MARITIME CYBER SECURITY Archives - Page 4 of 40

A revolution is now happening in maritime domain awareness that will have a profound impact on maritime security in the Indo-Pacific. The Quad’s Indo-Pacific Partnership for Maritime Domain Awareness, announced at the leaders’ summit in Tokyo in May, will combine new satellite-based technologies with existing systems to help identify illicit maritime actors. This and similar initiatives will be provide a significant boost to the ability of many Indo-Pacific countries, especially small island states, to govern their waters.

Maritime domain awareness involves gaining situational awareness of the maritime environment, especially through an understanding of the position and intention of actors in a given maritime space. It is fundamental to understanding what’s out there, what it’s doing and what should be done about it.

But achieving maritime domain awareness involves overcoming major challenges in combining data from multiple sources into a single common operating picture that can be analysed and acted on.

Over the past couple of decades, technological advances have allowed data from multiples sources such as coastal radars, ships, aircraft and satellites to be pooled and analysed on a single platform, in close to real time. This often involves sophisticated and expensive sensors and computing technology, making it accessible only to large or wealthy countries. The necessary resources and technologies are often out of reach for many countries, effectively leaving much of our oceans as ungoverned spaces for illicit or other bad actors.

Recent years have also brought a proliferation of regional information fusion centres that pool data and analysis at a regional level. This can make considerable sense for many countries, but it can also come with its own sensitivities, including for smaller countries that aspire to exercise sovereignty over their own maritime jurisdictions.

Regional maritime law enforcement agencies can also directly access several web-based information platforms. The SeaVision system, for example, provided by the US Department of Transport, is used in more than 100 countries.

All of these system rely heavily on automatic identification systems, or AISs, which are transmitters required to be installed on most commercial vessels. That’s good for keeping track of legitimate or ‘white’ shipping, but is less useful in identifying vessels engaged in illicit activities. Illegal fishers, drug smugglers and other bad actors can go ‘dark’ by switching off or hacking their AIS systems so they can’t be tracked.

This big gap in maritime governance is being plugged. Under the Quad’s initiative, an enhanced version of the SeaVision platform will be offered to Indo-Pacific partners, allowing them to identify and track dark shipping. This includes radio frequency data from the commercial Hawkeye 360 satellite system that picks up electronic emissions (such as radar, radio and satellite phone signals) from vessels under its path. The SeaVision system compares that data with AIS data to identify vessels that have switched off or spoofed their AIS systems. Dark shipping can then be targeted for further investigation using other data sources.

Other satellite-based data is being progressively added to SeaVision to help identify the types and activities of dark vessels. This includes electro-optical imagery or synthetic aperture radar data, which can be used to build a 3-D picture of targeted vessels—helping authorities identify, say, a drug smuggling dhow or a mothership. Data from the Visible Infrared Imaging Radiometer Suite, a scanning radar that detects reflected light, can help identify illegal fishers, which commonly use bright lights to attract fish at night.

Some data, particularly from commercial sources, is expensive, but prices will likely fall as providers and users proliferate. Time lags in the acquisition and dissemination of satellite-based data (which may be 12 hours or more) will also likely be reduced to give end users a closer to real-time picture.

The US Coast Guard is offering an enhanced SeaVision product to five Southeast Asian partners in the first phase of the Quad initiative, although the cost of commercially sourced satellite data currently constrains the broader rollout of the system.

Competing platforms are offered across the Indo-Pacific by other players, including the EU’s IORIS system, the UK’s SOLARTA system and the not-for-profit Skylight system. These tools can provide specific options or features. For example, the IORIS system allows users to share data bilaterally with others rather than through a common platform. The Skylight system focuses on using artificial intelligence to analyse vessel behaviour such as ‘dark rendezvous events’.

Together, these enhanced web-based systems will be a game changer for many Indo-Pacific island states and others that struggle to police huge maritime jurisdictions with few resources. Giving them direct access to satellite-based data with AI analysis effectively democratises maritime domain awareness for many users, reducing their information reliance on large countries or regional fusion centres.

While information is a fundamental requirement in the maritime domain, national enforcement agencies will also require the ability to take action against illicit actors, whether by interdicting them at sea or by conducting close surveillance that allows vessels to be specifically identified for others to interdict, prosecute or make their activities public.

The Quad initiative, once fully rolled out, will be a major tangible demonstration of the value of the Quad in providing public goods for the Indo-Pacific—in stark contrast to China’s lack of interest in helping others to police their waters.

