Security Merchants Australia and UTC Fire & Security Australia Pty Ltd trading as Interlogix are excited to team together in offering Tecom®, TruVision®, Aritech®, ITI™ and IFS™ into the Australian market.

Expanding channel to market – Interlogix and Security Merchants

Committed to delivering best-in-class security products to security channel markets, one of the world’s largest and most recognised security solution provider, Interlogix, has partnered with Security Merchants Australia. The Security Merchants value proposition complements the Interlogix portfolio well. SMA holds a strong position in the market for specification, technical support delivering the best customer service experience in the industry.

Kristian Speers, Security Merchants General Manager, welcomes the addition of the Interlogix portfolio to the SMA offering, “SMA has grown exponentially in the last 2 years. Our investment in staff infrastructure and innovative systems are clearly paying off. Our focus on providing the always better customer experience will now be paired with one of the world’s leading integrated intrusion and access control portfolio”.

From the 23rd of November 2015, Tecom®, TruVision®, Aritech®, ITI™ (formerly Sentrol) and

IFS™ products will be distributed by Security Merchants Australia.

Martin Dillon, General Manager of Interlogix in Australia and New Zealand, shares an aligned vision, “Interlogix is excited about the addition of SMA to our channel, as a focused and successful distributor. SMA’s customer focus and approach are a perfect match for our innovative products”.

Imagery:

Please download complementary images here: Kristian Speers & Martin Dillon

Media contact Security Merchants Australia:

Daniel Dunbar – Sales Manager

Security Merchants Australia Pty Limited

Phone: +61 3 8545 9814, Email: daniel.dunbar@securitymerchants.com.au

About Security Merchants Australia

Security Merchants Australia offers integrated solutions for unique electronic security

challenges, and part of the ASSA ABLOY portfolio as the global leader in door opening solutions, dedicated to satisfying end-user needs for security, safety and convenience.

ASSA ABLOY is represented in all major regions, in both mature and emerging markets, with leading positions in Australia, Europe and North America.

ASSA ABLOY is the company behind leading brands in Australia including, ABLOY, Henderson, Lockwood, Whitco and Yale.

For more information visit www.securitymerchants.com.a

Media contact Interlogix Australia:

Steven Hawley – National Sales Manager UTC Fire & Security Australia Pty Limited trading as Interlogix

Phone: +61 3 9239 1200, Email: steven.hawley@interlogix.com.au

About Interlogix

Interlogix is part of UTC Building & Industrial Systems. UTC Building & Industrial Systems is the leading provider of heating, air conditioning and refrigeration systems, building controls and automation, and fire and security solutions. UTC Building & Industrial Systems is a unit of United Technologies Corporation (NYSE: UTX), a leading provider to the aerospace and building systems industries worldwide.

Manufacturing an extensive portfolio, Interlogix caters for most security applications from small domestic installations to the largest airport and educational facility. Interlogix products have been designed to cater for the specific needs of these applications with flexible product design and application specific products.

The Interlogix business structure also enhances the work of a strong local team of application engineers who interpret specific application requirements and provide effective solutions.

In Australia, customers rely on Interlogix for products and solutions from the Lenel® and Onity® portfolio of products. With the backing of a global network, we provide solutions from some of the most recognised names in the industry, including Tecom®, Aritech®, TruVision® and ITI™.

For more information visit www.interlogix.com.au

Since September 11, 2001, the reaction of authorities, especially those in the United States, has highlighted how inefficient passenger screening can severely affect the operation of an airport. Those who travelled in the United States in the years soon after September 11 will remember the lines at screening points. On the positive side, a result of those inefficient times is a desire by all parties to make the security systems more efficient.

To design a more efficient system, the International Air Transport Association (IATA) and the Airports Council International (ACI) have joined in the Smart Security project. According to IATA and ACI, “Smart Security envisions a continuous journey from curb to airside, where passengers proceed through security with minimal inconvenience, where security resources are allocated based on risk and where airport facilities can be optimised.” It is a long-term project and the first phase is underway at pilot airports. To date, four airports have signed onto the first phase: London, Schiphol, Doha and Melbourne.

