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8/10/2019 Maritime Port Security Vol1 #3
1/52
Small boats,big challengesInshore patrol craft analysed
INSIDETRACK
Vessel monitoring
ALL NECESSARYMEASURES
Port security systems
www.impsnews.com
WATCHINGTHE WAVES
Surveillance aircraft
Volume 1 Number 3
Autumn 2014
8/10/2019 Maritime Port Security Vol1 #3
2/52
Naval Future. Tailor Made.
www.iai.co.il
IAI.Innovation
at Sea
EURONAVAL 2014
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Naval platforms - Fast attack / patrol &interceptor craft
Weapons - Anti-air & anti-missile missiles,anti-ship missiles & naval GFCS
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Airborne - Special mission aircraft & maritime UAS
Upgrades, training & simulation
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8/10/2019 Maritime Port Security Vol1 #3
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3 Comment
4 News n Somali pirates biding their time
n
IMB warns of cyber threat to cargoes n Australian P-8 buy progresses
n Damen to supply patrol vessels to
Ecuador
10Pushing the boat out
Builders of small patrol craft around the
world are eyeing an expanding market as an
increasing number of nations allocate funds
to address littoral threats, finds Phil Rood.
16Watching the waves
With nations beginning to pay closer
attention to what is happening in their
territorial seas and EEZs, coast guards
and other civil maritime agencies are
facing mounting pressure to enhance
their surveillance capabilities, finds
Jonathan Tringham.
22 All necessary measures
Major seaports are large, vulnerable targets
confronted by an increasingly complex range
of high- and low-level threats. Claire Apthorp
looks at the balancing act required to stay safe
while remaining open for business.
28Inside track SATCOM technology has proliferated over
recent years, and merchant shipping
monitoring is one sector now seeing the
benefits. Tim Fish considers the impact that
the Long Range Identification and Tracking
system has had since its launch in 2009.
35Rough seas Piracy in the Gulf of Guinea, while now
receiving greater media attention, has yet to
face the level of collective counteraction that
has been brought to bear in the Indian
Ocean, finds James Bridger.
41 Tag teams Knowing the location, contents and condition
of a containerised shipment is a matter of
importance for carriers, owners, insurers and
governments. Claire Apthorp looks at the
latest offerings industry has developed to
keep a close eye on items in transit.
48 Tip of the iceberg RAdm Georg Lrusson, the Icelandic Coast
Guards Director General, speaks to Tom
Pleasant about the challenges the agency
faces and the tools being added to its
inventory.
IN THE NEXT ISSUEFast vessels
South American surveillance
Southeast Asian securityAerial surveillance
Editor
Darren Lake, [email protected]
Tel: +44 1753 727022
Contributors
Claire Apthorp, Gordon Arthur,
James Bridger, Peter Donaldson,
Steve Knight, Edward Lundquist,
Phil Rood, Richard Scott,
Matthew Smith, Tom Withington,
Mike Yeo
Production Department Manager
David Hurst, [email protected]
Sub-editor
Adam Wakeling
Head of Advertising Sales
Mike Wild, [email protected]
Tel: +44 1753 727007
Junior Sales Executive
Joshua Dixon, [email protected]
Tel: +44 1753 727032
Editor-in-Chief
Tony Skinner
Managing Director
Darren Lake
Chairman
Nick Prest
SUBSCRIPTIONSShephard Media, 268 Bath Road,
Slough, Berks, SL1 4DX
Tel: +44 (0) 1753 727010
Email: [email protected]
International Maritime & Port Securityis published
four times per year by The Shephard Press Ltd,
268 Bath Road, Slough, Berkshire, SL1 4DX, UK.
The 2014 US Institutional subscription price is 65.
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Articles and information contained in this publication
are the copyright of The Shephard Press Ltd and may
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accepted for loss of or damage to uncommissioned
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Printed by Williams Press, Maidenhead, UK
The Shephard Press Ltd, 2014ISSN 2054-8516
The Shephard Press Ltd268 Bath Road, Slough, Berks, SL1 4DX, UK
Tel: +44 1753 727001Fax: +44 1753 727002
www.impsnews.com
Subscriptions
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Front cover: Armstrong Marines Storm can be used for
patrol, interception, boarding, beaching, medical support and
various coast guard roles. (Photo: Armstrong Marine)
35
CONTENTS
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NEWS
A FORMER HOSTAGE HELD FOR MORE
than four years by Somali pirates believes that
attack levels in the Indian Ocean will rise again if
ship-owners and security forces reduce their
levels of protection.
Engineer Mohammed Bisthamy, 60, was one
of 11 crew on the Malaysian-owned cargo vessel
MVAlbedo, which was hijacked 1,500km off
Somalia in November 2010. The seamen finally
escaped in June this year.
Although the number of attacks off the
Horn of Africa has declined considerably this
year, Bisthamy said that pirates are waiting to
step up their activities again as soon as soon as
alert levels decline and ship owners scale back
their defences.
We would hear the pirates talk about how the
armed guards would be on ships for only two to
three years, and then they could start capturing
ships again, he added.
MVAlbedowas hijacked after leaving Dubais
Jebel Ali port and the period of captivity was the
longest of any crew held by Somali pirates.
Bisthamy and ten others eventually fled to
Galmudug, a semi-autonomous region in central
Somalia, and were flown to Kenya by UN officials.
He said: The pirates would talk to each
other about how owners would get tired of
keeping armed guards. They said people
would be on guard for only a few years. If
people stop being careful then ships will be
targeted again.
TheAlbedowas attacked after pirates
followed the ship for 26 days before boarding.
They wanted to use the freighter to hijack other
vessels, but this proved impossible because she
required fuel, oil and repairs.
However, the crew claims that they suffered
extreme hardship during their period of
captivity, saying they were shot at, beaten and
denied medicines or food.
By Phil Rood, Portsmouth
Somali pirates biding their time
DSIT SOLUTIONS IS SUPPLYING AN
underwater security system to protect an
unnamed European nuclear power facility under
a contract announced on 26 August.
The deal will see the Israeli company deliver
a solution that utilises its PointShield lightweight
diver detection sonar to automatically detect,
track and classify underwater threats such as
divers, swimmer delivery vehicles and UUVs in
the vicinity of the plants water intake system.
Water intake systems are a weak point in the
security of nuclear power stations. The intake
point, which is part of the reactor cooling system,
provides potential entry for underwater
intrusion, where illicit infiltrators may try to swim
concealed into the protected site.
DSITs underwater security system is
specifically tailored to meet the requirements
of nuclear power plant operators, providing an
impenetrable shield against all types of
underwater intruders, claims the company.
Dan Ben-Dov, VP for sales and marketing
at DSIT, said: After establishing itself as the
worlds leading provider of underwater security
systems for the oil and gas industry, DSIT is
extending its product offering to the nuclear
power sector.
We won this competitive bid because of
our significant investment in R&D in the field.
As of today, there are over 400 nuclear power
plant units worldwide, and we see high
potential for growth in this segment of our
business.
The system is expected to be installed on
site before the end of 2014.
By Claire Apthorp, London
DSIT wins nuclear facility protection contract
Photo: PA Images
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NEWS
NEWS ON THEWEB
QINETIQ AWARDED SMALL BOAT
THREAT RESEARCH CONTRACT
2 September 2014
RECORD NUMBERS DIE IN
MEDITERRANEAN BOAT TRAGEDIES
29 August 2014
KONGSBERG MESOTECH LAUNCHES
MARITIME SECURITY SONAR
22 August 2014
SERCO WINS US MILITARY CIWS
INSTALLATION CONTRACT
18 August 2014
OSI MARITIME RECEIVES
TURKISH NAVY ORDER
13 August 2014
NEPTUNE EXPANDS INTO PORT CRISIS
MANAGEMENT TRAINING
12 August 2014
UK MoD AWARDS 348 MILLION
OPV CONTRACT
12 August 2014
LATEST GULF OF GUINEA PIRACYINCIDENT SIGNALS STRATEGY CHANGE
11 August 2014
NORTHROP GRUMMAN RECEIVES
ARLEIGH BURKECLASS SYSTEMS ORDERS
7 August 2014
JAPAN TO CONTINUE
COUNTERPIRACY EFFORTS
7 August 2014
USNS P8A POSEIDON FLEET GROWS
7 August 2014
WORK UNDERWAY ON UK SMALL
BOAT SERVICES CONTRACT
5 August 2014
All these stories can be found at
www.impsnews.com
IMB warns of cyber
threat to cargoesTHE INTERNATIONAL MARITIME BUREAU(IMB) has warned that shipping and the logistics
supply chain is becoming the next playground
for hackers as criminals target valuable cargoes
moving to and from ports.
