MCI (P) 155/07/2015 | A Publication by the Singapore Shipping Association Q4 2015 Issue 48

News

2 Editor’sNote

Member Events

3 AppreciationDinnerforMinisterLuiTuckYew

3 SMEF60thAnniversaryDinner

4 SSAExecutiveDirectorSpeaksatAsiaPacificMarineConference2015

6 MaritimeSingaporeConnect

8 SSA30thAnniversaryCelebrations

EditorLisaTeoEditorial TeamMarianneChoo,AngChinEng,QuekTsuiChiang,JolynTeo,DeborahTan

Photo credits: SingaporeTelecommunicationsLtd,InternationalChamberofShipping(ICS)

11 YEGOWBunkerEducationalTalk

11 YEGPinkCocktail

11 YEGBowlingChallenge2015

12 2015inPicturesand2015Sponsors

Features

15 CyberThreats:TheHiddenDangerToShipping

20 CyberSecurity:ShippingIndustryTakingBabyStepsintheCyberSecurtyMinefield

24 CyberCrime:OnlyAClickAway

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IN THIS ISSUE

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Thought Leadership

28 TowardsReducingCO2Emmissions:Contributions&AchievementsByShipping

Others

30 NewMembers

30 NewStaffattheSecretariat

32 SSAExecutiveDevelopmentProgramme

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Notice to all SSA members – stay in contact! As you are aware, the SSA Secretariat often sends out email circulars to inform you, our members, of SSA’s events and the latest developments in the industry. We have noticed that some of you may not be receiving the email circulars sent out by the SSA Secretariat – as your office email server may have classified our emails as spam.

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Editor’s Note

The Association of Singapore Marine Industries (ASMI), Singapore Maritime Foundation (SMF), Singapore Maritime Institute (SMI) and SSA came together to organise an appreciation dinner to honour former Minister of Transport Mr. Lui

Tuck Yew. It was held at The Ritz-Carlton, Millenia Singapore, on 22 September 2015. The dinner was attended by more than 300 guests from the maritime industry. In his speech, he shared many anecdotes of his maritime journey and in particular, his mantra ‘Listen, Learn, Lead’ which had guided him through his career. He recounted, “When you’re the Chief of Navy you tend to do a lot more leading ... And coming into the maritime sector where it was almost completely new to me other than the security aspect, it was a wonderful new experience altogether, listening and learning, spending time with the experts, drawing from their insights and perspectives, and using that to help me shape some of the things I would later do in MPA and MOT.” Mr. Lui added that the maritime sector as a whole was on “firm footing” and enjoyed strong support from the Government, but that it is facing challenging times. “I’m not quite sure when we can see the light at the end of the tunnel - and I don’t mean the train,” he quipped. “It makes it all the more important for the different entities to come together to work as one and for the Government to be your partner.” The Association would like to thank SSA member companies who sponsored tables for the event. We sincerely wish Mr. Lui Tuck Yew the very best for his future endeavours and hope to see him again soon amidst our maritime fraternity.

Appreciation Dinner for MINISTERLUITUCKYEW

JANUARY 20161/1 Public Holiday: New Year’s Day6/1 Young Executives Group (YEG) Committee Meeting8/1 Bunkering Sub-Committee Meeting13/1 International Committee Meeting20/1 Offshore Tax Sub-committee Meeting25/1 Operations, Training & Manning Sub-Committee Meeting28/1 SSA Council Meeting

FEBRUARY 20162/2 Cruise Sub-Committee Meeting4/2 Ship Operations and Port Services Sub-Committee Meeting5/2 Offshore Training Development & Education Sub-Committee Meeting8/2 - 9/2 Public Holiday: Lunar New Year11/2 Maritime Safety & Security Sub-Committee Meeting17/2 Event: SSA Lunar New Year Cocktail Reception18/2 Technical Committee Meeting26/2 Offshore Services Committee Meeting

MARCH 20162/3 Services Committee Meeting9/3 Legal & Insurance Committee Meeting22/3 MPA/SSA Operational Meeting31/3 SSA Council Meeting

The Singapore Maritime Employers Federation (SMEF), one of the pioneering maritime organisations in Singapore held its 60th anniversary celebrations on 7 September 2015 onboard Asia’s only

tallship, the “Royal Albatross” in Singapore. SMEF is the only trade union representing maritime employers and its secretariat is managed by the SSA. Over 100 people from its member companies, SMEF’s tripartite partner organisations – Maritime and Port Authority of Singapore, Singapore Maritime Officers Union, Singapore Organisation of Seamen and SSA – and specially invited guests were treated to a cruise around Singapore waters. It was also a reunion of sorts as amongst the attendees were the Federation’s past and current chairmen and executive secretaries from the 1970s to date.

Singapore Maritime Employers Federation celebrates 60 years

Capt. Francis Joseph, who has served as SMEF’s Chairman since 2007 and Director of Herning Shipping Asia Pte Ltd commented, “Reviewing SMEF’s Constitution and key objectives laid down back in 1955 when we were first formed and now 60 years on, I can say that the Federation has lived up to its strong belief and drive to maintain good industrial tripartite relationships. The SMEF has conducted its activities in a harmonious, effective and dignified manner befitting of its industry stature.” “I am very grateful for their tremendous support, drive and energy of the SMEF executive committees past and present who have worked tirelessly to further the interests of the Federation and Maritime Singapore,” he added.

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The last issue of this year’s WAVES reflects on the increasing importance of cyber security and outlines the priorities of SSA under the new leadership of President Esben Poulsson.

With the swelling number of cyber breaches, the attention has been brought to the world on the needs for every individual and organizations armed with defenses against virtual embezzlement. In this issue, we call on some cyber specialists to give us an insight on this subject.

In retrospect, 2015 has seen several developments for the association. We celebrated our 30th Anniversary with a new emblem and identification in addition to the birth of the newly elected council.

To commemorate Singapore’s Golden Jubilee, SSA and MPA jointly launched a coffee table book, titled “A Light on the Straits - Maritime Singapore” and produced a maritime industry-themed documentary broadcasted in National Geographic channel titled “Inside Maritime Singapore” which chronicles the country’s maritime development over the years upon the vision for the future.

With this, let us receive the arrival of the New Year with abundant anticipation and confidence towards the advancement in the industry as we steer through a new direction, addressing areas connected to productivity and cost; appealing to the younger generation and preparing the industry for the future.

Ms Lisa TeoEditor

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Good Morning fellow colleagues from the Shipping community. Shipping is a complex and volatile industry that is constantly evolving and striving.

In the 20th century, globalisation and containerisation were the two most disruptive innovations for the shipping industry. Today, globalisation, coupled with an increasingly complex regulatory environment, continues to present us with a great many challenges. In addition, we will have to deal with an impending shortage of experienced seafarers whilst embracing new green technologies to further minimise industry’s impact on the environment.

This dynamic and challenging environment will continue to push industry players to the limit, but will also create new opportunities. Looking ahead, a few emerging trends can be observed.

I will briefly walk you through, Technology uptake; Economic Shifts; Global Regulatory Landscape; Marine Fuels and Piracy and Maritime Security.