But information by itself is not enough. It must be complemented with cost-effective capabilities such as vessels and drones that allow smaller Indo-Pacific states to take action against illicit or nefarious actors in the maritime domain. This should include expanding Australia’s successful Pacific maritime security program to additional users and platforms.

Source: https://www.aspistrategist.org.au/new-satellite-based-technologies-a-game-changer-for-indo-pacific-maritime-security/

Despite rumors to the contrary, the United States is not interested in disengaging from the Middle East. The Indo-Pacific is the new focal point of U.S. foreign policy, but the Middle East remains essential for U.S. interests. However, current patterns of interaction between the United States and its Middle Eastern partners are tied to routines that were hardened during the Global War on Terror. While these routines have proven difficult to escape and a source of political divergence at times, the reality today is that U.S. priorities are more disparate globally—and U.S. presence in the region should not remain locked within previous formulas.

The perception of a U.S. withdrawal from the Middle East is partially due to the absence of refined U.S. priorities in the region. Among the myriad of elements defining U.S. engagement in the Middle East, U.S. naval presence in the Gulf remains essential not only for U.S. interests but also the interests of its regional partners. However, the Red and Arabian Seas are becoming more challenging security environments, and the larger Indian Ocean region provides the logic for why these waters should become the focus of U.S. maritime operations and security cooperation in the broader Middle East and North Africa (MENA) region.

From the Hormuz to the Bab-al-Mandeb

Middle Eastern waters feature two of the world’s critical maritime chokepoints: the Strait of Hormuz and the Bab-al-Mandeb. One-third of the world’s oil and other resources are transported through the Strait of Hormuz and continue on through the Bab-al-Mandeb if bound for Europe or beyond. Security of both chokepoints is critical for global commerce, of which the U.S. is a key provider. Yet, among U.S. policymakers, the Strait of Hormuz has taken priority. As a result, much of U.S. naval presence and forward basing is focused there.

U.S. presence in the Gulf developed primarily for economic reasons. A reliance on the Middle East’s natural resources for domestic consumption encouraged the United States to ensure regional stability to the greatest extent possible. This led to closer relationships with Qatar, Saudi Arabia, the UAE, and other Gulf States, in addition to strong ties with other regional powers, such as Egypt and Israel. The asymmetric elements of Iran’s foreign policy, intent on spreading its influence and destabilizing the larger region, reinforced the need for U.S. presence in the Gulf.

Today, different variables are present. U.S. reliance on the region’s natural resources is diminished, regional partners have enjoyed decades of security assistance and technical training assistance in shaping their militaries, and, most importantly, the security challenges in the Red and Arabian Seas are expanding. The increased number and sophistication of non-state illicit actors in the waters surrounding the Bab al-Mandeb, and the increased involvement of prominent competitors in the region, means that the United States should no longer prioritize the Gulf above other regional concerns.

To be clear, Gulf security remains a priority of U.S. foreign policy, and the continuation of lines of communication out of the Strait of Hormuz still matter a great deal. However, the concentration of U.S. naval attention should shift further southwest to the Red and Arabian Seas. The Bab-al-Mandeb in particular requires greater attention as the connecting waterway between these two seas.

A Focus on the Bab-al-Mandeb Region

Due to the sheer scale of our oceans and maritime spaces, and the rules, norms, and international laws that govern the activities of both commercial and military vessels, there is no actor with enough influence, power, or vision to provide maritime security alone. Maritime security is a cooperative endeavor, premised on the legacy of responding to another vessel in distress when at sea. The more actors with eyes glancing toward the horizon and sharing what they see with each other, the more likely that threats can be recognized and confronted.

An increasing number of competitors are operating in the Bab-al-Mandeb region. China’s economic interests in Africa, which have exploded in scale and depth over the past fifteen years, precipitated the deployment of People’s Liberation Army Navy (PLAN) vessels to the Arabian Sea. For 14 years, PLAN vessels have protected Chinese-flagged vessels sailing through the Indian Ocean, gaining operational familiarity with the region’s waters and bypassing existing international cooperative efforts. The completion of China’s first overseas base, a dual-use facility located in Djibouti, signals China’s interests in these waters.

In addition to China, Russia, despite its warmongering in Ukraine, is intent on maintaining, if not increasing, its naval presence in the Red Sea. Moscow does not have the naval depth to match U.S. or even Chinese presence, but it still desires the capacity to reach these waters if for no other reason than to serve as a spoiler for efforts deemed divergent from Moscow’s interests. Smaller regional powers are also keenly invested in deepening their familiarity with, and deploying their own forces to, the Red and Arabian Seas. These regional players include obvious actors, such as Saudi Arabia and Egypt, but also the UAE, Iran, and Turkey.

