maritime port security vol1 #3

8/10/2019 Maritime Port Security Vol1 #3

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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


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Naval Future. Tailor Made.

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EURONAVAL 2014

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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

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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

www.impsnews.com Volume 1 Number 3 |Autumn 2014|International Maritime & Port Security


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6/52International Maritime & Port Security|Autumn 2014|Volume 1 Number 3 www.impsnews.com

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


7/52www.impsnews.com Volume 1 Number 3 |Autumn 2014|International Maritime & Port Security

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



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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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.


11/52

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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


13/52Volume 1 Number 3 |Autumn 2014|International Maritime & Port Security

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)



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)



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)


16/52


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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)




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)


21/52




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?


23/52



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


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


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)



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)



SECURITY SYSTEMS

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.



SECURITY SYSTEMS

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

maritime port security vol1 #3

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