Technology Uptake Ships are long-lived assets. A ship can trade in the market for 20 to 30 years. In an uncertain future, it will have to be flexible enough to deal with upcoming requirements.

From an historical perspective, technology uptake in shipping has generally been a slow process. Even today, cadets are still expected to learn how to use the sextant, a 300-year old instrument!

Containerisation, which revolutionised global freight and was instrumental in the development of today’s global supply chains, is a fairly new innovation. The containerisation of shipping started in the 1950s, but it was not until global standards were fixed in the late 1960s that it gained traction. After that, it took 30 years to take over 90% of the general cargo market.

Similarly, it took almost 30 years from the first major spills in the late 70s and 80s for double hulled tankers to gain general acceptance as an industry standard.

International performance standards for electronic charts were first adopted in 1995, but it was only from 2002 that Electronic Chart Display and Information Systems (ECDIS)

MEMBERS’ EVENTS

were accepted as an alternative to paper charts. It took almost 10 more years before it finally became mandatory for merchant vessels to carry ECDIS.

History shows that the adoption of new technologies in the shipping industry is driven primarily by regulatory changes that are introduced as a result of major accidents.

It should be further noted, however, that in an increasingly competitive business, operating costs and fuel prices can have exert considerable influence on ship owners’ decisions. Technology uptake also depends on the degree of which a technology is implemented, as financial and information costs tend to decrease as technologies mature.

Economic Shifts Looking ahead, we are in for a period of change in world economic power.

The centre of economic activity will shift toward Asia in the next few decades, as increasing urbanisation and economic development continue to fuel the growth of Asian economies. In addition to urbanisation, a burgeoning middle class, means a higher demand for resources in the future. Similarly, there are expectations that global demand for oil, natural gas and coal will increase.

With shipping accounting for some 90 per cent of world trade, and with intra-regional and worldwide increases in trade on the horizon, the result could be strong growth for the maritime sector as a whole, with most ship types – including bulk carriers, tankers, container ships and LNG carriers – expected to grow in numbers and total tonnage. IHS Fairplay estimates that the total fleet, measured in million dwt, will increase by approximately 50% between now and 2020, based on annual economic growth of 3.3 percent. This suggests that an average of 1,700 to 2,000 new vessels will be contracted for in each year.

It should be further noted, however, that the shipping market is currently in a trough, and the vessels that were ordered during the last market boom are now being delivered, adding to the difficulty of adjusting to today’s less favourable economic situation. It will take some years before the current oversupply is absorbed.

Global Regulatory Landscape International shipping is arguably one of the most heavily regulated industries in the world. Shipping currently operates under a complex set of international and national regulations.

Traditionally, leaps in regulation have been driven by current events, including, in a few extreme cases, events that take place outside the shipping sector. A well-known example is the Exxon Valdez oil spill, which resulted in the US Oil Pollution Act (OPA) and the mandatory use of double hulls for all tankers.

While environmental regulations in the maritime industry have historically lagged behind those of other industries, this situation is now changing. An increased focus on both global and local environmental issues in general, combined with the growing realisation of the actual pollution burden imposed by shipping, has led to an upsurge in both international and national regulations.

Some are ready for implementation and will enter into force in the near future, while others are still being developed and will have an impact only in the intermediate term. The key issues having a significant regulatory impact this decade are, broadly speaking, SOx, NOx, particles, greenhouse gases (in particular CO2) and ballast water management.

New international regulations addressing ships’ energy efficiency entered into force on January 1, 2013, while stricter sulphur requirements entered into force for specific sea areas in 2015 and globally in 2020, and demanding ballast water treatment requirements are expected to enter into force shortly. Compliance is made challenging by a number of factors, including financial constraints, technological immaturity and uncertainty regarding enforcement and the consequences of non-compliance.

Marine Fuels The shipping industry has become one of the major users of fossil fuels, and an increasing focus is being placed on the usage of maritime fuel due to increased scrutiny of the maritime industry’s emission levels.

Fuel cost is the largest cost element for virtually every shipping company today.

The regulatory shift towards low sulphur fuel is one of the developments in the industry that will have the largest impact in terms of shipping costs and operations, and may have a strong impact on the ‘uptake’ of new technologies. The viability of many emission reduction technologies depends heavily on various fuel prices and their relative differences. This factor, added to the overall importance of fuel prices for the profitability of the maritime industry, makes monitoring of

the fuel markets and keeping track of their developments of significant importance.

Piracy & Maritime Security At a basic level, maritime piracy is a maritime transport issue that directly affects ships, ports, terminals, cargo and seafarers. Above all, piracy is associated with considerable human costs, as seafarers are the first to be affected by piracy attacks. They are usually held hostage and may be injured or killed.

As piracy activities have evolved and become more widespread and complex, the issue of maritime piracy has developed into a multifaceted transnational security challenge that threatens lives, livelihoods and global welfare. Piracy gives rise to considerable direct and second order costs and has broad repercussions both at a regional and at a global level. Piracy disrupts transport and trade flows as well as other economic activities, such as fisheries and energy production, thus potentially jeopardizing the development prospects of both coastal and landlocked economies in affected regions. Moreover, piracy threatens the safety of navigation and delivery of humanitarian aid and has broader implications for transport and trade across interconnected global supply chains, as well as for energy and food security.

In the face of increasing costs and risks to seafarers, the shipping industry has had no choice but to develop and adopt its own measures aimed at countering the threat of maritime piracy. Whilst a great deal of support and commitment from nation states, these industry measures demonstrate that the shipping industry can take the lead in regulating itself.

The Way Forward As this plethora of legislation comes into force, they will have significant economic and operational implications.

Shipping will have to adopt new technologies over the next decade in order to be able to adapt to upcoming regulations and market pressure. The menu of available technologies is long – and filled with difficult decisions to make. Forthcoming regulations will force ship owners to address technologies that can impact SOx emissions, NOx emissions, ballast water cleaning and energy efficiency. While the industry is developing solutions at a fast pace, the development of new technologies will impact the entire value chain, from ship owners to suppliers and start-up companies.

For each regulation, a ship owner will have multiple viable technologies to choose among - making the right choice will require knowledge of the effects, side-effects and operational implications.

Managing their cumulative impact may be one of the decade’s key challenges for individual companies, as the cost of compliance will be very high, and the business consequences of wrong decisions severe – the key uncertainty with new technologies is always in their validation and uptake, rather than their technical performance.

In the long run, companies that fail to make the right strategic choices while navigating these treacherous regulatory waters may find their long-term viability severely affected.

We may take comfort, however, from the fact that there has been an increasing interest in incentivising energy efficiency and rewarding early adopters of new technologies.

SSA Executive DirectorspeaksattheAsiaPacificMarineConference2015On 29 October 2015, Thursday, Mr. Michael Phoon,

Executive Director of the Singapore Shipping Association gave a keynote speech at the Asia Pacific

Marine Conference 2015 that was held at Suntec Singapore.