So, what is the Smart Security project? Put simply, the first phase is described as integrating new technology, repurposing existing equipment, using known traveller regimes in some countries and networking security systems. After 2017, the project is looking towards the use of better risk assessment methods, greater automation, linking behavioural analysis with known traveller (which is expected to expand across borders) and using technology to monitor screening point performance and better allocation of resources. Beyond 2020, it is expected that passengers will be able to flow through the screening point without stopping, unless the advanced technology indicates a threat.

So, is the project feasible? The first phase is absolutely feasible, but what will happen next? Firstly, do not expect huge changes in the suggested timeframe. That timeframe will, in reality, only allow for the development of an agreed model. By 2017 there will be a variation of the model at a number of airports, but not widespread adoption.

Implementation is likely to be piecemeal; not because there is no desire by airports, but it is simply a factor of history. Before 2001, screening was seen as a necessary evil but, in revenue terms, it was non-productive, so the space allocated was the minimum possible. Given the need for additional room, a full Smart Security model is likely to require a complex redesign of the screening point and possibly the terminal. This is likely to be expensive, so it will need to be integrated into the airport’s master plan.

In the short term, some minor systems may be introduced, such as longer powered conveyors at the front of the point to move passenger items through the process and ‘others’ belts for the movement of trays from the rear to the front of the point. Later, explosive detection systems (EDS) similar to those used in checked baggage screening (CBS) may be integrated into passenger screening points. In the short term, these are more likely to be the automated multi-view (MV) X-ray rather than computed tomography (CT) systems, simply because of costs and space.

The Smart Security concept talks about remote analysis of the X-ray images. That idea has been around since the 90s and is feasible, but there were always questions about cost effectiveness. The major advantages are better staff resource management and an improvement in space. Currently, the X-ray monitor position takes up about 1.5 metres to the side of the X-ray; that 1.5 metres becomes important to increase space for things like body scanners or to widen the lane to allow for better passenger flow. However, the space can disappear when the conveyor is modified to quickly and securely remove bags for further examination. Staff management is a more interesting issue; for example, is using a single operator to monitor multiple X-ray machines an option?

If EDS X-ray machines are introduced, a hybrid remote system could be implemented, where the responsibility for explosive detection is removed from the passenger screening point. EDS machines used in CBS automatically detect explosives and if they cannot clear the bag, it is removed from the baggage flow and a remote operator examines the image. Some airports may retain the X-ray monitor at the screening point to look for firearms, sharps and other prohibited items, but will network the EDS X-ray to the existing CBS network. If the machine cannot automatically clear a bag it can be removed from the flow, examined by CBS operators and, if cleared, returned to the passenger.

There is scope for body scanners to gradually replace walk-through metal detectors (WTMD) as they become cheaper and more efficient, with more an arch design, where the passenger pauses, rather than a cubicle.

Additionally, things like smart gates could be introduced in some airports, especially in Europe and the United States, where passports are checked before the passenger is screened. That requirement is less common in Australia where, generally, screening points are after the passport control. Another noticeable change will be in the aesthetics; passenger screening points will finally become part of the airport ‘experience’ rather than an add-on.

While there will be little generational change in passenger screening equipment, the concept that is different in the Smart Security model is risk analysis. In an earlier article, the author expressed reservations about the ‘known traveller’ process and the sharing of intelligence. He thought it would become a bureaucratic nightmare with ever lowering standards or it would be a little club where a few select countries would exchange information. He thought that it would end up being torn apart at the hearings following the next major terrorist incident. Those issues remain, but the result will more likely be less terrorist-related and more about facilitation for frequent flyers.

Using the US Transportation Security Administration (TSA) Pre P as an example, it allows for a quicker transit through the screening point, among other things, by not requiring the removal of belts, shoes, light outer garments or laptops. However, if screening can be achieved without removing belts and so on, why is it not applied generally? All things considered, the Pre P process is relatively benign; there is little difference to the dedicated screening points available to business class or club passengers. Those business class points are not as busy as general screening points so the process is quicker, but the standard is the same and that is the important point. However, some airports have a dedicated VIP terminal and, in reality, there is no screening. Of particular concern is that some countries may consider VIP terminals as ‘known traveller’. This is not an issue provided they are screened to the same standard as the general population.