Piracy ushered in a period where regional waters facilitated the expansion of transnational crime. The Bab-al-Mandeb is now increasingly congested, and bad actors sail amidst the crowd routinely. The Red and Arabian Seas feature some of the most complex smuggling and illicit operations in the world. Instability on both shores of the Red Sea has enabled these operators. From illicitly-traded legal commodities to narcotics, arms, and human beings, these waters shroud substantial criminality. When illegal fishing and violent extremist organizations are added to this criminal patchwork, the scale of the problem becomes enormous.

The above points highlight why U.S. Naval Forces Central Command (NAVCENT) should direct greater attention towards the Red and Arabian Seas, as should regionally-stationed U.S. Coast Guard assets. The trends point to these waters becoming far more critical in the years to come. U.S. Fifth Fleet has immense local knowledge, learned in partnership with regional navies and coast guards, which it can bring to the forefront. The U.S. Navy’s technical expertise and hands-on experience building naval partnerships can assist littoral states in building the connective tissue necessary to respond to everything from hostile state actors to criminal cartels.

A focus away from the Gulf itself would inflict political hurdles, but diplomatic outreach would assist in leaping them. NAVCENT would have to further coordinate with United States Naval Forces Europe-Africa, but that would prove advantageous in the long run despite any initial bureaucratic friction. The U.S. Navy would also have to redefine operational routines away from a traditional/non-traditional binary, as the set of challenges in these waters do not conform to such thinking. In doing so, the United States would start a new chapter of engagement and security cooperation in the region.

Conclusion

The perception that the United States is moving away from the Middle East is false, but part of the reason for this perception is that U.S. engagement in the region has not yet visibly evolved beyond the Global War on Terror and its emphasis on Gulf security. The United States should refine its priorities in the broader MENA region, diversifying its maritime operations and security cooperation beyond the Gulf to the Red and Arabian Seas. While NAVCENT is already enhancing its presence in these waters, more remains to be done. The waters near the Bab-al-Mandeb in particular feature some of the most complex maritime challenges, and the U.S. Navy must face them head on.

Jeffrey Payne is an Assistant Professor at the Near East South Asia (NESA) Center for Strategic Studies in Washington, DC. The views expressed in this article are his alone and do not represent the official policy or position of the NESA Center, the U.S. Department of Defense, or the U.S. Government.

Source: https://cimsec.org/beyond-the-gulf-u-s-maritime-security-operations-in-the-mena-region/

KOCHI: The sixth Deputy National Adviser level meeting of the Colombo Security Conclave held in Kochi resolved to join hands to ensure maritime safety and security and to fight terrorism, radicalization, trafficking and organized crime. In the opening session, the delegates called for greater cooperation among the member countries.

Representatives of India, Maldives, Mauritius, and Sri Lanka and observer countries Bangladesh and Seychelles attended the conclave. The delegation from Bangladesh, who arrived in Kochi, could not attend the conclave due to medical reasons.

In his opening remarks, Deputy National Security Advisor of India Vikram Misri said the efforts to tackle narcotics trafficking and organized crime and mitigation of ill effects of pollution were concrete examples of the cooperation among law enforcement agencies of member countries. “Cyber security and cyber technology will play an important role in our efforts to manage threats and build cooperation in an ever challenging environment,” he said.

Seeking India’s help to ensure the safe repatriation of displaced Myanmar nationals to their country of origin, Defence Advisor at the Bangladesh High Commission in New Delhi, Mohammed Abdul Kalam Azad, said India should play an effective role in addressing the issue. “Thousands of displaced Myanmar nationals are facing an uncertain future and they are getting attracted to extremism, radicalism and drugs,” he said.

Sri Lanka’s Chief of Defence Staff General Shavendra Silva suggested that joint working groups should be formed to collect and disseminate intelligence to tackle various threats including terrorism and radicalisation. Pointing out that trafficking and organised crimes have been a major security threat, he said the conclave is an ideal platform for cooperation in tackling the trafficking of drugs and terrorism.

Stressing on the need for collaboration and coordination to address issues of common concern and outlook, Maldives foreign secretary Ahmed Latheef said the country’s economy is heavily dependent on maritime security and Maldives has remained vulnerable to threats of trafficking, organised crime and terrorism, which emanate through the maritime domain.

