Maritime Port Security Vol1 #3

Volume 1 Number 3
Autumn 2014
Small boats,
big challenges
Inshore patrol craft analysed
INSIDE
TRACK
WATCHING
THE WAVES
ALL NECESSARY
MEASURES
Vessel monitoring
Surveillance aircraft
Port security systems
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IMPS_Autumn14_OFC.indd 1
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CONTENTS
Front cover: Armstrong Marines Storm can be used for
patrol, interception, boarding, beaching, medical support and
various coast guard roles. (Photo: Armstrong Marine)
Editor
Darren Lake, darren.l@shephardmedia.com
Tel: +44 1753 727022
3 Comment
4 News

Contributors
Claire Apthorp, Gordon Arthur,
James Bridger, Peter Donaldson,
Steve Knight, Edward Lundquist,
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
Phil Rood, Richard Scott,

Matthew Smith, Tom Withington,
Mike Yeo
Production Department Manager
10 Pushing the boat out

David Hurst, david.h@shephardmedia.com

Sub-editor
Adam Wakeling
Head of Advertising Sales
Mike Wild, mike.w@shephardmedia.com
Tel: +44 1753 727007
16 Watching the waves

Junior Sales Executive

Joshua Dixon, joshua.d@shephardmedia.com
Tel: +44 1753 727032
Editor-in-Chief
Tony Skinner
Managing Director
Darren Lake
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.
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.
Nick Prest
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Shephard Media, 268 Bath Road,
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.
28 Inside track

International Maritime & Port Security is 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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The Shephard Press Ltd, 2014
ISSN 2054-8516
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.
35 Rough seas

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
Slough, Berks, SL1 4DX

Email: subs@shephardmedia.com
41 Tag teams
22 All necessary measures
Chairman
Tel: +44 (0) 1753 727010
35
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.
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 ISSUE
Fast vessels
South American surveillance
Southeast Asian security
Aerial surveillance
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IMPS_Autumn14_p01_Contents.indd 1
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Volume 1 Number 3 | Autumn 2014 | International Maritime & Port Security
18/09/2014 09:58:45
IMPS_Autumn14_p02.indd 2
18/09/2014 09:55:53
COMMENT
Private practice persists,

but the nature of the game is changing
THE SUDDEN RAPID INCREASE IN PIRACY
attacks around the Horn of Africa and the at
first slow response of the international
community have led to the rise of a new form
of protection for those shipping owners willing
and able to pay.
The huge boom in private maritime security
companies (PMSCs) has been startling and, in a
similar vein to their land-based counterparts, the
initial period of operations created something of
a Wild West environment.
However, as international naval patrols
have brought the incidence of piracy attacks
down around the Horn, this commercial
environment has begun to change. Easy
contracts have been harder to come by and
there has been a shift towards increased
professionalism in the PMSC community as
companies look to access new markets and
provide a service benchmarked by quality.
NEW STANDARDS
As our opinion piece on p8 by Ian Simpson,
general manager of Neptune Maritime Security,
points out, there has been a move by the
community to set out and adopt internationally
recognised standards, such as ISO (PAS) 28007,
which can be used as a stamp of approval. These
new standards are designed to give ship
operators and owners the assurance they need
when they hire the services of a PMSC.
They will also be a handy selling point
as PMSCs look to access fresh business
opportunities. As James Bridger explains in
his article on p35, there has been a significant
increase in the number of piracy incidents in the
New standards are designed

to give ship owners the
assurance they need when
they hire a PMSC.
Gulf of Guinea on the other side of the African

continent. Recently, there have also been reports
of an increased level of organisation behind the
attacks, with pirates being able to pinpoint and
target specific ships.
In this respect it would be easy to argue
that this would be an ideal market for
PMSCs. However, the littoral countries of the
Gulf of Guinea prevent private individuals
from carrying weapons in their coastal waters.
This has obviously altered the role that can be
played by PMSCs in the region, with advisory
and consultancy services being more in
demand.
Similarly, Southeast Asia is becoming a
complex environment in which to operate.
Low-level piracy and theft remain the major
issues in the region, although there is the
occasional larger-scale attack on a vessel.
However, there are lots of competing
jurisdictions and complex political factors for
PMSCs to navigate.
Although there has been a shift in its
concentration, piracy remains a real problem
globally. As Simpson points out: According
to the ICC International Maritime Bureau,
there were 116 reported incidents of piracy and
armed robbery at sea from January to June in
2014 globally.
ADAPT OR DIE
PMSCs have had to adapt to this new
environment, and not all have survived. There
have been several recent announcements of
companies going under as they fail to find
sufficient new contracts or experience
difficulties being paid by some of the more
shady shipping operators. However, it is clear
that many of them are adapting to their new
environment with gusto.
In the next issue of IMPS, Claire Apthorp will
be exploring the environment that PMSCs
must now operate in and will be talking to some
of the companies about how they are meeting
these new challenges.
RESPONSE
International Maritime & Port Securitys
editorial team is always happy to receive
comments on its articles and to hear
readers views on the issues raised in
the magazine. Contact details can be
found on p1.
Darren Lake, Editor

www.impsnews.com
IMPS_Autumn14_p03_Comment.indd 3
18/09/2014 09:54:32
NEWS
Somali pirates biding their time
Photo: PA Images
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
MV Albedo, 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.
MV Albedo was 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.
The Albedo was 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
DSIT wins nuclear facility protection contract

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
International Maritime & Port Security | Autumn 2014 | Volume 1 Number 3
IMPS_Autumn14_p04-06_News.indd 4
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
www.impsnews.com
18/09/2014 09:59:42
NEWS
IMB warns of cyber

threat to cargoes
THE 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 postincident 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
www.impsnews.com
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 ON THE WEB