The threat of cyber-attacks in the maritime
sector has intensified over the past few months,
with security experts warning of the dangers
posed by criminals targeting carriers, ports,
terminals and other transport operators.
Intelligence gathered from hacking into the
corporate accounts of logistics companies and
their individual personnel is being used to
extract information such as release codes for
containers from terminal facilities, or passwords
to discover delivery instructions.
To ascertain routing and overnight parking
patterns, hackers often make use of social
networks to target truck drivers and operational
personnel who travel extensively.
The IMB warned: Recent events have shown
that systems managing the movement of goods
need to be strengthened against the threat of
cyber-attacks. It is vital that lessons learned from
other industrial sectors are applied quickly to
close down cyber vulnerabilities in shipping and
the supply chain.
The bureau argues that, while IT systems
have become more sophisticated, enabling
companies to better protect themselves against
fraud and theft, it has also left them more
vulnerable to cyber criminals.
Mike Yarwood, from insurance specialists TT
Club, said: We see incidents which at first appear
to be a petty break-in at office facilities. The
damage appears minimal nothing is physically
removed. But he added: More thorough post-
incident investigations, however, reveal that the
thieves were actually installing spyware within
the operators IT network.
Yarwood said that more common targets
are individuals personal devices, where cyber
security is less stringent.
In instances discovered to date, there has
been an apparent focus on specific individual
containers in attempts to track the units through
the supply chain to the destination port. Such
systematic tracking is coupled with
compromising the terminals IT systems to gain
access to, or generate release codes for, specific
containers.
Criminals are known to have targeted
containers with illegal drugs in this way; however
such methods also have greater scope in
facilitating high-value cargo thefts and human
trafficking.
THE NEW PIRATES
Wil Rockall, a cyber security director at KPMG,
believes that hackers are the new open-sea
pirates. He highlighted the problem that cyber
security of maritime control systems is overseen
by engineers and not chief information security
officers (CISOs) or chief information officers
(CIOs), making them vulnerable to hackers.
Most ports and terminals are managed by
industrial control systems which have, until very
recently, been left out of the CIOs scope. So
historically, system security has not been
managed by company CISOs, and maritime
control systems are very similar.
Instead, engineers have often been left to
implement and manage these systems people
who focus normally on optimising processes,
efficiency and safety, not cyber and security risks.
It has meant that many companies and their
clients are sailing into uncharted waters when
they come to try and manage these risks,
Rockall explained.
As a consequence, the improvements that
many companies have made to their cyber
security to address the change in the threat
landscape over the past three to five years have
not been replicated in these areas, he said.
The hacking problem is now becoming an
international one. In June, the US Government
Accountability Office warned about the possible
threats to American ports.
In a stinging report, it said that the actions
taken by the Department of Homeland Security
and two component agencies, the USCG and
the Federal Emergency Management Agency, as
well as other federal agencies, to address cyber
security in the maritime port environment have
been limited.
By Phil Rood, Portsmouth
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NEWS
THE USN HAS PLACED AN ADVANCED
acquisition contract with Boeing for four P-8A
Poseidon maritime surveillance aircraft, as part of
a Foreign Military Sales agreement with the
government of Australia.
The Royal Australian Air Force (RAAF) has
ordered eight P-8As from the US government as
a replacement for its ageing AP-3C Orion fleet.
Under this latest contract, Boeing will commence
placing long-lead-time orders in support of
Australias first four P-8As.
Australias Minister for Defence,
David Johnston, said: Together with
high-altitude unmanned aerial vehicles, these
aircraft will replace the [RAAF] AP-3C Orionsthat have served Australia so well for over
four decades.
The new aircraft will enhance Australias
ability to monitor its maritime approaches,
and will be deployed in a range of missions,
including SAR, ASW and maritime strike using
torpedoes and Harpoon missiles.
Johnston added: These aircraft [will]
work closely with other existing and future
defence assets, and the Australian Customs and
Border Protection aviation fleet, to secure our
vitally important ocean resources, including
northern Australias offshore energy resources,
and to protect our borders.
Delivery of the first aircraft is set for 2017,
with all eight to be delivered by 2018.
By Claire Apthorp, London
Australian P-8 buy progresses
DAMEN WILL CONSTRUCT TWO STAN
Patrol 5009 vessels in partnership with Astinave
for the Ecuadorian Coast Guard under a contract
announced on 21 August. The OPVs will be built
locally by the Ecuadorian shipyard with Damen
technical cooperation.
Under the contract, Damen will supply
Astinave with prefabricated kits to build both
vessels. Due to the complexity of the Stan
Patrol 5009, the agreement includes on-site
technical assistance during the construction
and commissioning periods.
Ezequiel Najmias, sales manager Americas at
Damen, said: We see Astinave not only as a
client but also as a partner. Our relationship with
them started more than a decade ago when
both parties signed a strategic alliance
framework agreement.
Following an initial contract in 2007,
Astinave has built a large number of vessels
in cooperation with Damen, including tugs,
cutter suction dredgers, fast crew suppliers and
patrol vessels.
The Ecuadorian Coast Guard will deploy the
two new Stan Patrol 5009s for general patrol
duties. The vessels have a top speed of 23kts
provided by four fixed-pitch propellers. The
design has been adapted to meet a requirement
that each vessel must have the capacity to
accommodate 32 people, operating for up to
30 days without external support.
Najmias added: Our most challenging
modification was to change the standard
accommodation layout to fit one extra bed in
each room without losing comfort. By increasing
the fuel capacity to 90m3, enlarging the storage
and freezer rooms and installing a powerful
water-maker, both vessels will be able to
operate autonomously for 30 days.
The Ecuadorian Coast Guard already
operates three Stan Patrol 2606s, with a fourth
under construction at Astinaves facilities on
the banks of the Guayas River. After delivery of
the latest two vessels, the fleet will total six
Damen builds.
By Darren Lake, London
Damen to supply patrol vessels to Ecuador
Photo: USN
Image: Damen
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8/10/2019 Maritime Port Security Vol1 #3
10/52International Maritime & Port Security|Autumn 2014|Volume 1 Number 3 www.impsnews.com
OPINION
AT THE HEIGHT OF THE SOMALI PIRACY
crisis, there were more than 300 PMSCs offering
protection to the shipping industry.
The private maritime security business grew
rapidly as former servicemen identified the
opportunity to offer armed protection services.
But, as with any boom industry, the prospect of
lucrative returns attracted its fair share of less
capable operators who were able to undercut
larger, more professional companies.
In some cases, their practices and operations
tarnished the reputation of the whole industry,
and gave ammunition to critics who saw PMSCs
as an unregulated sector and out to make a
quick buck.
Thanks to naval forces, Best Management
Practices 4 and PMSC guards on ships, there has
been a reduction in piracy in the area.
NO COINCIDENCE
There has also been a significant fall in the
number of PMSCs and an improvement in the
industrys reputation, which is no coincidence.
Neptune Maritime Security has been among
those responsible industry players who saw the
need for a concerted effort to professionalise
and regulate the industry.