“Protection of coastal community, marine environment and resources have been out priority. The security dimensions are large and complex. We have to share information, knowledge and skills to improve maritime security,” he said.

There should be a coordinated effort to tackle common security threats, said representative of Mauritius Yoidhisteer Thecka.

“The member countries should cooperate to tackle the threats involving cyber security, terrorism, radicalisation and drug trafficking. Illegal, unreported and unregulated fishing and damages to environment are other challenges. Mauritius is eager to participate in joint security initiatives,” said Thecka, who is the Principal Coordinator of Security Matters at the Mauritius Prime Minister’s Office

Chief of Staff of Defence Forces of Seychelles Colonel Simon Archange Dine sought collaboration to protect the marine resources.

Source: https://www.newindianexpress.com/cities/kochi/2022/jul/07/colombo-security-conclave-agrees-to-fight-maritime-threats-jointly-2474005.html

The International Electrotechnical Commission (IEC) has published a new standard to regulate the exchange of data and maritime information in a secure way.

IEC 63173-2 SECOM is a new standard developed with Voyage Information Service within Sea Traffic Management (STM). The new interface works for transfer of S-100 products and can also be used for other formats.

Development started in 2019 and the final version was published on 30 May.

READ: Single window for ship data exchange to become mandatory under FAL treaty amendments.

“Route exchange in the STM Validation project was the starting point. However, in the standardisation work the scope was expanded from voyage plans and navigational warnings to include exchange of all S-100 based products”, said Björn Andreasson STM Testbed Manager.

“SECOM is an exchange layer that guarantees that different services and software exchange data the same way,” added Hannu Peiponen Chair of the Maritime Navigation and Radiocommunication Equipment and Systems Committee at IEC.

“For manufacturers of maritime systems this eliminates the need to support several different service interfaces for different services and products. If a service or product works with one actor using it, it will work with all.

“This will make it easier to provide valuable end-user services to the maritime community to increase safety and efficiency while at the same time opens a possibility to reduce the environmental footprint”.

SECOM aims to be a key reference point for interoperability of the same magnitude as standard data formats and common authentication methods.

Source: https://www.porttechnology.org/news/iec-publishes-new-standard-for-maritime-data-security/

PUBLISHED JUL 6, 2022 5:18 PM BY THE MARITIME EXECUTIVE

The National Maritime Law Enforcement Academy (NMLEA) has selected HudsonCyber’s innovative cyber risk management program, PortLogixTM, to drive organizational cybersecurity resilience in its recently launched port digitalization and accreditation initiative. Unique in the maritime industry, PortLogix enables cybersecurity self-assessment, program management, dynamic investment and resource planning, real-time trend analysis, and long-term benchmarking.

Launched in early 2021, PortLogix has since served a wide range of port authorities, terminal operators, and port community systems around the world. Part of its success lies in the fact that PortLogix integrates the cybersecurity best practices and standards published by NIST, ISO and ENISA and seamlessly harmonizes them with national and IMO regulatory requirements. Significantly, PortLogix’s maturity-model approach and vendor-agnostic recommendations have also been embraced by many leading global insurance brokerages and underwriters to support the evolving cybersecurity insurance market in the global maritime industry.

As the maritime industry rapidly digitalizes, the physical and cyber threat landscapes are increasingly overlapping. To address the growing threat to the maritime sector, the NMLEA has launched its Maritime Security Accreditation and Digitization Program (“MARSEC ADaPt”) to establish a baseline pre-requisite standard that will enhance and drive maritime security readiness and resiliency. The program will integrate asset digitalization capabilities with maritime security vulnerability assessments, training, exercises, and cybersecurity.

As part of its MARSEC ADaPt implementation, the Tampa Port Authority d/b/a Port Tampa Bay successfully completed its PortLogix implementation this past May. After engaging and committing to the cybersecurity assessment process, Ken Washington, Chief Information Officer and Mark Dubina, Vice President of Security at Port Tampa Bay, expressed their enthusiasm and strong support for the PortLogix evaluation and assessment process.

NMLEA founded MARSEC ADaPt on the core capabilities of two key organizations: ARES Security and HudsonCyber. ARES Security drives the accreditation initiative by digitizing critical maritime infrastructure, known as Digital Twins, and offering digital data to optimize security risk management, vulnerability analysis, and security training functions. HudsonCyber drives cybersecurity resilience through its award-winning platform, port-tailored platform PortLogix.