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UPCOMING: MaritimeSingaporeConnect

(MSC)Office

The Maritime Singapore Connect (MSC) Office is an upcoming national-level initiative that would give Singaporeans easy access to maritime job openings and

information on maritime education and training options. The new set-up under the Singapore Maritime Foundation would work closely with maritime employers, industry associations, the government and schools to elevate current profiling efforts of the education and career opportunities in the maritime industry. This is an initiative supported by the Maritime and Port Authority of Singapore (MPA) which is aligned with the SkillsFuture movement to promote skills mastery through

various funding schemes for students, early career employees, mid-career employees, employers and training providers. The MSC Office was officially announced by Deputy Prime Minister Teo Chee Hean on 25th September 2015 at the SSA 30th Anniversary Gala Dinner, and it is expected to launch in 2016. One key initiative would be the MSC Portal with a central depository of maritime-related positions. In addition, the MSC Office would offer maritime-related education and career guidance, and help to link the maritime industry with schools for internship and job opportunities. It would also be involved in outreach events and publicity campaigns.

The Association celebrated its 30th Anniversary on 25 September 2015, at the Marina Bay Sands

Singapore. In attendance was Deputy Prime Minister (DPM) and Coordinating Minister for National Security Mr. Teo Chee Hean, former Minister of Transport Mr. Lui Tuck Yew and Senior Minister of State in the Prime Minister’s Office and Ministry of Transport and Ministry of Foreign Affairs, Mrs Josephine Teo, along with a staggering 2160 guests and members. To welcome the arrival of the Guest of Honour and SSA Council at the red carpet were 30 students and cadets from the Singapore Maritime Academy (SMA) smartly dressed in their uniform. This was followed by a spectacular laser effects show by Kiki Tay which was highly complimented by the attendees as a grand start to the night’s celebrations. Carrying on a tradition of SSA’s Gala Dinner programme was a performance by our very own Young Executives Group (YEG) committee members and for this year, it was a collaborative effort with cadets from the SMA. In just 5 training

sessions, they put on an exuberant drumming performance with recycled materials, such as industrial tools, containers, scrap, grinders and kitchen utensils. Guests were highly impressed and thoroughly enjoyed the eye-catching performance. It was a thoroughly enjoyable evening, with a scrumptious dinner, ample networking opportunities and not forgetting the stand-up comedy show time by emcee Hossan Leong. In this event-filled evening, the highly awaited National Geographic coffee table book ‘A Light on the Straits – Maritime Singapore’, was also officially launched by DPM Mr. Teo Chee Hean, SSA President Mr. Esben Poulsson and Mr. Andrew Tan, Chief Executive of the Maritime and Port Authority of Singapore (MPA). As mentioned in the last issue of Waves, this coffee table book, along with the National Geographic documentary ‘Inside Maritime Singapore’ which premiered in June, are a collaborative project between MPA and SSA in commemoration of Singapore’s Golden Jubilee. Guests and attendees DVDs of the documentary during the event whilst the coffee table

books would be available for collection in January 2016. The Association would like to express our appreciation and heartfelt thanks to all who have contributed and participated in the celebrations. The Association would especially like to thank the following companies for their generous sponsorship towards the Gala Dinner: Assuranceforeningen Skuld (Gjensidig) Singapore Branch, Edge Group, FCm Travel Solutions, Jurong Port Pte Ltd, Keppel Offshore and Marine Ltd, Kim Heng Offshore & Marine Holdings Limited, Maersk Singapore Pte Ltd, Masterbulk Pte Ltd, PSA Corporation Limited, QBE Insurance (Singapore) Pte Ltd, Sea Asia Singapore Pte Ltd and Veritas Petroleum Services (Asia) Pte Ltd. The Association will be celebrating its 31st Anniversary next year on Friday, 23 September 2015 at the Marina Bay Sands Singapore. Do keep a lookout for the event circular and book your table(s) early to avoid any disappointment. We look forward to receiving you and your guests again in 2016!

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YEG Educational Talk & Networking SessionsMr. Karnan Thirupathy, Partner of the Shipping & International

Trade team at Kennedys Legal Solutions facilitated a discussion on the recent cases in respect of the OW Bunker insolvency and

the effect of those decisions on Bunker Supply Contracts. Held at Kennedys Legal Solutions’ office on the 14 October 2015, more than 25 participants from the Singapore Shipping Association (SSA) and Young Executives Group (YEG) attended this talk. Mr. Thirupathy spoke about the recent cases (in different jurisdictions, those being Singapore, the UK and the US) relating to the insolvency OW Bunker. He discussed the different decisions in those jurisdictions and their implications for shipowners, physical suppliers as well as OW Bunker. Mr Thirupathy also touched on the impact which the OW Bunker insolvency will have on the future of bunkering business. The talk ended with a mini networking session among the participants with light refreshments.

YEG Pink CocktailIn conjunction with the Breast Cancer Awareness Campaign

held every October, the Pink Cocktail was organized in collaboration with the Breast Cancer Foundation (BCF) and

garnered an impressive turnout including the attendance of 4 gentlemen! The cocktail included an informative presentation by BCF representatives, Ms. Caroline Jacqueline Nobleza and Ms. Wynne Ng as well as a personal sharing by Ms. Brenda Lim, a BCF volunteer and breast cancer survivor. The BCF introduced its various initiatives of which include, counselling, support programmes as well as fundraising activities. The presentation highlighted inspirational stories of survivors as well as the importance of awareness and early detection. Breast cancer survivor, Ms. Brenda Lim shared about how she was diagnosed with breast cancer at age 38, despite keeping an active lifestyle. As a working professional (lawyer), she had a busy schedule and this took a toll on her health. However, she stayed optimistic and overcame the ordeal through the support of the BCF, as well as her mother. She closed the session by sharing that cancer can also affect younger women and emphasized the importance of caring for one’s personal health. Special thanks to all the attendees who made the 3rd run of the YEG Pink Cocktail a success. Through the event, a total donation of $385.00 was raised from the sale of pink ribbon charity pins for the Breast Cancer Foundation (BCF). For more information on the BCF, please visit: www.bcf.org.sg

Once again, the SSA YEG bowling challenge received an excellent response by SSA member companies this year, as lanes filled up a week before the intended

closing date. The event began with participants fueling up over a buffet dinner, followed by an exciting tournament at Kallang Leisure Park Bowl. 20 lucky draw winners took home Takashimaya shopping vouchers, and several bowlers took home a winning title. This year, Pacific International Lines (Pte) Ltd retained its title as Champion in the Team Division for the 3rd consecutive year. Its players were also awarded the highest game and Champion in both the Men and Women Division.

These are the winners of the bowling tournament 2015:

YEG Bowling Challenge 2015

Team Division Champion- Pacific International Lines (Pte) Ltd

Ladies well dressed in pink for the cocktail

YEG Bowling Challenge 2014 (Tournament Results)Team Division Champion Pacific International Lines (Pte) LtdTeam Division 1st Runner-Up Neptune Orient Lines LimitedTeam Division 2nd Runner-Up APL Co Pte LtdMen’s Division Champion Mr. Vijaya Chelvan Pacific International Lines (Pte) LtdLadies’ Division Champion Ms. Roselyn Ahmad, Pacific International Lines (Pte) LtdHigh Game Mr. Vijaya Chelvan Pacific International Lines (Pte) Ltd

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Mr. Ollie van der Zee (R), YEG Committee member presenting a token of

appreciation to Speaker, Mr. Karnan Thirupathy (L)

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The Association would like to take the opportunity to thank our sponsors for the strong support and

generous contribution throughout the year!