This was needed to give companies greater
legitimacy in the eyes of clients, potential
customers, governments and the wider world,
but also to drive up standards and provide a
better service. Not least of the developments is
the new international standard for PMSCs: ISO
(PAS) 28007. It was specifically created for the
private maritime security industry to provide
accredited certification in all areas of governance
and operations.
Backed by the IMO, the standard gives
clients guarantees that their PMSC meets and
continues to meet rigorous practices which
have been externally verified by accredited
certification bodies Lloyds Register Quality
Assurance, MSS Global and RTI.
The standard sets the requirements for
resources, training and awareness, operational
planning and control, rules for the use of force,
incident monitoring and reporting, scene
management and protection of evidence.
Neptune became a member of the Security in
Complex Environments Group (SCEG), a special
interest group formed in 2011 by ADS in
partnership with the UK government. SCEG has
been heavily involved in the development of
accreditation and standards for the security
industry along with the Security Association for
the Maritime Industry (SAMI).
BIMCO, which represents over 60% of the
worlds shipping tonnage, has given ISO (PAS)
28007 its seal of approval and is offering
associate membership to maritime security
companies that have achieved certification and
pass due diligence.
The number of PMSCs with ISO (PAS) 28007 is
increasing, although only around a dozen are
now associate members of BIMCO, including
Neptune Maritime Security. That level of support
from a body like BIMCO should ease theselection process for shipping companies.
While clients seek low costs, a balance has
to be maintained with quality and the cost to
PMSCs. The new standard does mean clients
can separate the wheat from the chaff, especially
as armed security has become more of an
accepted expense.
They may also see other benefits, as many
checks required under due diligence are already
met under ISO (PAS) 28007 certification and
BIMCO membership.
A shipping company should have
confidence that a PMSC with 28007 will be able
to successfully protect vessel, crew, cargo and
corporate reputation, rather than going for the
cheapest option and hoping for the best.
Out of more than 300 PMSCs at its height,
shipping companies now have about 160 to
select from, and 28007 certification should aid
decision-makers.
HIGH RISK
Piracy in the Indian Ocean High Risk Area is
currently suppressed, but we are seeing an
increase in Southeast Asia and West Africa.
According to the ICC IMB, there were 116
reported incidents of piracy and armed robbery
at sea from January to June in 2014 globally.
Armed protection on ships is becoming a
fact of life while the threat of piracy remains.
Employing professional, trusted, high-quality
and reputable PMSCs will enable safe passage,
increased crew morale and lower risk to all parties.
The IMO, flags, shipowners, ship managers and
charterers all wanted to see PMSC regulated and
accredited in order to mitigate risk. Now this has
happened, please select your PMSC with diligence.
By Ian Simpson, Neptune Maritime Security
Regulation is a good thing
Photo: Neptune
Maritime Security
ABOUT THE AUTHOR
Ian Simpson served for 26 years in the
UK Royal Artillery and a further five with
the New Zealand Artillery, finishing
as the Chief Instructor NZ School of
Artillery in the rank of major before
eventually becoming general manager
of Neptune Maritime Security.
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INSHORE FLEETS
International Maritime & Port Security|Autumn 2014|Volume 1 Number 3 www.impsnews.com
Builders of small patrol craft aroundthe world are eyeing an expandingmarket as an increasing number ofnations allocate funds to addresslittoral threats, finds Phil Rood.
Manufacturers of smaller patrol crafthave seen a considerable increase indemand in recent years as maritime nations
place a greater emphasis on protecting their
coastal assets and countering asymmetric
threats in littoral waters.
The level of activity means that navies, border
forces and coastguards face rising operational
pressures on their assets as they address the
threats of piracy, terrorism, insurgency and illicit
trafficking in arms, drugs and people, alongside
illegal fishing, smuggling and pollution.
As a result, current market estimates for sales
of new small combatant and fast craft over the
next 20 years are now double the totals forecast
in 2008, according to global naval analysts AMI
International.
Most will be at the smaller end of the scale,
comprising vessels such as inshore, riverine and
patrol boats specifically equipped to ensure the
security of estuaries, ports and waters closer
to shore.
WATER POLICE
Its not so much that the threat has changed, but
a realisation that there has been a huge capability
gap in policing territorial waters, explained Peter
Roberts, senior naval research fellow at the Royal
United Services Institute (RUSI). Were now
starting to see governments investing in their
seaward security as they recognise the threat.
The picture for builders of patrol craft in
most parts of the world should be even rosier
going forward than it has been over the past
ten years. Markets like North Africa will need
significant work; spending will need to increase
in West and East Africa; the Middle East will
need to undertake major recapitalisation; and
Australasia and the Pacific have a requirement
for sophisticated, larger platforms. Besides
a huge number of hulls, elements such as
infrastructure, support and training will also
be needed.
Most countries have the indigenous resources
and expertise to build patrol craft, according
to the RUSI expert. For example, Sri Lanka has
embarked on a programme to construct some
Armstrong Marines Storm
range of aluminium-hulled
interceptors feature a bow
ramp with direct access to
the crew compartment.
(Photo: Armstrong Marine)
Pushingthe boat out
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INSHORE FLEETS
www.impsnews.com
200 rapid action boats high-speed craft
equipped with small arms firepower.
A lot of countries have the capability to
build small craft nationally rather than look
on the international market. What they oftendont have is the ability to produce and fit
sophisticated surveillance and communications
kit, while also requiring help with elements
such as support, personnel training and
establishing advanced command and
control infrastructure, added Roberts.
Another solution is larger nations gifting
assets to smaller countries as part of a wider
effort to address global problems. Roberts
pointed to the example of US assistance to
Caribbean and Central American countries that
now have the ability to tackle drug smuggling
using former USN and USCG assets.
The US Navy and Coast Guard have gifted
a large number of small interceptors As a
result, the success of countries like Nicaragua
has been fantastic. They have been working
hard to reduce cocaine trafficking and smugglers
have now taken to the air to avoid the risk of
sailing through Nicaraguan waters.
Every nation has different problems which
dictate the type of patrol craft they use, but
governments are moving away from big,
expensive platforms and focusing on smaller
craft with lower initial purchase and subsequent
operating costs.
MISSION OPTIONS
The size and simplicity of many patrol craft
ensure that globally there is a plethora of builders
whose pedigree ranges from specialist military
suppliers to those whose background is the
leisure or fishing market.
Determining the best solution for the littoral
mission means assessing various options. The
platforms role will determine the sophistication
of the sensor and communications suite, along
with what armament, if any, is required, and a
level of accommodation to reflect the time a
vessel is to remain on station.
Once the mission fit has been determined,
other decisions will focus on criteria such as hull
configuration, structural material and propulsion
units. Most of those choices will be governed by
the vessels operational requirements, although
budgets and the local environment will also be
important factors.
Often, smaller craft tend to be high-speed, flat-
bottomed or shallow-draft vessels. Inshore
waters are a good option for SWATH (small-
waterplane-area twin-hull) and catamaran
designs which can take advantage of good
deck space while operating in benign waters.
Monohulls remain the platform of choice for
high-speed operations further out to sea, while
air-cushion craft offer another option.
The requirement for access close to shore
or in estuarial waters often favours water jets or
outboards as the preferred propulsion rather
than fixed propellers, with jets providing high
speed, good manoeuvrability, lower servicing
costs and ease of use, while innovative control
systems make vessel operation more intuitive
for skippers of all levels and reduce training time
for crews.
A leading supplier of water jets is New
Zealand-based Hamilton Jet, with more than
50,000 units fitted in vessels around the world.
Recent installations include: 11m Cougar
Enforcer patrol boats for Oman; Maritime
Prepositioning Force (MPF) boats for the US
military; Hong Kong police patrol craft; 52m
Korean Coast Guard patrol boats; Bulgarian
Border Police boats; and currently an order for
34m Taiwan Coast Guard vessels.
SELECTION CRITERIA
The debate on the respective benefits of
aluminium and advanced composites as a hull
form has strong advocates on either side, each
citing the factors of production cost, reparability,
life expectancy and support costs.