Enhanced screening lanes present human factor issues for screening staff, such as the level of staff vigilance depending on which lane they are working. While the Smart Security idea of a risk score is good, it should not be noticeable to the passenger or others. For example: a passenger at the screening point has an average risk score of 6; his baggage is X-rayed and he goes through the WTMD, which is set at an agreed minimum level. The next passenger has a risk score of 8; he may be directed to a screening point where the WTMD is more sensitive or use the same screening point (but the WTMD automatically becomes more sensitive) or be asked to go through a body scanner. There should be no change to the X-ray process, either the X-ray operates correctly and the operators are vigilant or they are not. The passenger should not know if he is being subjected to enhanced screening, nor should other passengers.

Generational change will hopefully come with the introduction of biometrics and behavioural analysis. Not simply at the screening point, but at key points in airports, including the carpark. Automated systems such as voice stress analysers or systems to detect micro-expressions could be used to adjust the risk score of a passenger. Similarly, specially trained profiling staff watching CCTV or walking around the terminal could assess passengers and adjust their risk score accordingly.

It is hoped that the new systems will lead to a more efficient flow at passenger screening points and a better passenger experience, without lowering standards.

Strategic alliance strengthens DVTEL’s presence in the Australia and New Zealand video solutions marketplace.

DVTEL, INC., the video surveillance solutions provider has announced that Q Security Systems (QSS), a leading distributor based in Australia, will become the primary distributor for Latitude, edge devices and DVTEL ioi Analytics solution range in Australia. DVTEL and QSS initially formed their business partnership in January 2014. Impressed by QSS’ commitment, indefatigable work ethic, and excellent customer service, DVTEL moved to make QSS its primary partner in the area.

“At DVTEL, we believe that providing exceptional support to our customers is paramount to offering the best video technologies on the market,” said Yoav Stern, CEO of DVTEL. “The reason we chose to collaborate with QSS is because they have a clear understanding of our business and our people. We know that they will make a great partner and play an instrumental role in helping us achieve our goals in the Australia and New Zealand regions moving forward. QSS’ corporate culture related to an uncompromised commitment to an end-to-end customer support fits DVTEL’s modus operandi.”

Prior to QSS, DVTEL worked with Hills Ltd. Serving as DVTEL’s main distributor for the last decade, Hills provided great support to DVTEL, who deeply appreciates the many years of friendship and business partnership with the distributor.

DVTEL customers in the Australia and New Zealand regions will continue to enjoy access to the video solution provider’s product line with QSS at the helm. All existing accounts, projects, stock requirements, services, warranties and support will seamlessly transition from Hills to QSS’ ownership in the next three weeks.

For more details and Q&A, please click here.

About DVTEL

DVTEL is a leading developer of open-standard, end-to-end video surveillance solutions. DVTEL’s advanced technology R&D department provides enterprise-grade integrated IP video networks available for small, mid-size and enterprise applications – that are scalable and share unified architecture. Solutions include high-performance, storage-efficient HD IP cameras and video analytics for outdoor intrusion detection and tracking developed by DVTEL’s research teams. DVTEL partners with leading industry players to deliver ONVIF-compliant solutions, provide high-quality services, develop custom applications, and seamlessly integrate third-party products to ensure interoperability and performance. DVTEL’s installations provide field-proven expandability, flexibility and functionality in thousands of locations across five continents, while minimizing your investment and cost of ownership.

For more information, go to www.dvtel.com

MEDIA CONTACTS:

DVTEL
Tel: (201) 708-9898
media@dvtel.com     Q Security Systems (QSS)
Rob Rosa, CEO & Managing Director
Tel: +61 396 76 7051
Cell: +61 406 81 7320

Tom Kinkade has been appointed as the National Accounts BDM for Sektor’s security division in Australia.

Sektor is already the market leader in POS, data capture, rugged and mobility computing technologies. Sektor is strategically positioning to increase their Security footprint, having already appointed Mike Hardee, previously of FLIR Systems, Inc. in the USA as Security Product Manager, Gary Choo as BDM in Perth and Nigel Varny as BDM in Brisbane.  Tom Kinkade joins the team with 15 years’ experience in the electronic security industry, most recently heading up the TAKEX America, Inc. operation for the Oceanic region.