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In the same way that the maritime industry has been relatively late adopters of Information and Communication Technology (ICT), they have also likewise been slow to

respond to the threat of cyberattacks. The maritime and energy industries are now as connected as many land-based ones, with ships, containers and rigs vitally linked to computer networks, and in the process presenting vulnerability to hackers. The industry is only just beginning to talk about the issue and formulate possible responses. Earlier this year, a roundtable consisting of BIMCO, ICS, Intercargo and INTERTANKO, made a submission to the International Maritime Organization’s (IMO) Maritime Safety Committee (MSC), urging development of voluntary guidelines on cyber-security practices to protect and enhance the resilience of cyber systems supporting the operations of ports, vessels, marine facilities and other elements of the maritime transportation system. The threat is not an idle one. According to a Reuters report, it is estimated that globally, cyberattacks against oil and gas infrastructure will cost energy companies some US$1.9bn by 2018, while the UK government estimates cyberattacks already cost oil and gas companies there around GBP400 million a year. While exact numbers are not easily available, anecdotal evidence from news reports show such incidents have the potential to be very serious. For example at a presentation on the US Coast Guard’s new cybersecurity strategy earlier

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this year, an incident was described where a mobile offshore drilling unit in the Gulf of Mexico saw malware infiltrating its computer system, which then disabled its dynamic positioning system and caused the rig to drift off the well site and caused a temporary shutdown. In another incident, hackers shut down a floating oil rig off the coast of West Africa by tilting it, once again through infiltrating shipboard control systems. This incident took a week to rectify, while another rig enroute from South Korea to Brazil was so badly infected with computer malware that it brought the vessel’s systems to a standstill and took 19 days to bring back online such that it could function again. In yet another well-publicised case, hackers infiltrated computers at Antwerp Port, to locate specific containers in a drug smuggling scam, which ran for two years before it was discovered. These incidents are only set to increase with more of shipping going online. As crews get smaller and ships get bigger, they increasingly rely on automation and remote monitoring, meaning key components, including navigational systems, can be hacked. Modern ships are now highly automated, with networked communications, navigational and operational systems that can basically run the ship without human help. This makes them increasingly vulnerable to cyberattacks. For example, an overreliance on GPS systems makes ships vulnerable to hackers who could spoof or jam the system, throwing it off course while making it appear to be on-course, with disastrous consequences such as collisions and groundings. Cybersecurity researcher Mohamed Ashik says cyberthreats

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in the shipping industry can be divided into five categories: Ships and safe navigation; satellite communication; cargo tracking systems; marine radar systems; and Automatic Identification systems (AIS). Broadly, these involve three main widely used technologies in the maritime industry where vulnerabilities have been seen. These are the GPS system, marine AIS and the now mandatory Electronic Chart Display and Information System (ECDIS). When maritime cybersecurity firm CyberKeel probed the online defences of the world’s 20 largest container carriers this year it found 16 had serious security gaps. “When you look at the maritime industry there’s extremely limited evidence of systems having been breached” compared to other sectors, said CyberKeel founder Lars Jensen. “That suggests to us that they’ve not yet been found out,” he concluded ominously. The common use of standard technology such as GPS and AIS on all commercial vessels now increases the vulnerability. Researchers from the University of Texas have demonstrated how it is possible to change a ship’s direction by faking a GPS signal to interfere with its onboard navigation system. Another example by anti-virus vendor Trend Micro showed how an attacker with a simple cheap VHF radio could exploit weaknesses in the AIS, which all vessels carry to tamper with the data, impersonate a port authority’s communications with a ship or effectively shut down communications between ships and with ports. Meanwhile, British cybersecurity research firm, NCC Group, found flaws in one vendor’s Ecdis software that could allow an attacker to access and modify files, including charts. “If exploited in a real scenario,” the company said, “these vulnerabilities could cause serious environmental and financial damage, and even loss of life.” The dangers are already relevant. For example, when the USS Guardian ran aground off the Philippines, the US Navy in part blamed incorrect digital charts. If this was escalated to the level of a cyberattack the consequences could be much more widespread.

Big container ships and container terminals are especially vulnerable. “Most modern container ships totally rely on computer networks. Nothing happens … without bits and bytes making it happen,” Rear Adm Marshall Lytle, assistant commandant responsible for US Coast Guard Cyber Command said. He said port security used to be all about “guns, guards and gates.” Operations at modern container terminals now make extensive use of computer networks and modern technologies like GPS, WiFi towers, and Internet connections. A recent study by security company Rapid7 found more than 100,000 devices, from traffic signal equipment to oil and gas monitors, were connected to the internet using serial ports with poor security which increases vulnerability exponentially. For example, in the Gulf of Mexico mobile drilling unit incident, the navigational control system was the same system that workers used to plug in smartphones and other personal computer devices and thus unsuspecting individuals had downloaded infected files from online music and pornography sites, which then infiltrated the rig’s computer systems when the devices were plugged in. “Increasingly, the maritime domain and energy sector has turned to technology to improve production, cost and reduce delivery schedules,” a NATO-accredited think-tank said in a report. “These technological changes have opened the door to emerging threats and vulnerabilities as equipment has become accessible to outside entities.” Meanwhile systems integrator ABB pointed out yet another area of vulnerability as the industry adopts greater use of electric propulsion technology. “One central concern when delivering electric propulsion systems, electric generation and protection equipment, and automation and advisory solutions is how all these are connected in a network architecture and how the network is connected with other systems on the ship and on land,” said Kai Hansen technology manager at ABB’s Vessel Information and Control Center of Excellence in Norway.

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ABB noted that issues that need to be looked at include having in-depth defences, with security zones in place. “Defense-in-depth refers to multiple, independent and redundant layers to compensate for potential human and mechanical failures so that no single layer, no matter how robust, is exclusively relied upon,” said Hansen in a report. The solutions proposed involve a combination of good network architecture which define the security zone hierarchy for the shipboard environment, isolating critical systems such as propulsion, power and the navigation system within a secure zone, and creating greater awareness of cybersecurity among the crew. Among the first to raise concern about these threats have been marine underwriters. Speaking at the President’s Workshop at this year’s International Union of Maritime Underwriters’ (IUMI) conference in Berlin, IUMI president Dieter Berg said that while technological advance was welcome, “the flip side of this development is that critical infrastructure such as ports and maritime operations will be highly vulnerable to outside attack. What happens if someone forces a 300m vessel to run aground by breaking into the navigation system?” “IT systems on ships are vulnerable remotely or in port. We have to see that ships are not isolated units anymore,” he said. There are signs however that the industry is taking action. Recognising the problem, Aron Frank Sørensen, chief marine technical officer of BIMCO, noted the vulnerability of ships when he said that when ships are chartered to third party operators, the shipowner does not have control over the IT systems required by the charterer.