Bob Cripps, director of UK-based marine
consultants Longitude Engineering, explained:
One of the main criteria when customers
select a patrol boat is pedigree. For example, is
the hull shape proven? Very few would go for
an unproven concept. You start by selecting
the requirements for the boat and the sort of
equipment needed, then look at the hull form,
structure material and propulsion/speed
requirements. Often, its a matter of horses
for courses, looking at the role you require the
boat to perform and then tailoring preferences
to that.
When selecting propulsion, water jets provide
a perfect performance for riverine or shallow-
water applications. The advantage with jets is
that you have no appendages such as propellers,
shaft brackets and rudder, which can easily get
damaged when operating in shallow water.
However, it is important to look at all the
implications of the propulsion system used in
terms of cost, weight, space and through-life
cost versus anticipated performance of the
vessel. Again, its horses for courses.
Cripps believes the debate over hull
structures has tilted more towards composites
in recent years.
There has been an increasing move towards
composite over the past 20 years but the bias
remains in North America towards aluminium
because of the industrial base. In the UK, there
are very few aluminium shipbuilders and the
Middle East and Far East are going increasingly
down the composite route, he added.
While composite boats offer lower through life-
costs and better reparability, there is a long-held
view that the cost of building in composite is
Tunisia has ordered a pair of 13.5m
Sentry patrol boats from MetalCraft
Marine. (Photo: MetalCraft Marine)
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INSHORE FLEETS
greater. However, the contrast in production
costs is now gradually being eroded, and Cripps
believes that composites will secure a greater
share in the future patrol boat environment.
CONCENTRATED EFFORT
While hundreds of small boat builders exist
worldwide to satisfy growing demand, the
biggest concentration of established patrol craft
suppliers remains in the US where the USCG, USN
and local police departments have traditionally
provided a strong domestic market. And, while a
backlog of work for internal use still exists, well-
publicised pressures on federal, state and city
budgets have prompted many builders to
expand sales efforts overseas.
Metal Shark and SAFE Boats International are
both major aluminium boat suppliers to the
USCG, with the former having secured one of
the biggest orders of its kind some four years
ago when the coast guard contracted for 477
new Response Boats Small (RBS) based on the
companys 9m Defiant model. That order
continues to keep Metal Shark busy, and
illustrates the designs popularity with US
police forces as well as export customers.
In addition, the company produces other
popular craft for domestic customers, including:
an 11.5m training boat for the USCG; the 27
Courageous, which serves as the USCGs
Trailerable Aids to Navigation Boat (TANB) and
the 24 Relentless which was chosen as the USCGs
Special Purpose Craft Shallow Water (SPC-SW)
response boat. Globally, destinations for Metal
Shark boats have included Africa, Europe, Latin
America, the Pacific and the Middle East.
SAFE Boats is another key USCG supplier, best
known for products such as the older RBS, whichhas a top speed over 40kts and a sub-four
second zero-to-plane time that makes it ideal for
fast-response security, SAR or law enforcement.
The SAFE 33 full-cabin craft or Special Purpose
Craft Law Enforcement (SPC-LE) is the larger
counterpart to the RBS, with a longer range,
greater crew capacity and superior speed. It is
deployed to stations throughout the US and
several overseas locations.
In July, SAFE won an order to supply the USN
with four additional 26m Mk VI Patrol Boats, with
options for two more, following a previous order
for six similar boats in 2012. The Mk VI is the
navys next-generation patrol boat and used in
shallow littoral areas beyond sheltered harbours
and bays.
HOMELAND SECURITY
The likes of Bollinger Shipyards, buildingSentinel-
class cutters for the USCG; North River Boats,
which has built nine Valor 11m USN force
protection large harbour security patrol boats;
Nautica International, with its RIBs for customers
including the FBI, US Customs & Border Patrol,
the Drug Enforcement Agency and the USCG;
and Marinette Marine of Wisconsin, which has
teamed up with Seattle-based Kvichak Marine
to build up to 250 Camarc-designed Response
Boats Medium (RB-M) for the USCG, continue to
benefit from the home pipeline.
Brunswick Commercial and Government
Products (BCGP) lists police and sheriff
departments and other law enforcementagencies in states throughout the US among its
customers, supplying a wide range of deep-V
hull and other fibreglass configurations, RIBs,
RHIBs, unsinkable Boston Whalers and
aluminium-hulled craft.
Working in conjunction with high-speed
aluminium boat experts at MetalCraft Marine,
BCGP now also offers the Sentry cabin boat
series with five models up to 14m long.
In addition, the companies teaming has
resulted in an order for a 10.5m Long Range
Interceptor II (LRI II) patrol boat for the USCG a
contract that could lead to up to ten eventually.
The LRI II is powered by twin Cummins Tier III
6.7l diesels and Ultra 305 water jets and can
reach 42kts.
However, US boatbuilders recognise that
home orders are slowing. The USCGs Office
of International Acquisition (OIA), working
through the Navy International Programs Office
(NIPO), has been executing Foreign Military
Sales (FMS) and Excess Defense Articles (EDA)
sales since 1997.
Most of the USCGs EDA/FMS sales revolve
around smaller craft between 6 and 12m long
intended for near-shore operation. Over the past
18 months, the USCG has delivered 78 response
boats to 15 countries, and an additional 24 are
on order. With a total value of $61 million, these
have been sourced from builders such as
Metalcraft Marine, Metal Shark, SAFE Boats,
Swiftships, Willard and Zodiac.
Most popular have been the RBS (22 boats),
Special Purpose Craft Near Shore Lifeboats (SPC-
NLBs) (19 boats), Special Purpose Craft Training
Boat (17 boats) and RBS II (eight boats). Recent
deliveries have gone to Bangladesh, Colombia,
Lebanon and Tunisia, while Chile is believed to be
the OIAs biggest response boat customer.
FULLY RIBBED
Willard Marine, building in composite and
aluminium, has delivered a series of RIBs and
RHIBs under FMS. Recent customers include the
Egyptian Navy, Lebanese Armed Forces, Iraqi
Navy and Ukrainian Naval Forces. Lebanon has
acquired four 11m cabin RHIBs and four 11m
open-console boats for coastal patrol, while Iraq
is taking delivery of ten 7m aluminium-hulled
Italys Guardia di Finanza is one of
numerous European customers for Zodiac
Milpros RIBs. (Photo: Zodiac Milpro)
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INSHORE FLEETS
craft to serve as patrol boats and tenders for
larger vessels.
Although headquartered in France, Zodiac
Milpro is widely regarded as a world leader in
inflatables, with a presence extending fromNorth America to Europe and Australia. Its fleet
of inflatables and aluminium- or fibreglass-hulled
craft, up to 12m long, total some 20,000 boats
used by over 80 military forces globally.
Among the latest procurements in Europe
is a French Navy contract for nine multi-mission
ECUME RIBs, signed in February this year, and
an order from Italys law enforcement agency
Guardia di Finanza, which purchased 20
Hurricane RIBs for combating financial
crime, smuggling, drug trafficking and
illegal immigration.
The kit that you install on the boat is a lot
more complex these days, whether its comms,
navigation, electronics or even fixed-mount
weapons. Also, more users want the capability
of transport in an aircraft, said Zodiac UK sales
manager Steve Lang.
Many US boat builders are responding
to budget pressures by diversifying their
product range as well as growing their business
internationally.
Among other companies to benefit from
US assistance programmes is Swiftships,
with an innovative local manufacture order
of 28m patrol craft for the Egyptian Coast
Guard, and United States Marine with an
unspecified number of 11m RHIBs for the
Kuwait Naval Force. Florida-based Tampa
Yacht Manufacturing sells small patrol craft
and RHIBs to several nations, often as direct
commercial deals rather than under FMS.
India is believed to be a major operator of
Tampa Yacht craft, including 17 10.5m patrol
craft, plus fast coastal interceptors, RHIBs and
fast attack craft.
