After the events of 9-11 an International Ship and Port Facilities Security (ISPS) code of practice was introduced by the International Maritime Organisation. It was signed up to, by most nations, including the UK. The code sets out standards of port and ship security; and UK ports are regularly inspected and checked by the Department for Transport (DfT) or the Maritime and Coastguard Agency (MCA).
From 9-11 to now, the need to have professional security standards in a port has never been more important. I recently caught up with Roger Felgate, RD*BSc MBA CMC the newly appointed Chairman of the Marine Section of IPSA (International Professional Security Association).
Felgate has the credentials to do the job having originally qualified as an electrical engineer. He also worked as a Merchant Navy Officer and then joined the Royal Naval Reserve, gaining experience for over 26 years in the areas of general security issues. These included defence of ports and anchorages, naval control of shipping, and working at sea as the RN representative in merchant ships on exercises. He also cross-trained in personnel development and is a full Member of the CIPD, and a Certified Management Consultant. Felgate has taught management at all levels internationally. He joined IPSA as an inspector and trainer 20 years ago and taught most IPSA courses. He has correspondingly created bespoke courses and one in particular for a property company in Hong Kong that he recalled. As if that wasn’t enough for a security professional he also served 12 years as a Metropolitan Police Special!
I have always been fascinated by all things nautical, having been born beside the sea. Listening to Felgate is a pleasure as he recalls his experience in this sector and his ideas. He explained the serious need for standards and responsibility, when the threat to all levels of transport are on high alert. Felgate explained about ports at present and how each needs a port plan where vulnerabilities, risk assessments and states of readiness are reviewed. Port Facilities Security Officers (PFSO) are responsible for wharves, jetties, and restricted areas. Other security staff will be carrying out port security duties covering goods and passenger movements, security, and safety. He also explained that port police forces have been reduced and more onus has been placed on security companies to cover security and policing duties. There is a need to ‘marinize’ security officers and ensure they are ‘maritime aware’. Wharves, jetties, cranes, ship movements and tide differences provide a working environment that is fraught with potential hazards. He said: “Unfortunately, we still find security officers with an SIA blue badge working in a supermarket one day and then given a dockside post the next day without having any maritime training. I asked if they can get training through IPSA. Felgate said: “IPSA maritime specialists have experience in port security, maritime training at all levels and police procedures and operations. This includes Projects Griffin and Argus and Operations Fairway, Kraken and Yali.” Felgate spoke at length about the adoption of this standard; or the lack of embrace of it. He added: “The EN:16747 was supposed to have been implemented back in February 2016 in the UK. The standard recognises that qualifications and skills required to be updated along with the CPD (Continual Professional Development) that is needed.” I enquired more about the standards. Felgate explained that in 2011 Skills for Security set up a working group of people with maritime and policing knowledge to produce a National Operating Standard (NOS) covering port security operations with the key purpose ‘to manage and maintain the security of the port environment whilst maintaining the integrity of the restricted area’.
This would have to comply with the ISPS code and probably add to it. The result of this work was a presentation to ‘Transec’ (the security side of the Department for Transport) which resulted in it being accepted as a good standard that could be used. However, due to UK Government departmental changes it was never implemented. Felgate went on: “We were told that it would cost the industry (port, port operators, security companies) money to implement. They concluded that it would not be acceptable as no-one would wish to pay, especially if controls were more stringent and it affected commerce and profit. Therefore, the NOS was not adopted. It would have initiated the need for various training programmes etc if it had been embraced.”
What about the European Standard? Where does that fit in? I asked. Felgate replied: “The EN standard was developed as a European Standard in 2015 and was reviewed by BS standards but not adopted for political reasons. It should have come into force in March 2016 replacing any national standards. According to CEN-CENELEC Internal Regulations the standard should have been implemented by 33 countries, including the UK. If it had been, security companies operating in ports would have to have upped the standards, especially as far as refresher training, CPD and HR development aspects are concerned.” We discussed the market further. It would appear that urgent action is required to marinize PFSOs sent to these specialist sites to work. Felgate also explained that the recognition of both international and European requirements should be considered. He said: “We also recognise the CoESS (Confederation of European Security Services) training manual for the ISPS code, used in Europe and by some UK Companies. In the first introductory paragraph of the CoESS of the code it states: events in the recent past have proven that no country in the world is safe against terrorists. Terrorist attacks can, for whatever motives, occur at any time and at any place. Even the shipping industry cannot escape that fact. I would like people to realise that port security has never been more important than now. The private maritime security sector has a huge potential market for professional security companies. That is why here at IPSA we have identified that market and have created a specialist section to deal with this area with the hope of raising standards and compliance. We are a maritime nation and we depend on our sea ports to provide a secure conduit to import and export our goods and passenger traffic.” I asked what is Roger’s vision as the new chairman of the IPSA Maritime Section. He said: “I would like to see the section help transform the muddled state of port security! This could be achieved within the framework of the ISPS Code which came into force in 2004. Basically, it prescribes responsibilities to governments, shipping companies, shipboard personnel, and port/facility personnel to ‘detect security threats and take preventative measures against security incidents affecting ships or port facilities used in international trade’. I want to see that any security company operating in a port environment is, for a start, an SIA-ACS [approved contractor] company. I would also like as a minimum any security officer working in a port to be furnished with a maritime awareness endorsement plus specialist knowledge training of their own port. Any Port Facilities Security Officer should regularly update their knowledge and maintain a CPD record to stay in post.”
II asked Felgate to expand upon the new maritime section. He said: “At IPSA we have a strong resource and specialist knowledge in port security and port policing. This enables us to deliver quality training and consultancy within this sector. This professional specialisation along with current knowledge of Police Security, counter-terror operations and public and private platforms such as Project Griffin and operations Fairway, Kraken and Yaii, afford us an overall approach to focused training.” I asked whether there are commercial benefits to organisations that undertake this type of training, compared to those who do not. Felgate replied: “The market for providing security services in a port is constantly changing. We have one IPSA member company that continues to gain significant business across England and Scotland. The reason they are successfully competing for port business and winning it is due to their professional approach and quality of service. Other companies located close to docks, harbours, and waterways with active wharves, may be able to provide specialist security services complying to potential SIA standards.” I asked what is the biggest change Roger would like to see in the sector.
Felgate said: “The biggest change that I would like to see in maritime security is a realistic view taken by the Government of the threats to our ports and coastline. I would like to seriously address the under-manning of our police and Border Force. I would like to see a cohesive approach to standards. I believe that the standards have not been applied in any way as stringently as in the aviation industry but there are as many security vulnerabilities and threats in the maritime industry.” I asked how he hopes to effect that change. He replied: “I hope that by developing the maritime section within IPSA we are able to develop best practice and stimulate interest centres where members can share thoughts and provide learning and development forums that will not only help IPSA but the maritime industry.” There are indeed many changes at IPSA right now, not least of all the election of the first female chairman, Jane Farrell, Head of Security for Sodexo, UK, and Ireland. The message is clear. IPSA is about the members on land or sea. This trade association was formed almost 60 years ago to ensure professionalism within the private security industry. A new generation of the oldest established trade association in the security industry is set to embrace change to benefit members. While the ethos of the association has not changed, everything else is being reviewed, hence the introduction of the marine section along with others. There is a lot of energy being spent in IPSA with lots of positive things to look forward to, including their new e-learning packages. Next year a 60th anniversary of IPSA extravaganza is planned.