Sektor offers the full gamut of Actii, Bosch, Canon, Inex Zamir LPR, FLIR, HP IDOL and Onssi security solutions with a growing portfolio of software and hardware solutions.

By Ray Mancini.

This article examines issues around security in the transport industry. It does not provide all-encompassing solutions to the problems, but it does provide what are, in the author’s opinion, simple, cost-effective and achievable solutions that focus on the five key topics. If utilised wisely, these solutions could provide companies with an opportunity to not only protect their brand, but also possibly generate increased revenues.

Organised Crime

Organised crime is increasingly found in industries where there is traditionally little awareness of, or exposure to, organised crime activities, where gaps in regulations can be exploited and/or where the penalties for crime are not sufficient to deter criminal behaviour. The transport industry presents opportunities for this exploitation by organised crime (Australian Crime Commission, 2007).

From the author’s own experience, organised crime members have been able to infiltrate companies as an owner-operator contractor or as a contract truck driver. One transport company employed a contract truck company to transport their freight locally; however, this company’s owner had strong links to an organised crime syndicate and employed members from his group.

Importantly, the fact that there is no dedicated national law enforcement unit targeting or combating organised theft of freight within Australia, especially involving organised crime gangs, has permitted these crime syndicates to flourish. Previously, a joint venture by Australian Federal Police (AFP), customs and various state law enforcement agencies created the RAFT project (Reduce Aviation Freight Theft), which introduced a multi-agency approach to investigating aviation theft. However, this project was abandoned in most states and the intelligence was handled by AFP in Canberra. (To the author’s knowledge, Queensland is the only state that still maintains the RAFT project that involves security employees from transport companies). The RAFT project was conceptually a positive move by the law enforcement agencies; however, it was hamstrung as it only targeted aviation freight and not necessarily road freight as well.

While it is acknowledged that many state’s law enforcement services do have a ‘gang crime squad’ to investigate the activities of organised crime gangs, many crimes perpetrated within the transport/logistic industries are often not reported or are overlooked by the police due to the crimes themselves being a lower priority, or there being a lack of avenues of inquiry.

The Transported Asset Protection Association (TAPA) is a unique forum that unites global manufacturers, logistics providers, freight carriers, law enforcement agencies and other stakeholders with the common aim of reducing losses from international supply chains (TAPA). According to the European Union, the theft of high-value, high-risk products moving in supply chains in Europe costs business in excess of 8.2 billion Euro a year. The threat from organised criminals is increasing and becoming more violent (TAPA).

Recommendations:

• Re-create and implement the RAFT project, including the Joint Aviation Investigation Team (JAIT), on both a national and state level, involving both road and aviation transport companies and the respective security companies.
• Provide continual security awareness training for employees and security personnel to reduce apathy displayed by employees and managers in the respective transport companies.
• Provide TAPA training to staff and adopt TAPA’s minimum security standards; undertake regular auditing of security by a qualified TAPA auditor or security personnel trained in TAPA certification standards.

Terrorism

Transport companies have transformed into transnational companies, providing international freight services across the globe. As such, dramatic increases have occurred in the demand for express service delivery of international freight using aviation services, including both freighter and passenger aircraft. This increased demand increases the risks of terrorist activities within this area. For example, in 2010, two separate items of freight (printer cartridges) were determined to contain improvised explosive devices (IEDs). These items had already been loaded onto two separate freighter aircraft in the United Kingdom for flights into the United States. One can only imagine what might have happened if these two IEDs exploded over heavily populated areas; it could have replicated the disaster over Lockerbie, Scotland, in 1988. According to the Australian Government, transport systems continue to be attractive targets for terrorists seeking to inflict mass casualties, economic damage, instill fear and create spectacular media imagery.

Whilst the transport industry already has measures in place, such as screening and security checks, to reduce the risks of IEDs and other explosives or chemicals being loaded onto aircraft, criminals and terrorists continue to improvise methods to circumvent detection strategies. These incidents have caused a growing awareness in the industry for improved security. Many governments have made it mandatory for improved freight screening and security procedures to prevent breaches.