Reduces Cost by Eliminating Need for Hot Work, Fire Watch, and Gas Freeing
Maximizes Design and Work Sequence Flexibility
Facilitates and Simplifies Repairs at Sea
Protects Against Galvanic Corrosion
Tampa Yacht Manufacturing has
exported small patrol craft to several
nations under direct commercial
sales contracts. (Photo: Tampa Yacht)
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AIRBORNE SURVEILLANCE
Mission endurance is estimated at 6.5 hours out
to a range of 1,325nm (2,450km), increasing to
around nine hours and 1,700nm when fitted
with auxiliary fuel tanks.
IN THE MIDDLE
Meanwhile, Boeing Defense, Space & Security
used FIA 2014 to unveil its new mid-tier MSA,
based on the Bombardier Challenger 605
business jet. It is aimed at customers looking
for smaller and cheaper alternatives to the
companys P-8 Poseidon MPA, which is based
on the much larger 737 airframe.
Speaking to IMPS, Bob Schoeffling, MSA senior
business development manager at Boeing, said
the companys new offering was suited for
long-range maritime surveillance, SAR duties,
anti-piracy, coastal and border security,
anti-smuggling and drug interdiction.
The objective customer set and market for
this aircraft are countries and customers that
dont need to do anti-submarine warfare or
anti-surface warfare, he said. So although we
are leveraging the P-8, we dont have those
capabilities on board. For other maritime patrol
missions EEZs, fisheries protection, basic
maritime surveillance, harbour protection
the MSA is the ideal aircraft.
The MSA takes advantage of existing P-8
and AWACS mission systems as well as sensors
such as the Selex 7300E Seaspray radar and
FLIR 380-HD EO/IR turret.
P-8s are flying in several militaries today,
including the US Navy and Indian Navy,
so its a straightforward operation to take
elements and put them into the MSA platform,
added Schoeffling.
DISPLAY MODEL
The demonstrator platform, which is based
on the Challenger 604 aircraft (follow-on
aircraft will be based on the 605 model),
completed its first flight demonstration on
28 February before being displayed at
Farnborough. Its configuration included three
workstations, although Boeing said the platform
could host an additional two.
Its a new entry into a new market in the mid-
sized class of approximately 50,000lb [22,680kg],
below the classic P-8 strategic multi-INT platform
that were known for, said Schoeffling. It hosts
five sensors that are integrated into a mission
system based on the P-8, so its an innovative
re-use of technology that has allowed us to
produce a new maritime surveillance capability
for international customers in approximately
two years from when we first came up with
the concept.
We chose the Challenger 605 aircraft after
an extensive search of many business jet-class
aircraft, because of its versatility. It occupies a
unique space in the market called super mid-
size business class, and has the right payload
for the complement of sensors that we chose.
It still has margin with power, margin with
fuelling, and weight and space growth in case
customers want to add new capability down
the road.
The Boeing MSAs mission systems include
COMINT, ESM, EO/IR, synthetic aperture radar,
GMTI and AIS capabilities combined into one
homogenous display for ease of use.
All five sensor feeds are integrated into one
picture, which allows each operator to do much
more than traditional systems out there today
that are a lot more federated and dont combine
all that information together in an easily
understandable format, added Schoeffling.
Referring to potential international customers,
he said the company remained at various stages
of discussions with undisclosed nations, only
admitting that it was receiving interest from Africa,
the Americas, Asia-Pacific and the Middle East.
We will be taking the demonstrator out to
specific customers and regions, and there are
several customers with overland and over-water
missions, he said. We estimate there to be
between 120 and 150 [MPAs] to be replaced in
the next ten years, including propeller-driven
aircraft and jets. There is a whole slew which
could be replaced.
STRETCHING FLEXIBILITY
Meanwhile, Kieran Daly, press manager for
military aircraft at Airbus Defence & Space (D&S),
told IMPS: In that world [of civil MPAs] we have
two aircraft the CN235 and the C295, a stretched
version of the 235 with a different engine.
We also made the C212 [turboprop-powered
STOL medium transport aircraft], which is a
much smaller, earlier aircraft, and is not a
derivative of the 295 or 235. The last
The CN235 is deployed by the
Spanish Civil Guard equipped with a
side-looking airborne radar for
long-range detection of oil spills and
detailed analysis. (Photo: Airbus D&S)
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AIRBORNE SURVEILLANCE
customer for [the C212] was the Vietnamese
maritime police, which is similar to a coast guard
because in Vietnam they are more concerned
with patrolling that estuarine environment
theyve got there.
Daly noted that the platforms are suitable for
different mission sets by default: You can have
up to six operators and six consoles in the 295,
four operators and four consoles in the 235, and
maybe one [of each] in the 212.
The CN235 was originally designed as a
medium-range twin-engine transport aircraft,
however it was subsequently developed into
multiple versions for civil and military missions.
For maritime patrol, it is now offered as the
CN235MP Persuader, developed in Spain by
EADS CASA (now Airbus D&S), and the
CN235MPA, built in Indonesia by Persero
(formerly IPTN).
The C295s stretched fuselage offers 50%
more payload capability than the CN235, and its
PW127G turboprop engines provide greater
power, making it suited to military applications.
If you want to go and chase battleships and
submarines, youre going to need all the gear
you can get, so you would opt for the C295, Daly
explained. If, however, you wanted to do a coast
guard job, you dont need that, its overkill, and so
you would go to the 235 which is cheaper.
In a civil capacity, the CN235 is currently
deployed with the Korea Coast Guard, Spanish
Civil Guard and the USCG to fulfil a variety of
functions, including maritime surveillance,
immigration and border control, and anti-
trafficking operations.
The 235 is also used by the Irish Air Corps,
which is very concerned with maritime pollution
in particular, added Daly. They have quite an
issue off the west coast of Ireland, with ships
discharging junk at sea or that are leaking.
ON ITS OWN
One key aspect of fitting out an MPA platform
is ensuring the avionics, special mission
components and the airframe itself are
compatible, a process that Airbus D&S
decided to streamline by developing its own
mission systems.
If you come to us for that type of [MPA], an
important and unique thing is that we would
also provide you with our mission systems,
said Daly. Our proprietary system development
is called the Fully Integrated Tactical System
[FITS]. We can [also] install whichever sensors are
specified [by the customer], because all the
feeds are standardised.
Airbus Military notes that FITS can currently
support radar, EO/IR, acoustics, a magnetic
anomaly detector, AIS, IFF interrogator, COMINT/
ELINT and sea pollution detection systems.
The system is also integrated with VHF/UHF/
HF radios, SATCOM and Link 11/16 data links.
In the ASW role, the system also incorporates
sonobuoy and armament inventory
management, plus launch pattern control.
The issue with the bulk of maritime mission
systems, according to Daly, is making sense of
the mountain of data collected and stored from
the various sensors installed on the aircraft.
What FITS is about is having an operator-
friendly system, so that people can rapidly
understand what is actually going on out there,
what they are seeing, work out their priorities
and prosecute whatever target theyve got, he
said. Thats as true in a coast guard policing-type
of situation as it is in a battlefield-type situation.
When you look at the history of maritime
programmes, the ones that have gone horribly
wrong are where people have tried to marry up
everybody elses mission systems with someone
elses aeroplane. It ends up being a long,
protracted, painful and expensive process.
ROLL-ON, ROLL-OFFIn order to accommodate customers that, due to
budget constraints, need an MPA that could also
be used as a cargo or aeromedical transport when
needed, Airbus developed a roll-on, roll-off
(RORO) mission system capable of being installed
or removed within 90 minutes.
The USCG used that RORO capability during
the Haiti earthquake, said Daly. Immediately after,
the USCG diverted an aircraft to see what was
going on, which then ended up acting as a local
aerial command post. Everybodys messages were
going in and out, and they were trying to control
all the other stuff that was turning up as the
humanitarian aid started to arrive.