“Among shipowners there is a lack of awareness because ships have been remote from the digital world, and to some extent they still are. New ships are not being built with the high-tech systems; they are being built like in the 1980s. A ship is a long-term investment of 25 to 30 years. When they were built, nobody considered cybersecurity at all, so they put some badly designed hardware into the ship,” Sørensen said.Giving some idea of the way forward, Sørensen said: “We see industry best management practice as the way to cope with cybersecurity.” The conference report concluded that IUMI will support the development of voluntary guidelines by BIMCO and others on maritime cyber security practices, and provide input and will consider co-sponsoring papers to the IMO. Sørensen added that cybersecurity should be given greater attention by the industry. Whether it is taking over a newbuilding or buying used tonnage, electronic systems have to be cleaned in addition to the other ship’s systems, especially when dealing with onboard software maintenance and an always open on-line connection. Other recommendations include taking precautions during construction of a ship, when a quality assessment system for software lifecycle activities should be put in place, specifying cyber security considerations, while ships’ networks should also be configured to have the option of being controlled and uncontrolled with various levels of security. Sørensen noted BIMCO’s proposal for guidelines for ports, ships, and other parts of maritime transportation system made at the IMO’s MSC 94 last November and the update paper by the industry roundtable which was submitted to MSC 95 in June and the intention was to present the finalised guidelines to MSC 96 in May 2016. In addition, BIMCO has also been working with the main international association for marine electronics companies, Comité International Radio-Maritime, since 2013 on a draft industry standard for maintenance and update of on-board programmable electronic systems. “The cyber work and the CIRM work are interrelated and coordination is essential,” Sørensen concluded.

Technological changes have opened the door to emerging threats and vulnerabilities as equipment has become accessible to outside entities

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On 13 October 2015 the 7th SingTel Maritime ICT Roundtable was organised to understand the maritime industry’s approach towards cyber security. Amongst

the participants were SSA members and key personnel from Singtel. Views from the panelists varied according to size of organisation they came from and type of trade. Cyber security is seen as a high priority issue for those in the passenger ship industry but not for those carrying cargo/freight. The majority view amongst the shipowners/operators was that cyber security is an emerging issue but currently does not pose as a high level threat. For now – and in the absence of a major incident – ships carrying cargo/freight are seen as outside the sphere of cyber-attacks. The risk of external interference or takeover of a vessel is seen as remote. The biggest threats currently are ‘internal sabotage’ of systems, such as an employee or unsupervised vendor inserting a corrupted USB stick into a computer, data theft or an anonymous party somewhere in the world attempting to extort payments over the web.

It was generally acknowledged that there is a ‘knowledge gap’ on cyber security in the maritime industry and a desire to close the gap. However, finding employees with the requisite knowledge to address this concern remains a challenge. Shipmanagers, in particular, saw an effective cyber security system as a useful marketing tool when promoting their services to shipowners. By the end of the discussion there was consensus that a ‘cyber health check’ of systems on ship and shore, would be a useful service. Also, having a well thought out disaster recovery plan in the event of a breach was also seen as a good idea.

Participants • Colin Leong, Director IT Security, Neptune Orient Lines (APL)• Goh Kwong Heng, Deputy Director (Research & Technology Development)/CIO, Maritime and Port Authority of Singapore (MPA)• Capt. Vijay Rangroo, Managing Director, MTM Ship Management Pte Ltd• Capt. Tey Yoh Huat, Adjunct Senior Research Fellow, National University of Singapore • Michael Phoon, Executive Director, Singapore Shipping Association• Capt. Michael P. Elwert, Director, responsible for Group Strategy, HR & Support, Thome Group of Companies • Too Shiun Jye, General Manager, ASEAN Cableship Pte Ltd• Lim Kian Soon, Head of Singtel Satellite, Singtel• Freddy Tan, Director Enterprise Architect (Security) NCS, a Singtel company

Panel Moderator: Edwin Lampert, Group Managing Editor, Riviera Maritime Media

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EDWIN LAMPERTRIVIERA MARITIME MEDIA

FEATURE

Conclusion from the discussionDiscussions at the 7th Singtel Maritime ICT Roundtable 2015 largely centered on cyber security as a technological threat: data theft, manipulation of systems, and hacking. Attention also focused on the skills/knowledge gap in this area as well as vulnerability to internal sabotage. The expectation is that in any future roundtables the discussion will deepen in line with growing awareness and will also broaden into legal and insurance issues, including personal and product liability, as well as cybercrime and terrorism. Much was made of the competitive advantage that a company can enjoy through having robust maritime cyber security. It will also be interesting to track the financial and other fortunes of companies that fail to implement such systems and find they are incapacitated by a breach. The lack of specialist knowledge in this area was also highlighted. The expectation is that training courses – for every stage of professional development - will evolve to address this shortfall. And those ahead of the curve are likely to be best placed to influence and benefit from such schemes. All participants, whatever their level of preparedness or investment, were in agreement that there is no turning the clock back on this issue. It has captured the attention of the regulators, with the United States Coast Guard known to be looking at the issue. The IMO Maritime Safety Committee has added cyber security as an agenda item for its May 2016 meeting (MSC96).

This is an excerpt from a whitepaper commissioned by Singtel on the 7th SingTel Maritime ICT Roundtable. For the full report, please email your request to cathng@singtel.com

SSA’s Perspectives on Cyber Security on board ShipsCurrently, the perception is that the shipping industry is in the ‘seeking awareness’ stage on cyber security and find that it may be too early to speak about setting ‘standards’ for the onboard ship systems.

While there may not be many known cases of cyber breaches of ships’ critical systems, it is an opportune time to start raising awareness of having good management practice of enhancing cyber security on ships, and this includes the use of all portable/personal electronic devices, as well as onboard ship systems.

Over the last 50 years, Singapore has developed into the World’s premier shipping hub. Few other shipping centers can boast the history, strategic location, government support, efficiency, and depth of services available to both owners and operators of the global fleet.

But for Singapore to retain, and develop its position in the maritime world it needs more than policies, buildings, and lawyers. Singapore needs people – a new generation who are interested in shipping and maritime commerce. People who understand what it is like to serve at sea: what can be done, what shouldn’t, and what can be improved further.

Over the last two years, Masterbulk has provided a number of positions for female cadets looking to pursue a maritime career.

Each of these individuals came to the industry for different reasons. As we look at how to attract more young talent, we should listen to why these women chose a career in shipping and what we can do to make it more attractive to them.

Why did you want to go to sea?

“Since I was young, I wanted to do something adventurous and something that most girls wouldn’t want to do. I’ve always wanted to sail, travel, see, experience, and understand different

cultures. Sailing allows me to do all these, in an environment where the crew come from different cultures, backgrounds and countries. Going to sea allows me to see different things, things that I won’t be able to see if I have a job on land.” - Lau Xin Wei

“I love ships. I love how majestic a shipping vessel is, the fact that this form of transportation has evolved into what it is today. My dream is to be out at sea - to see and travel around the world in such a vessel.” - Lim Xin Yi

What attracted you to the maritime sector over other sectors in Singapore?