“Ports will benefit through a reduction in annual costs associated with ongoing Maritime Transportation Security Act (MTSA) regulatory compliance,” said NMLEA Executive Director Mark DuPont. “Through the NMLEA MARSEC ADaPt Program, ports will be able to implement a nationally-recognized baseline standard for maritime security – a standard that has not previously been established.”

“Advancements in maritime digitalization are accelerating and have broad security implementations for today’s ports and port terminal operators. It makes data security a top concern for port executives,” added Max Bobys, vice president of HudsonCyber. “Through in-depth multi-stakeholder engagement, we’re able to not only assess a port’s overall cybersecurity capabilities, we’re also able to drive cross-functional cybersecurity awareness and from there facilitate consensus-driven buy-in regarding prioritization and resource allocation decision-making. And that ultimately drives organization wide cultural change, improved accountability, and board level engagement.”

Source: https://www.maritime-executive.com/index.php/corporate/hudsoncyber-portlogix-selected-as-cybersecurity-core-of-marsec-program

ITLink OS Updates represents an important step towards digital enablement for customers through complete standardisation of IT across the fleet

Marlink has added another solution to its ITLink portfolio. ITLink OS Updates is the latest tool to enable maritime customers to stay safe and compliant through remotely managed updates of the IT operating systems (OS), thus enhancing cybersecurity.

ITLink OS Updates is simple to implement and represents an important step towards digital enablement for customers through complete standardisation of IT across the fleet. It provides first line protection against cyber threats, improved performance of PCs and servers, by ensuring operating systems have the latest updates and security patches and reports status to a shoreside dashboard.

As digitalisation impacts more areas of fleet operations, managers need to ensure to receive relevant OS data reliably in close to real-time to remain fully compliant. IMO regulations now require new standards of cyber awareness and process onboard ship and third party vetting systems for tanker owners specify much stricter standards.

Out of date operating systems can cause serious issues with performance and user experience and are highly vulnerable to cyberattacks. Previously, crews had to wait for CDs or risk higher data consumption for over-the-air updates but ITLink OS Updates is fully optimised for satellite connectivity, saving around 80 per cent of the data typically consumed when rolling out OS updates to a fleet.

ITLink OS Updates enables significant efficiency gains for shipping companies, allowing crew and fleet managers to focus on their daily tasks and operations onboard rather than implement monthly OS updates. Marlink’s expert ITLink team works closely with maritime customers to identify solutions that best suit their IT resources and business needs. This includes fast, automated updates across all PCs to keep the ship up to date with tasks completed in as little as one day with full shoreside support.

“Achieving the kind of efficiency gains and compliance reporting required for safer, smarter vessel operations means the full embrace of IT enablement by ship and shore on equal terms,” said Nicolas Furgé, president, digital, Marlink. “Owners and ship managers who want to take digitalisation to the next level can use ITLink to secure their remote operations, reduce vessel visits, save costs and let their crew focus on key tasks; it’s a complete solution for smarter shipping.”

Source: https://thedigitalship.com/news/maritime-satellite-communications/item/7945-marlink-adds-remote-update-function-to-itlink-portfolio

The Maritime and Port Authority of Singapore (MPA) has said it will continue developing industry-wide capabilities by strengthening research and development, piloting maritime technologies (MarineTech), and developing maritime cybersecurity capabilities. This is expected to bolster the country’s resilience and capacity to deal with disruptions.

During the recent MarineTech Conference, MPA signed two memoranda of understanding (MOUs) with industry partners. The MarineTech Conference is held from 5 to 6 April and brings together global industry leaders and stakeholders to speak on key growth areas for investment, emerging technology trends, start-up showcases, and demand outlooks for maritime technology. Experts will also put forward a roadmap on developments in maritime cybersecurity, data analytics, and the latest applications for smart port and shipping automation.

At the conference, the Senior Minister of State for Transport, Chee Hong Tat, announced the launch of the Maritime Singapore Additive Manufacturing Landscape Report to provide a roadmap for companies to experiment with new practices in additive manufacturing. Titled ‘Charting the Way Forward’, the landscape report provides an overview of maritime additive manufacturing capabilities in Singapore and shares learning points from previous trials and adoption processes. This is the first joint publication developed by MPA together with the National Additive Manufacturing Innovation Cluster and Singapore Shipping Association (SSA), according to an MPA press statement.