The USCG then ran that operation from the air
in the opening hours when it was chaos. They
realised they needed to start getting supplies
to Haiti. However, the airport was quite badly
damaged, so they couldnt get the C-17s and
C-130s to land. So the coast guard took some
of the 235s and took the mission systems out,
and started using them to carry cargo to Haiti.
Looking to emerging maritime requirements,
Daly pointed to Southeast Asia and the South
Pacific as key areas where platforms like the CN235
could be deployed in a cost-efficient manner.
All throughout Southeast Asia Malaysia, the
Philippines, Indonesia these countries have
growing maritime requirements, he said. Vietnam
recently bought five 212s, and are starting to
question if maybe they need something bigger
with China camped out on their doorstep.
New Zealand has no stated requirement,
however we took the Portuguese 295 there
several months ago, and it was very well
received. South Africa is quite important they
run a stone-age maritime patrol capability with
Dakotas, so they will need to do something.
INCIDENTAL AIRCRAFT
The introduction of an airborne platform is an
essential step for any maritime agency looking
to build its ISR portfolio, however the aircraft
itself is not the most important aspect of the
infrastructure, according to Anthony Patterson,
director of business development, special
mission, at Cobham Aviation Services. The
problem is that everybody is in the business
of selling airframes. Maritime surveillance has
All throughoutSoutheast Asia,
countries have growingmaritime requirements.
Boeing unveiled its mid-tier Maritime Surveillance Aircraft at Farnborough
International in July, based on the Challenger 605 business jet. (Photo: author)
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AIRBORNE SURVEILLANCE
actually got nothing to do with aircraft its got
to do with the generation of data flow to an
intelligence process that can turn that data into
something thats useful.
The aircraft is incidental. Yes, you do need
one, but do you need a particular type? Theres
no right or wrong answer, it can be anything
the reality of maritime surveillance is you could
start with a DA42 if you wanted to, all the way
to a P-8 or even a Northrop Grumman Triton.
Its a bit like the health or social security
budget, as there is no specific amount of money
which will solve the problem there is an
amount of money that will be made available
to partly address the problem, and its the
same with maritime surveillance.
Patterson said Cobham Aerial Surveillance
Services, in support of the Australian Customs and
Border Protection Service, provided the largest
civil service programme in the world, providing
the aircraft, pilots, sensor operators, training,
modifications, integration, through-life support
and day-to-day operations management.
Using Bombardier Dash 8 twin-engined,
medium-range turboprop aircraft integrated
into a fully networked real-time surveillance
system, the company conducts up to 3,000
missions per year, clocking over 17,000 flight
hours annually. Each platform acts as a node on
that network, and the information downloads
through to the customs department in Canberra.
In a civil sense, you are not meeting a single
requirement youve got fisheries, immigration
[and] police requirements, smuggling issues,
safety of life at sea, SAR, tracking of individuals. So
theres this plethora of requirements that youre
never going to fulfil 100%.
UNMANNED INTEGRATION
Discussing the potential introduction of UAVs
into the maritime surveillance space, Patterson
acknowledged some agencies had a persistent
loiter requirement that could be met by
unmanned platforms.
In civil maritime surveillance, there is a role
for unmanned systems, but theyre not a one-
for-one replacement for manned capability,
he said. The real benefit that UAVs provide
is persistence, but if you havent got a
requirement for persistence, then you havent
got a requirement for a UAV.
Paterson explained that in a manned situation,
systems operators are limited to the eight to ten
hours fatigue limit of a human. When youve got
a manned aircraft environment, youve got to
return that aircraft to base where you can swap a
crew around, so youve got to transit in, transit
out, transit in etc. The benefit that an unmanned
system gives you is the ability to transit out and
stay there for a long period of time.
Elsewhere, defence companies are optimistic
that countries which typically have had large
MPAs in the past might now look towards
smaller, cheaper, more capable solutions. In
particular, the UKs cancellation of the Nimrod
MRA4 programme due to delays and cost
overruns has raised the possibility of a new
maritime requirement in the near future,
prompting a scramble by aircraft manufacturers
to provide the most cost-effective alternative.
Schoeffling confirmed the possible
emergence of a maritime patrol competition
emanating out of the UK in 2015 (following the
forthcoming Strategic Defence and Security
Review (SDSR)), and stated that the MSA, along
with Boeings Reconfigurable Airborne Multi-
Intelligence System, P-8 and AEW&C aircraft
could be put forward for the programme.
Meanwhile, Daly argued that a competition
was needed in order to bust the myth that
the P-8 is the obvious solution for the UKs
potential requirement.
There are a fair number of people, especially
some ex-Nimrod people, who have not kept
themselves up to date with what aircraft like the
295 are capable of these days, he said. Theyve
never flown in one, they havent studied its
capabilities and they have no idea how powerful
the mission systems are. So theyre still in
the mode that you have to have a gigantic
ocean-going jet aeroplane.
UPGRADE PATH
Steve Pigott, director of business development
for Lockheed Martins international air mobility
programmes, told IMPSthat an ideal solution
for the UKs requirement would be to convert
some of the RAFs current fleet of C-130J tactical
transports into the SC-130J Sea Hercules
MSA variant.
One of the great things for the UK is that
it already has got C-130Js, so its a quick
modification to the aircraft to make it an MSA.
We see the UK evolving their current C-130Js
into this maritime role as a natural step in the
succession of their fleet. So it would make a lot
of sense to convert at least some of those aircraft
into a maritime surveillance role.
The Sea Herc has everything that the old P-3s
had in terms of capability, and the ability to go
out and loiter for a long time, but its also got
the multi-mission capability, so when you come
back from the maritime surveillance role you can
roll all of that stuff out the back of the aircraft and
youve got a cargo hauler.
Should the next SDSR include an MPA
investment, the UK MoD will have an
unprecedented range of aircraft to choose from.
However, the Airbus D&S C295, Saabs Swordfish
based on the Saab 2000 regional turboprop, the
Bombardier Q400 led by L-3 Communications
or Lockheed Martins SC-130J Sea Hercules all
meet a different set of budget and capability
requirements. It remains to be seen whether the
maritime patrol market is big enough to absorb
the players that do not make the cut.
There are a lot of people repositioning for
the reinstatement of [the UK MPA] capability at
some stage, without the government actually
making any commitment or time frame for a
commitment to that capability its a very
crowded space because theres no [stated]
requirement, Patterson concluded.IMPS
The 228NG is an enhanced variant of the Dornier 228 twin-turboprop utility aircraft offered for coastal surveillance and deterrence roles. (Photo: RUAG)
The aircraft is incidental. Yes,you do need one, but do youneed a particular type?
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SECURITY SYSTEMS
measuresAll necessary
Major seaports are large, vulnerable targets confronted by an increasingly complexrange of high- and low-level threats. Claire Apthorplooks at the balancing actrequired to stay safe while remaining open for business.
The past two decades have seen a
dramatic shift in the spectrum of threats
port areas have to deal with to remain secure.
In addition to keeping vessels, passengers,
employees and cargo within the facility safe
from accidents, the authorities must have the
means to monitor and protect against the
persistent threats of terrorism, smuggling and
illegal immigration.
The motivation is high to fail to have
adequate security systems in place that
provide a safe port environment while allowing
business to continue unhampered poses
significant risks to the viability of the facility
itself, the companies that rely on its services,
and the economic health and security of the
city it is located within.
RISING TIDE
One of the greatest threats to port security
is the increasing incidence of organised crime,
including cargo theft, terrorism, piracy and
illegal immigration.
We are now all very conscious of the risk
posed by these threats that are both real and
potentially fatal, and we are now being forced totake all possible measures to protect our ports
from attack, John Dalby, chairman of Marine
Risk Management, said at this years International
Port Security conference in London in June. The
shipping industry is responsible for the carriage
of 90% of the worlds commodities and that
makes it a very tempting target both afloat in
our ships and ashore in our ports.