“After being an intern on a luxury superyacht for 4 months and working as a part time deckhand on-board Royal Albatross, I realised that I love the sea. I would like to take up challenges and prove that even though it is a male dominated industry, females are able to work as hard and be independent too.” - Nur Amalina Binte Hamdan

“The possibilities here in the maritime industry are endless. There is a wide variety of jobs available and you are not constricted to one career in this ever growing sector. I want to be successful, to be a leader in the maritime industry.” - Mona Humaira Binte Hanifah Marican

Why did you choose Masterbulk over other companies?

“I chose Masterbulk as they accept female cadets and try their best to ensure that it is safe for the female cadets to sail on their vessels. As a female in a mainly male dominated sector, finding a company that accepts female cadets is hard.” - Lau Xin Wei

What do you think could be improved to attract more cadets, especially female cadets, to the shipping industry?

“Introduce more campaigns and events to students to increase the awareness of the maritime industry and share success stories and insightful experiences of female cadets and how they survive in the male-preponderant sector. And I myself wish to be a trailblazer to the female community in the future.” - Mona Humaira Binte Hanifah Marican

masterbulk’s NEXT GENERATION FEMALE CADETS

Masterbulk, 79 Anson Road #23-01, Singapore 079906p: +65 6229 6100 | e: office@masterbulk.com.sg | www.masterbulk.com.sg

You only need to look around you when you next travel on a train or walk down the street to see how

all of us view connection to the internet essential in our daily lives. Our smart phones and tablets are the key to our social survival and we are never far away from them. We book our holidays online, and buy our shopping online; we listen to streaming music online and our friends and business colleagues sitting thousands of miles away are a mere finger swipe or button press from us. The wonderful internet revolution with its associated clouds, smart watches and Bluetooth linked gadgets is here to stay and we all love it. But there is a darker side to it all; a threat that our very desire to be connected means that our personal lives are open to attack. Until about 2010, the majority of cyber-attacks were driven by an attempt to obtain personal or financially-sensitive data. Today, the nature of the threat is changing, and companies across all business sectors have begun to experience highly sophisticated and complex attacks that attempt to inflict damage to property and operations by seeking to take control of industrial control systems. Indeed a report produced by Marsh & McLennan into the risk of cyber-attack, highlighted that the maritime industry is far from free of risk. “Vessel navigation and propulsion systems, cargo handling and container tracking systems at ports and onboard ships, and shipyard inventories and automated processes, are all controlled using software that is fundamental to smooth-running operations,” the report said. “If, for example, a cyber-attack disabled a vessel transiting the Panama Canal resulting in blockage of the channel, it would have significant economic impact around the globe. Cyber-attacks can also have criminal motivations (as seen in Antwerp between 2011 and 2013) to highjack, divert, or steal cargo. Events over the last four years suggest that these types of systems are growing increasingly vulnerable to attack.”

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CYBER CRIME: ONLY A CLICK AWAY

SEAN MOLONEYELABORATE COMMUNICATIONS

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Shipping’s vulnerability is exacerbated by the drive for our ships to be better connected. As one industry source suggested, if a ship’s speed and direction can be controlled from shore, what’s to stop someone hacking in and changing its course, or opening a valve to flood or pollute? Writing in the weekly newspaper Tradewinds, Peter Armstrong, Executive Director, Cyber at the Willis Group, said that with ‘smart ships’ on the industry horizon, maritime trade is entering an unprecedented era of connectivity that will magnify the cyber-risks for every company and potentially impact on the cost of capital for ship owners.

He said: “Compared with other transport sectors, shipping has thus far been saved by a collectively slow migration towards the ‘“Internet of Things’ — the network of physical objects embedded with electronics, software and sensors that enable connectivity and intercommunication. But that is changing, quickly. Ship owners are in the midst of a wholesale adoption of various e-navigation and integrated automatic identification systems (AIS) to supplement marine radar, the main method of vessel detection, positioning and collision avoidance.” According to research, while it can take up to 205 median days for a cyber-attack to be detected, a worrying 67% of companies learned their security was breached from an external source while 100% of victims questions, had firewalls or up-to-date anti-virus signatures. Indeed, according to a recent presentation by Singtel, Cyber threats in the shipping industry can be divided into five major types: Threats to ships and safe navigation; satellite communication; cargo tracking systems; marine radar systems and Automatic Identification Systems. Cyber attacks, it said, could lead to significant property losses and loss of life and hackers would only need to invest between $850 and $2,000 to buy the necessary kit to identify security gaps in AIS and GPS. Protection Group International (PGI) said there are six cyber threats facing the industry. These are:• State Sponsored – this refers to country on country (taking out a vessel) and poses a minimal threat. Head of PGI Cyber Academy Sharif Gardner said: “Why would you take out a foot soldier when you could take out the whole battlefield. Why would someone want to take out one ship?”• Terrorist attack - Mr Gardner said: “This is actually very complex and again the risk is minimal. It is possible but I would say there is a very low risk. Terrorist groups aren’t actually as developed in cyber capabilities as they are in other areas. There are a number of security measures to stop terrorists taking over a vessel and then finishing it off in the Panama Canal. It’s quite Hollywood. This sort of thing would take a lot of effort for what would make quite a small impact. • Criminal groups – This refers to small criminal groups messing around with container management systems and

is mostly aimed at port operations. There was a case in 2011 in Antwerp when this happened. A small group hacked into port operations to get into the container management systems to shift a few containers left or right so they could smuggle in drugs through the port. This sort of crime is more possible, Mr Gardner said. • Hacktivist groups – This could be a group of people who don’t believe in the ethos of a company. • Hackers – These tend to be individuals working alone wanting to just ‘test the waters’ and see what they can do.• Insider threats – This refers to potentially disgruntled employees who pose a threat from inside the company. Mr Gardner added: “A lot of ship owners have had the fear of God put into them that the next terrorist attack is going to be on a vessel, but fortunately for them that is far less likely than a vessel being taken for any reason. Ship owners are being told that hackers can hack into control systems causing navigational problems for the ships, or oil rugs spilling tonnes of oil into the waterways. These could be anything from acts of terrorism to disgruntled employees wanting to cause havoc. All of these scenarios are possible, but the likelihood is quite low. However, if this was to happen, the consequences would be pretty catastrophic, so it is a risk we all need to be very aware of.”

So how can you or your ship become a target? Well, it can be as simple as allowing hackers access to onboard systems when a crew member downloads a programme using the ship’s onboard internet connection. Even a top shipping executive giving a speech at a conference, could inadvertently infect his office systems when he reuses a USB stick he plugged into an unknown laptop that was being used to run his power point presentation. A virus from the laptop infects the stick and subsequently infects his office systems when he then plugs it into his office computer some days later. The International Chamber of Shipping, along with other bodies, is working with BIMCO to create a set of guidelines that ship owners should follow when protecting themselves against cyber threats. It plans to submit these to the IMO for approval shortly.