Further, at the event, SSA announced an MoU with MPA and seven industry partners. Under the agreement, a Maritime Cybersecurity Roundtable will be established where participants will recommend initiatives to improve maritime cybersecurity collaboration through information sharing, growing a leading talent pool for maritime cyber skills in Singapore, and facilitating greater awareness and access to maritime cyber solutions and talents. The first roundtable meeting will be held later this year.

At the event, the Sea Transport Industry Development Plan (IDP) was expanded to include all subsectors in Sea Transport, such as ship chandlers, shipbrokers, marine surveyors, ship management, and ship operators. The Sea Transport IDP for Ship Agency, Harbour Craft, and Bunkering was first launched by MPA in 2020 to encourage digital transformation by companies, through a step-by-step guide on digital solutions to adopt at each stage of their growth. It is a joint initiative with the Infocomm Media Development Authority, Enterprise Singapore, and SkillsFuture Singapore as part of the SME Go Digital Programme.

MPA will also extend funding support for the adoption of pre-approved digital solutions beyond 31 December 2022 to benefit-eligible maritime companies on an ongoing basis. With the expansion, more than 3,000 SMEs in the Sea Transport subsectors will be eligible to apply for co-funding.

Tat stated that the COVID-19 pandemic has accelerated the adoption of new technologies by businesses and individuals and opened up new collaborations across geographies and sectors. This provides opportunities for MarineTech companies to start-up and scale-up. “With support from our tripartite partners and research institutions over the years, Singapore is now home to a thriving MarineTech ecosystem. We will build on this momentum to achieve our aspiration of becoming the Silicon Valley for MarineTech, focusing on digitalisation, innovation, and partnerships,” he said.

Source: https://opengovasia.com/singapore-explores-plans-to-develop-maritime-tech-cybersecurity/

Japanese shipping company ‘K’ Line has introduced a new AI-based cyber security platform, to safeguard ship-shore communications on its managed fleet and strengthen its infrastructure as it moves forward with its ongoing digitalisation strategy.

The company will use the Cybereason system from Cybereason Japan Corp, a local affiliate of the Boston-based cyber defence firm, adopting its monitoring and analysis service for detection and response to cyber threats.

Cybereason builds machine learning engines and processing systems that analyse large amounts of data within organisations to deliver a cyber-attack prevention platform that visualises and prevents various cyber threats.

“Nowadays, it has become quite difficult to prevent highly sophisticated cyber-attacks by the ship’s conventional security solutions such as anti-virus software and firewalls, which have been the main security measures for ships,” ‘K’ Line said, in a statement.

“In order to enhance the ship’s preventive security measures against intrusions and strengthen the response after intrusions, we have introduced a new cyber security platform, Cybereason. It includes NGAV (Next Generation Anti-Virus), which can prevent all types of malware, and EDR (Endpoint Detection & Response), which is able to detect and respond to cyber threats that have slipped through conventional security solutions.”

“In addition, the cyber security experts monitor the shipboard security 24/7 through Cybereason MDR service. This unified cyber security platform and security monitoring service surely help to enhance the shipboard cyber resilience of our vessels both before and after any threat intrusions.”

Source: https://smartmaritimenetwork.com/2022/07/05/k-line-rolls-out-new-cyber-platform/

“We are ensuring that different parts of our digital system will talk to each other in one smart network”

How do you visualise the UAE maritime sector growing in the post-pandemic world? What role will RAK Ports play here?

Despite the many challenges the maritime sector faced during the global Covid-19 pandemic, RAK Ports saw its volumes reach record highs. Although current market volatilities and commodity price swings are challenging, our growth trajectory continues and 2022 is set to be another outstanding year. This consistent uptick in volumes is great news for RAK Ports, but it means our business must adapt quickly.

The UAE will continue to be a critical hub for global shipping in the years ahead, and RAK Ports is ideally poised to play a leading role. Sustainability will be a key theme, and the UAE will again be at the forefront. We are already assessing how stricter emissions regulations may affect vessels operating in our waters and how we can best integrate alternative energy strategies at RAK Ports. The UAE recently showcased its Hydrogen Leadership Roadmap to promote the country’s maritime energy transition, as we work towards net-zero carbon emissions by 2050. That plan includes our industry producing green hydrogen and processing it as the basis for bunker fuel for ships and for export.

RAK Ports has made significant investments in expansion in the past few years. What are the key areas of investments?