Additionally, our ports represent a
particularly vulnerable target because they are
approachable from both the land and the sea,
and from within ships and cargoes that arrive
and are handled there. The challenge we face
now and in the future is to ensure that our ports
and hinterland remain safe and our economies
free from disruption by those who seek to harm
international trade.
A focus on changing maritime safety
requirements at the IMO began in 1985 with the
hijacking of the cruise linerAchille Lauroby
terrorists. In response, the 1988 Suppression of
Unlawful Acts treaties aimed to stop the seizure
of ships and offshore platforms, committing acts
of violence against persons on board or causing
destruction or damage to ship, platform, cargo or
maritime navigational facilities, or the placement
of devices or substances to destroy or damage
ships or platforms.
Since then, the bombing of the USS Cole, the
explosions on the Limburg, SuperFerry 14, and M
Starvessels and the World Trade Center attacks in
2001, have driven forward regulations for
measures to enhance maritime security in the
SOLAS (Safety of Life at Sea) Conventions
chapter XI-2 and the International Ship and Port
Facility Security (ISPS) Code.
The key difference that has emerged is that in
theAchille Laurodays we were concerned about
Seaport containers are
removed from a ship for
further inspection. (Photo:
US Customs and Border
Protection)
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SECURITY SYSTEMS
ships being the victims of terrorist attack, but
that changed with 9/11 because ships became
weapons in the same way that aircraft were used
as weapons against the World Trade Center, said
Andrew Winbow, the IMOs director of maritime
safety and assistant secretary-general. The
SOLAS convention is the tool to raise the bar of
security for ships and ports, and contains
functional requirements for ships and port
facilities to introduce systems to detect and
deter acts which threaten security.
ASSESSING REQUIREMENTS
The security required for port areas is based on a
risk assessment or sea survey that determines on
what basis measures should be put in place, howthey will be managed, and how the chosen
solution can be adjusted in line with changing
threat levels.
The idea is to look at your port, identify the
areas that are at risk, look at what is happening
and make a suitable plan based on the risk that
you understand to be the case, Winbow said.
For ports, this requires looking at things from
a security perspective, which might be very
different from a perspective of efficiency.
Since 9/11, ports must also be capable of
protecting themselves against vessels, which
requires threat management to be conducted
on all ships within the port area. This includes
the use of AIS to identify what vessels are in or
approaching the port, vessel traffic management
systems (VTMS) to monitor movement within the
port, and long-range tracking systems for traffic
further afield. State control provisions also give
port authorities the opportunity to inspect
ships of any nationality in their facility, and are
based on all vessels carrying an international
security certificate.
TECHNOLOGY FOCUS
The security infrastructure designed to
mitigate risks to port areas is increasingly
sophisticated, and many responsible authoritiesaround the world are working to upgrade their
systems to meet the evolving challenges facing
the sector. From fencing and gates to CCTV-
based surveillance and high-technology radar,
the infrastructure must control access to the port
while allowing efficiencies to be maintained as
much as possible. It must also be scalable and
able to deal with different threat levels, as
determined by government organisations.
However, the case for safety in port areas is
often at odds with economic factors, which can
hamper the acquisition of new security solutions.
The number one reason for ports is to move
cargo through to make money, and the second
is to attract, maintain and service the shipping
companies so they can make money the third
goal might be safety if it doesnt interfere with
making money, Capt Donald Farrell of the Los
Angeles Port Police said.
[In other organisations] a good idea for public
safety stands on its own merits, but when you
are operating in a port environment every good
idea is held up against the first two goals, so
sometimes convincing the managers of ports that
a security system or change in procedures and
protocols [is needed] will be met with opposition.
As a result, any new measure must allow
business to continue, unimpeded by lengthyand complicated procedures. It must also be cost-
effective and reduce operator workload, and be
easily integrated into a central management
system that can monitor and regulate data to
create situation awareness of the port while
minimising false alarms.
CAUGHT ON CAMERA
Ports are continually reassessing how to meet
their evolving security requirements. In 2009,
the Port of Dover made the decision to
outsource all of its manned security services
Many ports remain reliant on CCTV
footage to control access to restricted
areas as part of their security system.
(Photo: Port of Santos)
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to a third-party contractor as part of a
programme to improve its ability to comply
with legislation, deliver a secure environment
and continue to run an efficient business.
As the busiest, most intensely traffickedroll-on roll-off (RORO) ferry port in Europe, Dover
handles 90 billion ($150 billion) worth of cargo
every year. Over 120 ferry arrivals/departures
at the port carry up to 9,000 trucks, 16,000 cars,
350 coaches and at peak times up to 60,000
passengers per day. Additionally, the port
handles around 155 liners per year with 250,000
cruise passengers (each carrying 2.4 suitcases),
plus 150 reefer vessels and 5,000 yacht visitors,
while its marina hosts 350 berth holders.
According to Paul Brown, Dovers general
manager of port operations and harbour master,
maintaining the security of such a facility, while
keeping the site running and the traffic fluent,
is a hugely complex task that involves people,
equipment and technology.
Ensuring the integrity of the security areainvolves controlling access to the port area,
controlling and recording whomever leaves and
enters, and controlling who parks what where
and for how long, he said. Under obligations to
the ISPS Code we have to ensure that a defined
percentage of our cargo trucks, coaches,people, containers is searched and screened
for items which pose a security threat; and under
this sits the UK Port Security Regulations 2009
which formally require me to deliver a specific
security regime.
Under the security outsourcing project, G4S
tailored a solution to manage the whole dockside
service. Under its contract, the company provides
security staff trained to ISPS levels and competent
in the use of x-ray and search equipment, as
well as baggage, cargo and passenger handling
and assistance.
The port also rolled out the use of new
explosives trace testing technology in 2014,
which has tripled search rates and contributed
to increased safety.
For surveillance within the port area, Dover
has over 110 static CCTV cameras monitoring
activity 24 hours a day, with a limited recording
capability. As well as providing the mainstay of
the ports security plan chiefly as a means of
maintaining the integrity of restricted areas
CCTV also has wider utility for operations,
providing a real-time ability to monitor traffic
flows and the formation of queues both inside
and outside the port.
STARING EYES
Dover also uses the Highways Agencys cameras
on the motorway network to gain intelligence of
traffic heading to the port, and various arms of
the police services use port CCTV cameras for
border control purposes.
Of course, CCTV is not without its problems,
particularly when operating high-technology
electronic equipment in the high-salt, moisture
and wind environment of southeast Kent,where fog and spray can [often] severely
limit vision, Brown said. Additionally, modern
cameras are fairly robust but salt corrodes just
about everything, and keeping them secure, safe
and most importantly pointed at what you
want them to be pointed at poses a challenge.
It can happen that the one area you do need
to look at after a security event is the one area
where there was a coverage blank, and if you
do have coverage it can happen that the CCTV
camera either didnt work or has just overwritten
the bit of data of relevance. Data storage is often
Of course, CCTV is not withoutits problems... particularlywhen operating in high-saltand wind environments.
One of the biggest challenges for port authorities is to manage and control the significant numbers
of vehicles moving through the port each day. (Photos: Port of Santos)
The Port of Santos is the largest port in Latin America, with a total area of 7.7 million square metres.
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an uninteresting and dull backwater, right up
until the moment you want to see that data.
In order to address these problems, the Port
of Dover is in the midst of a comprehensive
review of its CCTV requirements. One solutioninvolves the purchase of a central data store,
where the information provided by cameras can
be processed in one location, utilising a digital
network that will require fibre optics, and agile
computing power.
The final aspect of security at the port concerns
access control. Dover utilises equipment that
monitors and records access to restricted and
controlled areas of the facility, administering
over 6,000 permanent pass holders and the 800+
temporary passes that are issued every week.
EVOLUTIONARY PROCESS
Brown accepts that the security of a facility such
as the Port of Dover is a continually evolving
process, and that staying ahead of the game is
an ever-present challenge.