ICS Marine Director John Murray said: “Cyber threats and the risks attached to them is something that the industry is becoming increasingly aware of. Our response is to develop guidelines on cyber threats so that shipping companies and the ships can see both the risks and precautions that should be taken. We are not really stating anything new here, a lot of the time it is common sense that needs to be used – things like don’t let anyone go away with your memory stick. “But I think a lot of it is about raising awareness about the risks of cyber-crime. Attackers will always find the weakest part of the network, so I think it’s really important that all shipping companies look at what they can be doing to minimise the risk.” Mr Murray said it was important that shipping looked at other industries in the transport sector to see how they were dealing with the threat. He added: “This isn’t just unique to us. There are other industries like rail, aviation and nuclear facing the same threat. I think it wouldn’t hurt looking at how they are dealing with it. There are things we could take from that and I’m sure things that aren’t so relevant. But if you look at the systems that run the rail network, I’m sure it’s not completely different to how ships are run.” Phillip Belcher, Marine Director at tanker trade association INTERTANKO believes that new computer systems onboard have resulted in an increased vulnerability to cyber-attacks. As he stressed, the introduction of the Electronic Chart Display & Information System (ECDIS) means that the risk of cyber attacks is higher, but he insists it will still be hard to hack into a ship’s critical care systems. Mr Belcher said: “There is obviously an increased risk as we make more developed systems on ships. But ships still mainly run on analogue systems which does make it hard to hack into their vital critical systems. Since the ECDIS came in, there is an increased vulnerability for things like hackers and viruses attacking the systems. This is a big risk because if ECDIS goes down then the ship has no idea where it is or where it’s going. That’s a big danger. “If someone wanted to hack into the ships’ systems and cause oil to spill out from the ship, it’s not as simple as just hacking in and pressing a few buttons. You would have to manually remove a number of valves onboard the ship. I’m not saying it’s impossible but it’s very hard to do as most ships are

Maritime trade is entering an unprecedented era of connectivity that will magnify the cyber-risks for every company and potentially impact on the cost of capital for ship owners still manually controlled. Terrorism is always a risk but I

don’t think it’s something that needs to be at the forefront. It’s certainly not something that should be ignored, we should be aware of the risks but we should deal with it as one of the risks.” Dr Aron Sørensen, head of the project to develop the guidelines at BIMCO, said: “We have tried to keep the industry guidelines on cyber security onboard ships fairly simple and straightforward. It has had to be a bit technical in places, but for the most part is just common sense. We have taken a risk-based approach where we want involvement from shipping companies and ship management companies to arm themselves against any cyber threat they may be at risk from. There is a lot of emphasis on training because protection of IT systems is done by people. It is, for example, common sense that the people onboard and people visiting the vessel will only have the access rights they are entitled to and nothing more. “Most of what could happen onboard a ship would be exactly the same as to a company onshore. But on a ship you have the safety of the ship, crew and cargo to take into consideration as it is a moving platform. The guidelines include the use of USB sticks, email and social media. People coming onboard the ship for service maintenance with access to protected parts of the ship’s networks. Those networks that are connected to the ship’s navigational systems represents a special situation which has to be considered. The same goes for remote access which has open access to the outside world. Dr Sørensen feels that, although the added risk is there, terrorist attacks are not something the industry should be overly worried about at the moment. He added: “As far as we know cyber-attacks that have taken place have been at the company’s base onshore. The main reasons for the attacks so far has been to gain money. But we do believe that ships are vulnerable to cyber-attacks. Lack of awareness in the industry is a potential problem. But we don’t see any Doomsday-type of incident when it comes to ships or any of these clips you see in a Hollywood movie taking place in the real world. A ship is a single unit which is replaceable. “If you take out one ship by a cyber attack, there will be another ship to take its place, so doing this wouldn’t stop the world’s trade. I think that if a terrorist attack were to happen, it wouldn’t be by a cyber-attack, but by people boarding the ship to gain control of the ship’s bridge and engine room.“

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THOUGHT LEADERSHIP

Towards Reducing CO2 Emissions:

Maritime transport is by far the most carbon efficient mode of commercial transport – far more efficient than road or air transport. Today, international

shipping carries 90% of world trade, but accounts for only 2.2% of the world’s total CO2 emissions, down from 2.8% in 2007.

BY SSA SECRETARIAT

Energy Efficiency Design StandardsExtensive discussions at the International Maritime Organization (IMO) have resulted in the development of an Energy Efficiency Design Index (EEDI), which led to the adoption in 2011 of binding energy efficiency standards applicable to newly-built ships. The standards apply to ships built in 2013 and later and require all future ships to meet increasingly stringent fuel economy standards over time. The EEDI (Energy Efficiency Design Index) represents a measure of the relative efficiency of a vessel by establishing an index to measure the inherent design efficiency of a given vessel in moving a given cargo volume over a given distance.

Energy Efficiency Operating StandardsIn addition to the EEDI, the IMO is in the process of developing regulatory standards that will limit or reduce the emissions of ships in operation. This is, however, an extremely complex endeavour, as there are numerous variables that have to be considered for any given ship. Furthermore, in marine shipping, ships are subject to changing commercial and environmental conditions as they move from one trade lane or geographic area to another. These changing conditions directly affect in-use fuel consumption, yet the increase or decrease in fuel consumption associated with changing commercial and environmental conditions is something that the operator has little or no control over. Nonetheless, industry has been very active in engaging IMO to address these complexities.

In this regard, shipping is already the most carbon efficient mode of transport, and becoming increasingly more so over time, in terms of emissions per tonne, shipping has demonstrated a significant marginal advantage in comparison to other modes of transport. Nonetheless, the shipping industry is striving to continue improving the fuel efficiency and minimising the carbon footprint of its vessels.

Air freight (747, capacity 113 tonnes)

Truck (> 40 tonnes)

Bulk carrier (10,000-34,999 dwt)

Oil tanker (80,000-119,999 dwt)

Very large container vessel (18,000 teu)*

435

80

7.9

5.9

3.0

Initiatives to Reduce Emissions

Achievements To Date Road Map Targets for Tomorrow

International shipping has reduced its total emission by 10% reduction in total CO2 (2007 to 2012) despite increased demand for maritime transport.

Through genuine improvements in fuel efficiency, international shipping as achieved Carbon Neutral Growth.

Has in 2015 already achieved its 2020 target of reducing 20% less CO2 per tonne/km than 2005.

Shipping is the only international industry with mandatory CO2rules already in force globally to reduce emissions through technical and operational measures and applies to 95% of the world global fleet including a significant percentage of global tonnage currently not covered under the Kyoto Protocol.

Tapping on new technologies, speed management and operational improvements.

Building bigger ships, better engines, cleaner fuels, smarter speed management, more fuel efficient movement though water (e.g. new hull and propeller designs, satellite assisted trip optimisation, renewable ancillary power).

Existing UN IMO rules require ships built after 2025 to be 30% more efficient (mandatory IMO requirement) and further improvements going forward. The entire world fleet will comprise super fuel-efficient ships by 2050 with many using clean fuels such as LNG. The industry is committed to a 50% CO2 reduction by 2050.