We are not only investing into physical infrastructure with a massive land reclamation project already well underway at Saqr Port/Freezone, which will provide much needed space for new industrial investment to support the diversification of the local economy and more opportunities for skilled employment; we are also working on a full digitisation strategy to increase efficiencies. While many ports are implementing standalone digital systems, we are taking a more connected approach at RAK Ports. This will ensure that different parts of our system will talk to each other in one smart network. For example, our German-engineered dry-bulk cranes already use IoT technologies to submit automated reports that allow our customers to see the status of their cargo loading in real-time.

Ramesh S. Ramakrishnan
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“Future challenges for companies would include strengthening digital capabilities and protecting against cyberattacks”

Ramesh S. Ramakrishnan | Chairman, Transworld

Congratulations on the MoU signed between Transworld and eShipper! What does this deal signify for Transworld and the UAE shipping and logistics sector in general?

With this Joint-Venture with eShipper, Transworld Group further augments its services to its customers by providing end-to-end services using a combination of advanced infrastructure, multimodal fulfilment and last mile delivery. The strong legacy, brand and service synergies of both the organisations coming together will offer a unique service offering to our esteemed customers and Transworld Group becomes one of the few companies in the UAE to provide services ranging from shipping to last mile operations. eShipper has a very specific expertise and have been building it up in Canada and North America over the last 15 years.

We have entered JV with them to enhance our e-commerce delivery, in the Middle East to start with, which will eventually come to India. Online buying is here to stay. It is a good space for somebody like us, having the right technology, people, and skill sets. This also compliments a lot of what we do as a logistics company.

As a sector pioneer, what is the toughest challenge you foresee for shipping and logistics in a post-pandemic scenario and how do you see Transworld surmounting, it?

One of the biggest challenges during the pandemic for companies was to abruptly take their operations digital. Thankfully for Transworld Group, we started the process of digitalisation few years ago and we were successfully able to adapt during the pandemic. Going forward, one of the biggest challenges for the companies would be to quickly adapt and strengthen their digital capabilities to be able to align with the industry and also protect themselves from cyberattacks.

What are Transworld’s expansion plans over the next five years?

The essence of Transworld growth trajectory has been innovation and getting into new frontiers. There are lots of different areas within the logistics and supply chain space offering us score to evolve and build new business ideas. Our supply chain business, for example, the sea freight, air freight, warehousing, 3PL, 4PL, business, has been growing. The plan now is to refocus our energies on increasing the pace of growth.

We are also looking at enhancing our global footprint in the Americas, Europe, Africa and Far East. So, be it through our asset-owning or asset-light businesses, we are focused on serving our customers better. Our focus is on becoming a complete solutions provider for our customers. Today if a customer asks for any service from Transworld, we can provide first mile to last mile solutions.

As a philosophy TW group is driven by the higher purpose of delivering prosperity to humanity.

While we are in the business to make profits for our shareholders, employees and associated partners, the sublime goal is to use this wealth as a medium to share and create prosperity for the entire ecosystem and be a catalyst for positive change. Our corporate responsibility activities are spread across all sections of the society and environment. The employees and their respective families are all involved in our social activities, thereby spreading the culture of compassion and giving.

We are also setting ourselves a goal at the Transworld Group where by taking a pledge to work towards being a carbon-neutral organisation by 2043. To reach that aim, over the next few years, we will start with focusing on reducing our greenhouse gas emissions to meet these goals in a more measurable manner.

UAE-Maritime-Captains-of-Industry-Laurance-MFC-for-web — Laurance Langdon
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“The wider challenge is that the global shipping industry needs to catch up and embrace change”

Laurance Langdon | General Manager, Modern Freight Company (MFC)

How much in your view as an industry pioneer has the industry changed since the early years and what is its scope for expansion going forward?

With the vision of the UAE leaders, the move to digital and paperless and the implementation of blockchain, change is happening fast in the logistics sector. It’s clear that JAFZA wants to be the region’s central point for business and their openness to listen to their customers enables this change, and MFC has for decades always been a go-to partner for JAFZA to discuss and test these new ideas. There is a wider challenge, and perhaps the bottleneck is that the industry needs to catch up and embrace many of these changes so globally everyone is connected, but for now the UAE is definitely well positioned for the future.

Enhancing business procedures is an obstacle for shipping firms, how is MFC evolving to counter this?

Covid sent out a message to businesses — evolve or die, demanding a different work ethic. So, MFC overhauled its processes, investing in a new ERP, a system built in-house for our customers. Visibility and customer connectivity is in demand, and now we are more efficient, which improves our customer experience.