Transport security encompasses aviation, air cargo supply chains, maritime and mass passenger transport systems such as road and rail. The Office of Transport Security (OTS) is responsible for regulating and monitoring transport and air cargo security on behalf of the Australian Government and for administering an intelligence-led, risk-based preventative security regime. OTS works with the aviation and maritime industry to achieve sustainable and proportional preventative security measures that are commensurate with the nature and level of the terrorist threat.

Supply chain security for air cargo is regulated in Australia under the Aviation Transport Security Act 2004 and Aviation Transport Security Regulations 2005. It is administered under the Regulated Air Cargo Agent (RACA) and Accredited Air Cargo Agent (AACA) schemes. The RACA scheme regulates air cargo security for a range of industry participants through the preparation, implementation and compliance of a transport security program, compiled by the respective transport companies and the regulated shipper scheme, that includes:

• cargo terminal operators at airports
• express post services
• freight forwarders (including express freight companies)
• regular international postal services

All freight for international destinations via the aviation industry is processed according to the ‘unknown shipper process.’ However, due to time constraints, lack of knowledge or lack of communication, this process is often neglected, increasing the odds and risks that an unlawful item or substance could be loaded onto an aircraft.

It is interesting to note that, in Australia, surface (road) transport security arrangements are under state and territory jurisdiction, with OTS working to coordinate the dissemination of best practice information on security measures. Implementation of preventative security measures is the responsibility of owners and operators of the individual transport companies.

Recommendations:

• Provide training/information for transport operators and employees in relation to RACA and security awareness for the security of their freight.
• Provide updated and continual training for security and transport employees (company or contract) in the areas of transport/logistics and aviation security requirements, including RACA and other regulatory or convention requirements, including the ‘unknown shipper process’.
• Use suitably trained and qualified security guards to provide professional and quality guarding services within the transport/logistics industry.

Theft of freight

Criminals use employees to gain intelligence or provide information as to which transport company is transporting the various brands or products of high-value electronic freight (for example Apple, Panasonic and JVC electronic items) and to gain information on the company’s weaknesses and areas of opportunity in order to plan and commit offences.

Offences could be committed across various states (causing jurisdictional issues with law enforcement agencies) and/or whilst the freight is in transit (difficult to track and delays the discovery of the crime). For example, high-value freight is often targeted on the Sydney to Perth tour as it is a three-day transit tour, thereby delaying the discovery of the crime and reducing the possibility of apprehending the perpetrators.

Many employees in the transport industry are low income earners, which increases the risk of these employees providing information, stealing freight or providing accessibility for criminals to access freight, in order for the employee to supplement their low wages through bribes or ‘pay offs’.

It is a fact of life that the majority of the workforce will struggle to survive with the wages that they earn. In more cases today, many people live in excess of their earnings, which is powered by their yearnings to have more. This causes frustrations with their working life and conditions, which can be reflected onto their attitude towards their employer. (Mann and Al-Khadha)

The employee’s desire to have a better life and possess more expensive items is created by what Mann and Al-Khadha suggest as marketing efforts to stimulate evermore wants for evermore consumer goods. New products can be presented as compensations for the general powerlessness, frustration, insecurity, domination and struggle of the majority of the population. Here is another major source of duress for many people – the duress of thwarted desires, along with envy and resentment of those who apparently have everything while doing nothing to deserve it.

This stress is then reflected by the employee’s attitude towards their employer or business. One of these attitudes is called rationalised action. Rationalised action can be described with the example that an employee who steals an item rationalises his actions with the fact that the company is making millions but not looking after its workers.

Additionally, many workers in the transport industry are transient, temporary labour hire employees who have no allegiance to the company and are hired because no one else has a desire to complete a four-hour split shift between 2am and 10am or 3pm and 9pm. As such, the risks of theft and damage due to poor handling skills and lack of training is increased tenfold, especially since the turnover of staff is significant and the continual training of these personnel is a large cost burden to the parent company.

Many large transport/express companies have implemented ‘up-to-date’ technology to allow customers to track their consignment over the Internet and to provide internal ‘visibility’ of a specific consignment or item. However, those companies recognise that many employees do not scan the freight for a variety of reasons, including laziness, lack of time or so that the item itself can be stolen. Even those companies that conform to the TAPA convention security standards still suffer losses through theft or compliance failures when employees do not comply with policies or procedures.