Additional IMO measures include:• Collection of CO2 emissions data from all individual ships becoming mandatory by 2018

• Development of Market Based Measure (MBM) on a fair and equitable basis in conformity with the UNFCCC principle of Common But Differentiated Responsibility (CBDR).

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Contributions&AchievementsbyShipping

Grams per tonne/km Source: Second IMO GHG Study (*AP Møller-Maersk, 2014)

Market Based MeasuresThere has been no agreement at the IMO concerning the development of market-based measures applicable to marine shipping. It should be further noted that international agreement on a comprehensive market-based system applicable to shipping across the world has proven to be very difficult for a variety of reasons. Challenges include differences among governments concerning what standards or treaty structure is appropriate and effective, and to what countries should the obligations and resulting costs apply to. The latter point is subject to substantial differences in viewpoint and numerous governments are engaged in protracted debate at the IMO and through the United Nations Framework Convention on Climate Change (UNFCCC) in an attempt to bridge differences on these fundamental issues.

There are some ongoing concerns that at the 21st Conference of Parties (COP 21) of the United Nations Framework on Climate Change (UNFCCC) scheduled to be held from 30 November 2015 to 11 December 2015, shipping will be forced to adopt an MBM.

Recommendations and ConclusionShould it be necessary for the industry adopt a shipping MBM, the industry’s clear preference is for a global fuel levy as such a system would avoid distortion of shipping markets, and should not have a significant impact on the efficiency of world trade by sea. Furthermore, the global fuel levy should be administered by the IMO, and be used to support initiatives that will result in further demonstrable reductions in international shipping’s share of global CO2 emissions.

SHIPPING’S CO2 REDUCTION GOALS

Impact of “ slow steaming”

Design: New ships 20%

more efficient (mandatory IMO EEDI)

Design: New ships 30%

more efficient (mandatory IMO EEDI)

Design: Entire fleet 30% more efficient (25 year ship life)

Ship design

Technical/ operationalSpeed management

2007 2015 2020 2025 2030 2050

10

15

20

25CO2/ tonne-km (grams)

Entire sector

50% more

efficient

Business as usual Shipping industry relative CO2 reduction goals

DEVELOPING COUNTRIES - SHARE OF GLOBAL SEABORNE TRADE (BY VOLUME)

1990 2000 2010 2013 2014

% of global goods loaded/unloaded at developing countries’ sea ports

Goods loaded Goods unloaded

10

20

30

40

50

60

70

Source: UNCTAD Review of Maritime Transport 2015

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NEW MEMBERS

ASSOCIATE MEMBER

The Secretariat is pleased to welcome our new staff who had come onboard in November 2015. They are Wong Shu Yi, Executive Officer and Siew Poh Hong, Admin Executive. Together with the familiar team: Michael Phoon, Capt Ang

Chin Eng, Marianne Choo, Elson Khoo, Quek Tsui Chiang, Siti Noraini, Gena Lim, Kuna, Marissa Enriquez, Deborah Tan and Jolyn Teo, we aim to serve you better! Contact us @ 6305 2260 or Email: ssa.admin@ssa.org.sg

New Staff at the Secretariat

Being new to the industry has been an eye opener for me. The things I’ve learnt are so interesting and the people I am working with are amazing. I have strong interest in languages and can be addicted to reading books. I hope that I would be able to travel to different countries in the world and that will be a driving force for me to excel in my work!

Wong Shu YiExecutiveOfficer

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QBE has been represented in Singapore for more than a century and forms part of the Emerging Markets Division of the QBE Insurance Group, one of the world’s top 20 general insurance and reinsurance companies. QBE is listed on the Australian Securities Exchange and headquartered in Sydney with over 17,000 employees in 38 countries. A specialist of general insurance, QBE Singapore offers a comprehensive range of products that cover simple solutions through to complex risks, with the strength and depth to fulfil our customers’ specific insurance needs. We are recognised as the leader in many of our speciality lines and maintained market leadership in namely marine, liability and professional indemnity classes.http://www.qbe.com.sg

Singtel Satellite is Asia’s leading provider of one stop satellite communications and ICT solutions, driving innovations in Fixed and Mobile Satellite on both land and at sea. With a strategic focus on maritime communications, Singtel Satellite delivers to the key needs of maritime customers with broadband satellite communications and ICT solutions for Crew Welfare, Operational Efficiency, Monitoring and Control, and Maritime Cyber Security.www.singtel.com

ShipServ is the world’s largest maritime e-marketplace. It seamlessly connects over 200 shipowners and managers with more than 58,000 suppliers, across 100 countries globally. Working with existing ship management software, ShipServ can help purchasing companies save up to 10% on OPEX spend. ShipServ’s supplier solutions can help maritime suppliers get more RFQs, increase their quote rate and ultimately win more orders.www.shipserv.com

As a newcomer to the shipping industry, I look forward to an exciting time of learning and discovery. I also hope that the experience I gained in my previous roles in the IT industry will be invaluable to the association as it moves forward. In my spare time, I like to run, trek and for holidays, I like to go to off-the-beaten-track places.

Siew Poh HongAdminExecutive

Taught by Capt. T.A. Kumar, this course is intended to provide the underpinning knowledge to assist personal and professional development towards becoming an informed professional crewing agent for the recruitment and on-going management of sea going staff.Find out more about our other courses available at http://www.ssa.org.sg/ssa/ssa-courses now!

*Fees subject to prevailing GST. MCF Training Grant is available for eligible participants. MCF Training Grant is not available for the courses – “Understanding Import/Export Techniques and Documentation” and “Effective Written Communication in the Shipping Industry”. Please refer to www.mpa.gov.sg/mcf for more information. Dates may be subject to change. Register for the courses online at: http://www.ssa.org.sg/ssa/ssa-courses/registration-form and for further enquiries, please contact Kuna at Email: ssa.trg@ssa.org.sg or Tel: 6305 2267 for enquiries. For the full list of courses, please visit the SSA website.

TRAINING CALENDAR | JANUARY – MARCH 2016Fees*COURSES OPEN FOR REGISTRATION

Course Title Start Date End Date Duration SSA Members Non-SSA Members

Basic Course on the Code of Practice 27/01/16 27/01/16 1 Day $290.00 $410.00for Bunkering (SS600:2014) 23/03/16 23/03/16 (9.00am – 5.30pm) Compliance of the IMDG Code for 24/02/16 26/02/16 3 Days $900.00 $1,350.00Transport of Dangerous Goods (9.00am – 5.00pm)

Maritime HR Management 08/03/16 09/03/16 2 Days $600.00 $900.00 (9.00am – 6.00pm)

Intermediate Course on the Code of 16/03/16 17/03/16 2 Days $825.00 $1,237.50Practice for Bunkering (SS600:2014 (8.45am – 6.15pm)Chapter 1 – for Cargo Officers)

Introduction to Shipping 21/03/16 21/03/16 1 Day $240.00 $360.00 (9.00am – 5.00pm)

Principles of Shipbroking 30/03/16 01/04/16 2.5 Days $600.00 $900.00 and Chartering (PM) (2.00pm – 6.00pm) (9.00am – 6.00pm)

Maritime HR Management