but more the trends that underlie them. We have found it better to focus on the wider picture, and as we set out in an earlier article for Security Newsdesk statistics do not always paint an accurate state of play. It has been reported that up to sixty percent of vessels attacked in the Gulf of Guinea do not report them to the authorities. The reasons for such low recording rates are disputed, but nonetheless troubling. Some believe that distress calls or reports will simply see

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