UAE-Maritime-Captains-of-Industry-Waleed-Tasneef-for-web — Waleed Abdulla Mohamed al-Tamimi
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“We are considered to be the largest maritime classification office in the UAE”

Waleed Abdulla Mohamed al-Tamimi | General Manager, Tasneef Maritime

As the first UAE maritime body to apply the GCC Code, how is Tasneef Maritime guaranteeing the safety of the UAE maritime environment?

The GCC Code is a set of guidelines developed by the GCC nations for Non-Convention Vessels that are smaller than 500 tons, and are not obliged to follow International Maritime Organisation (IMO) Conventions. The code focuses on the safety of the small vessels and ensures that they don’t cause marine pollution, using this code as a reference. Tasneef inspects these vessels for their compliance and issues certifications to enable them to obtain navigation licenses from the UAE Flag Administration.

Without Tasneef Certification, these vessels cannot operate in UAE waters. With over 70 professional staff, we are considered the largest maritime classification office in the UAE.

What classification and advisory services do Tasneef offer?

Tasneef can provide Classification and Statutory Services for all types of commercial vessels that require certification by law., such as tankers, bulk ships, container ships, etc. We also provide certification services for naval vessels and private yachts that include the UAE Yacht Code. The advisory services are numerous. One of the services we introduced uses Artificial Intelligence in the inspection of assets to ensure their integrity. Assets can be large civil structures like ports or complicated offshore structures such as production rigs for oil and gas.

“The industry saw a steep learning curve through 2020-21, with massive increase in freight costs”

UAE-Maritime-Captains-of-Industry-Rosh-Manoli-CSS-for-web — Rosh Manoli
Image Credit:

Rosh Manoli | Vice President – Freight Forwarding, Consolidated Shipping Services Group

As an industry head, in your view how has ocean freight management changed post-pandemic?

The industry had a steep learning curve through 2020-21, while witnessing a massive increase in freight costs, with container and shipping prices reaching up to ten times higher than before the pandemic. Congestions in major ports have also played a huge role and we still cannot ascertain if this will reduce, seeing that the pandemic is not over yet. The successive waves of Covid have impacted a drop in personnel as well – right from a shortage of professional truck drivers to logistic operators in key markets causing difficulties in optimised operation of ports, terminals, and warehouses. As an organisation, CSS has been resilient to withstand these changes.

What are CSS’ expansion plans?

CSS is expanding its operations into Saudi Arabia, in line with the KSA vision of 2030 that also focuses on logistics as a key economy driver. We are also expanding into East Africa this year. CSS also invested in tech, ramping up our IT capabilities to maintain a 360-degree control for operational cohesiveness.

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National Security Advisor Ajit Doval has said that in the current complex and challenging geopolitical situation, it’s necessary to focus on maritime security. He said, “he trajectory of this nation is well defined, we know where we’re going. And when our time comes, India will not be able to become the power it deserves to be unless it has a very strong maritime system. This is perfect timing for it.”

He said, “in the national security discourse importance of land and maritime borders are very different. You cannot fence them, put 24×7 vigilance, the concept of sovereignty in land borders is territorial and well-defined.”

Doval said this on Thursday while addressing the first meeting of the Multi-agency Maritime Security Group to discuss important policy matters affecting maritime security. The meeting was presided over by the National Maritime Security Coordinator, Vice Admiral Retd. Ashok Kumar.

He said, “Indian ocean is a great asset to us. With the cardinal principle of security, our vulnerabilities are directly proportional to our assets. More we develop, the more assets we create; the more prosperous we get, the greater would be vulnerability and greater would be the need for security.

Ajit Doval presiding over the meeting of multi-agency Maritime Security Group

During the meeting, Doval said,” In the changing geopolitical scenario, the Indian ocean which has been an ocean of peace is gradually becoming competitive. We see a potential of having a clash of interest, we need to protect it and be vigilant.”

Ajit Doval said, “We have responsibility towards neighbours be it disaster management or security for them, we’ve been doing it. We recently had an example of countries coming together when Colombo Security Conclave was held to tackle maritime threats in Indian ocean.”

We have a responsibility towards our neighbours, whether it is disaster management or safety for them, we have been doing this. We had an example of countries coming together recently when the Colombo Security Conference was held to deal with maritime threats in the Indian Ocean. We know where we are going… If India does not have a very strong maritime security system, it will not be able to become the power it deserves. This is the perfect time for it. Intelligence agencies provided important information about smuggling, gun running, counter-terrorism, and espionage.”

Source: https://www.awazthevoice.in/india-news/nsa-doval-says-maritime-security-a-priority-area-for-india-13106.html/

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