Many incidents lack the appropriate security investigation to uncover the root cause so that procedures or strategies can be implemented to reduce the incident or risk of the specific failure occurring in the future.

Recommendations:

• Provide training on a continual basis for all employees and contractors to maintain their knowledge of scanners, scanning disciplines and scanning compliance requirements.
• Provide adequate and frequent training of freight handlers to handle the freight in a correct manner to reduce the risks of damage or injury to the freight handler.
• Provide adequate training of security personnel who are involved in the handling, securing, sorting, scanning and loading of high-risk freight or freight classed under an ‘enhanced security program’ requirement.
• Provide appropriate training to security personnel/transport staff to enable the thorough conduct of factual investigations and subsequent root cause analysis.
• Ensure security personnel/transport employees have the knowledge to conduct security audits and risk analyses so as to reduce the risks of theft or shrinkage.

Transport Companies

Transport companies operate under increasing financial challenges caused by the world’s markets, including fuel prices. Various natural disasters, such as the Iceland volcano eruptions, can bring air traffic to a standstill and cost companies millions of dollars.

The profit margins for transport companies are not large. Therefore, freight is moved as rapidly as possible to ensure the highest level of profit and, more importantly, repeat business from a satisfied customer. However, it is this rapid handling of freight that causes process failures to occur. Efficiency versus expedience is always an issue with the movement of freight and a headache to security personnel tasked to investigate missing freight, as expedience will always be put first. Further, the lack of customer service units and/or appropriate security personnel, coupled with the lack of appropriate training, can delay the early detection of lost or stolen freight, which in turn increases the time taken to locate the freight.

Recommendations:

• Provide appropriate training to employees to equip them with the knowledge and tools needed to conduct inquiries to locate freight or to report freight missing as soon as possible.
• Provide accessible training tools and workshops, which are cost-effective and do not waste either the employee’s or employer’s time.

Security Companies

With the various security issues experienced across the world and with new challenges being faced every day, numerous security firms have been formed to meet the growing demand for private security as law enforcement agencies are battling to cope with increases in demand for their services.

Many security companies offer security guarding services within Australia and, in a competitive market, attempt to underquote their competitors to win the contract. As a result, these security companies have to reduce their costs, which may include staff wages/conditions and training. This results in the supply of undertrained and unwilling security guards.

The supply of a security guard who is tasked to watch a CCTV system and sit at a guard hut to provide access control to a depot is no longer acceptable or viable. Security personnel now and in the future need to be fully trained in a variety of areas (for example, to investigate losses, understand and use complex electronic surveillance equipment, have knowledge of the transport/logistics industry), be able to multi-task and have a willingness to conduct other transport-related duties such as pallet counts, refuelling vehicles, audits and so on to assist in providing cost effectiveness to the transport industry.

A cheaper service does not always equate to a cost-effective solution. There are security companies that attempt to run with small margins and supply a blanket of security guards at a cheaper rate. Many of these security employees are not paid according to the specific awards and are not trained to an appropriate level. There are, however, competent security companies in the market who are passionate about the security industry and maintain their longevity within the security industry through the provision of a quality security service, which is reflected by their employees.

Recommendations:

• Source security companies who provide the appropriate level of security services associated or aligned with a registered training organisation and who have transport industry trained/experienced guards to provide the requisite guarding requirements for transport companies.
• In any hire or tender process, transport companies are encouraged to request references from other transport companies and investigate the incumbent security company to ascertain other evidence of what specialist transport/logistics security services they have provided in the past.

Conclusion

The transport/logistics industry is rapidly evolving and transforming due to many factors, including costs, increasing demand for movement of high-value freight and global security risks. With these changes, the industry must embrace the appropriate high level of security to ensure that their assets, employees and customers’ freight are protected to minimise risks from theft and losses.

The old cliché that security is a cost that cannot be retrieved is a thing of the past. The more savvy transport companies now utilise security services and protection of freight as a selling tool to customers in order to win their business or to increase their bottom line.

Ray Mancini is an internationally known trainer and professional security consultant. He is the CEO of SIG GROUP International Limited, which has been providing security services to the transport industry for the past nine years, with clients such as Star Track, Toll Group, Australian Air Express, Centurion Transport, TNT and the US Navy.