Have we had our 9/11 yet? I dont think we
have, he said. We are still to have our terrorism
spectacular, and we must ask ourselves this
question because the marine back door is still
open, and we must do what we can to protect
ourselves in the future we cannot relax, the
problem isnt going to go away, and the answer
will include more training and more awareness
of the potential threats.
Brown considers the marauding terrorist
firearms attack as seen in Mumbai, Nairobi
and to a limited extent Stockholm as the
highest threat. In illustration of how seriously this
is taken, the port will be closed for four hours in
September for a multi-agency exercise involving
resources across Kent to rehearse reactions to
such an event. The exercise will be the first of its
kind in a UK port.
One thing is for sure if I am asking these
questions about the marine threat, there areplenty of other governments asking the same
ones, and Id be very surprised if we cannot
expect more legislation to attempt to force port
operators to adopt ever more intrusive and
expensive security measures, he said. We in
the marine industry are the poor relation of
the aviation industry when it comes to security,
and we still face the hard task of educating
the uninitiated.
My passengers arrive in their cars and have a
very real expectation to roll on/roll off without
interference. If I get my security measures wrong,
the delays manifest themselves on the national
road network, and with the entire philosophy for
the RORO industry for the last 40 years having
been built around the fast and fluid movement of
passengers and freight, anything that interruptsthat is bad for business.
KEEPING TRACK
As the largest port in Latin America, the second
largest in the Southern Hemisphere and with
a hinterland covering 55% of Brazils GDP, the
Port of Santos is an immense facility. It has a
total area of 7.7 million square metres, a
13km-long pier, 53 public and 11 private berths, a
storage capacity of approximately 700,000m for
liquid bulk, warehouses for packing more than
2.5 million tonnes of solid bulk cargoes, and a
patio area of over 981,000m.
A significant challenge is to provide security
with large numbers of vehicles moving through
the port every day. Santos uses an electronic
registration system called Common Database
Accreditation (BDCC) that compiles lists of
companies, people and vehicles approved by
customs to manage entry authorisation. Every
truck wishing to enter the port must be registered
and fitted with an RFID tag, which aims to identify
vehicles automatically, using technology similar to
no-stop toll booths. Similarly, every driver must
be registered to gain access, with the database
providing for the use of biometrics.
The port also has plans to roll out optical
character recognition technology to monitor the
number of containers travelling on registered
trucks as they pass through points of entry, as
well as the use of electronic seals on containersto tamper-proof the contents, and scales at
the gates to control entry and exit loads. As
well as contributing to security, these solutions
have a significant impact on automating
logistics processes.
The Port of Los Angeles (POLA) as the
leading container port in the US and a critical
hub in the international supply chain has also
received an upgraded access control, CCTV and
video content analysis system, provided by G4S
Technology. The company designed, built and
integrated additional cameras into the ports
current security system. These were strategically
placed, providing a higher level of video
protection to key areas within the complex. In
addition to expanding the video analytics system,
G4S Technology added sensors, access control
and system monitoring capabilities.
SURVEILLANCE GAP
While many ports are deploying sophisticated
surveillance capabilities to maintain the integrity
of their perimeters, there remains a surveillance
gap which Sonardyne International aims to
meet with its Sentinel Intruder Detection Sonar
(IDS) system.
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From fences to CCTV, EO cameras, thermal
imagers to long-range radars connected to AIS
and short-range radars looking for small vessels,
users have the ability to bring a great deal of
information together to meet their surveillance
capabilities, Sonardyne business manager Nick
Swift said. But we see that there remains quite a
vulnerability in addressing the underwater threat,
so while they have very good awareness at the
surface, there is very little that can actually give
an underwater situational awareness to warn of
threats coming that you cant see.
Sentinel IDS can be configured to provide
long-range, wide-area detection, tracking
and classification of underwater threats, using
software that combines data from multiple
sonar sources to produce a single picture of
the environment.
The sonar technology can be deployed in a
vessel or harbour environment to provide 360
of protection. Sentinel IDS can operate as a
standalone portable solution or be configured
with multiple, networked sonar heads so that
very wide areas, such as large ports and entire
waterfront locations, can be protected. It can be
integrated with an external command and
control (C2) system, and is operational with
customers in the US, Europe, Africa, the MiddleEast and Asia.
GEOGRAPHIC UNDERSTANDING
A unique aspect of port facilities is that they do
not exist in isolation from their surroundings.
They present a significant vulnerability to the
wider area, given that the defence of ports is
hindered by the difficulty of separating friend
from foe in the cluttered sea environment,
and the relatively short reaction times when a
threat is identified. In the event of an emergency
being declared, either inside or outside the
port area, there must be systems in place that
can draw together situation awareness of the
entire site to aid emergency responders in
decision-making.
Geographic information systems (GIS) are
increasingly being deployed to provide this
capability. This technology allows users to
view, understand, visualise and interpret data
from multiple sources CCTV, radar, VTMS,
thermal imagers and AIS receivers into a single
operating picture of the facility. Rendering the
data visually reveals relationships and patterns
to inform decision-making; essentially showing
what has happened, what is happening and
what will happen in a geographic space.
In a port environment, GIS can integrateinformation from all aspects of operations,
helping to manage environmental compliance
and emergency response planning, provide
a common operational picture of facilities,
including security monitoring, and improve
operations through more precise coordination.
Such a system has been rolled out at POLA by
NorthSouth GIS using an Esri-based enterprise
GIS that addresses operational, security and
emergency management issues, with data and
ready-made maps served directly from an Esri
ArcGIS server a platform for designing and
managing solutions through the application
of geographic knowledge to other software
and systems including situation management.
This provides an integrated display of static
GIS data and dynamic data including vessels,traffic, weather and blue force tracking for port
police, and delivers and integrates geospatial
information via a port-wide intranet GIS web
map viewer known as geoPOLA.
INTEGRATING CAPABILITY
The ultimate goal for many ports is a single
C2 solution that integrates all the different
security measures employed in an area to
provide an overarching situation awareness
picture for operators.
In June, a consortium comprised of
Ericsson, INDJAZ, Korea Trading & Industries and
Kongsberg Norcontrol IT was selected to deliver
the Algerian national Vessel Traffic Management
and Information System (VTIMS). This aims to
improve the safety and security of maritime traffic
to, from and within Algerian ports by tracking
vessels and facilitating movements. It will also
provide early warnings of potential collisions and
groundings, and will include a solution provided
by Ericsson that provides video surveillance with
access control, intrusion detection, perimeter
protection, passenger and goods control.
Saabs SAFE security management system
offers a similar capability, providing a flexible,
scalable and robust solution for infrastructure
protection and emergency response. The
systems C2 provides security centres,
administrators and field forces with a common
situational picture and tools to deal with threats
or incidents, as well as providing statistics and
analysis data, GIS and video management.
The self-monitoring system gives users a
resource to gather, validate, classify and prioritise
all security information in one place, with no
technology dependencies on specific productsand vendors, reducing costs by integrating
multiple disparate products.
Such systems offer high-technology
capabilities for ports seeking integrated
all-in-one solutions, and with many facilities
still relying on disparate security systems
operating in isolation, they offer a significant
increase in coverage. As port facilities continue
to address evolving security requirements, the
deployment of these solutions is likely to
increase, resulting in safer, more efficient
environments than ever before.IMPS
There remains quite avulnerability in addressingthe underwater threat.
SECURITY SYSTEMS The Port of Dover is one of thebusiest RORO ferry ports in
Europe, handling some 90
billion worth of cargo every year.
(Photo: Wikimedia Commons)
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VESSEL MONITORING
Inside
track
Satellite communication technology has proliferated overrecent years, and merchant shipping monitoring is onesector now seeing the benefits. Tim Fish considers the
impact that the Long Range Identification and Trackingsystem has had since its launch in 2009.
Safety and security at sea are dependenton knowing where ships are. As moreand more vessels come online with satellite
communications, then vessel position tracking
(VPT) is becoming ever more sophisticated.
The trac