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 PIRACY

INCIDENT SIGNALS STRATEGY CHANGE
11 August 2014
NORTHROP GRUMMAN RECEIVES

ARLEIGH BURKE-CLASS SYSTEMS ORDERS
7 August 2014
JAPAN TO CONTINUE
COUNTER-PIRACY EFFORTS
7 August 2014
USNS P-8A 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
18/09/2014 09:59:42
NEWS
Australian P-8 buy progresses
Photo: USN
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 Orions

that 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
Damen to supply patrol vessels to Ecuador

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
Image: Damen
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
www.impsnews.com
18/09/2014 09:59:43
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18/09/2014
10:00:22
09/05/2014
16:56
OPINION
Regulation is a good thing
Photo: Neptune
Maritime Security
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
IMPS_Autumn14_p08_Opinion.indd 8
from a body like BIMCO should ease the

selection 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
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.
www.impsnews.com
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EURONAVAL 2014
Stand C39-B32
18/09/2014 10:01:21
INSHORE FLEETS
Pushing
the boat out
M
anufacturers of smaller patrol craft

have seen a considerable increase in
demand 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
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.
10
IMPS_Autumn14_p10-14_Patrol_Boats.indd 10
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)
www.impsnews.com
18/09/2014 10:01:50
INSHORE FLEETS
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 often
dont 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, flatbottomed or shallow-draft vessels. Inshore
www.impsnews.com
Tunisia has ordered a pair of 13.5m

Sentry patrol boats from MetalCraft
Marine. (Photo: MetalCraft Marine)
waters are a good option for SWATH (smallwaterplane-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 shallowwater 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 lifecosts and better reparability, there is a long-held
view that the cost of building in composite is
11
18/09/2014 10:01:51
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, wellpublicised 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, which
has 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, building Sentinelclass 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
Italys Guardia di Finanza is one of
numerous European customers for Zodiac
Milpros RIBs. (Photo: Zodiac Milpro)
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 enforcement
agencies 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 (SPCNLBs) (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
12
www.impsnews.com
18/09/2014 10:01:53
INSHORE FLEETS
Tampa Yacht Manufacturing has
exported small patrol craft to several
nations under direct commercial
sales contracts. (Photo: Tampa Yacht)
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 from
North 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
www.impsnews.com
13
18/09/2014 10:01:54
INSHORE FLEETS
The Royal Bahamas Defence Forces
Arthur Dion Hanna is one of a fleet of four
craft based on the Stan Patrol 4207
design. (Photo: Damen Group)
MetalCraft Marine has also recently handed

over the first of two 13.5m Sentry patrol boats to
Tunisia, while Alabama-based Silver Ships has
supplemented its domestic work with FMS sales
of riverine patrol boats to the Philippines and
11m centre-console patrol boats to Yemen in
recent times.
FMS programmes are a win-win for the
US, maintaining the industrial base after
government programmes wind down,
developing relationships that enhance maritime
safety and security cooperation, and building
partner nation capacity and capability, like the
Eastern Caribbean Regional Security System.
STORM WARNING
One of the latest eye-catching additions to
US-built high-speed patrol craft is the Storm,
delivered to the UAE by Armstrong Marine as
a technology demonstrator earlier this year.
Armstrongs sales manager Bob MacDonald
is a strong advocate of aluminium for such
craft. 5086-grade aluminium requires zero
maintenance, is easy to work in and easy to
repair, he asserted.
The prototype Storm is a 13m multi-role
vessel for patrol, interception, boarding,
beaching, medical support and various coast
guard roles. A total of four outboard 350hp
motors deliver speeds of 60kts.
In Canada, Hike Metal Products, based
on Lake Erie, is a prominent supplier to the
Canadian Coast Guard with products ranging
from RHIBs to hovercraft. Its aluminium-built
reverse-angled-chine Hike30 Series patrol
craft is also a strong international seller to law
enforcement organisations.
BOUYANT MARKET
Several European small boat manufacturers
continue to enjoy export success, despite
increased global competition. In the UK, Marine
Specialised Technology supplies inflatables
primarily to overseas buyers, including
Latvia, the Netherlands and Norway.
The coast guards of Norway and Bangladesh
have both taken delivery of wheelhouse boats
featuring a composite hull with buoyant foam
collar. The Bangladeshi craft are 12.6m long, with
speeds up to 45kts driven through two water
jets, while the similar-length Norwegian boats
use two Hamilton HJ292 water jets powered by
twin Cummins QSC8.3-500 engines, delivering a
maximum speed of 40kts.
14
Cheshire-based Delta Power also has a

wide array of RIBs in service with various law
enforcement, military and port operators, and
landed a recent order from the Irish Coast Guard
for 12 inflatables of up to 9m.
Among other UK companies in the smaller
patrol boat market is South Coast-based ABC
Marine, whose Catfish Deep Vee 12m aluminium
boats have been acquired for high-speed
police pursuit and patrol by Caribbean nations
including Antigua, Nevis, St Kitts and St Lucia,
where they are used to protect cruise ships from
the threat of waterborne attack.
CTruks THOR (Twin Hulled Offshore Raider)
is an 11m catamaran which can be configured
for riverine or littoral roles, with a remote
weapon system controlled from within the craft.
It can also be configured as an 18m twin-hull
coast guard vessel with a flexible payload
arrangement for naval and coastal patrol, antipiracy, interdiction and boarding operations.
Holyhead Marines Island-class GRP
patrol boats are utilised in naval dockyards at
Devonport, Faslane and Portsmouth, where
their roles include escorting RN submarines.
Built to a Camarc design, the 15m boats are
powered by two Caterpillar C18 engines
providing 714hp and driving a Rolls-Royce
FF375S water jet.
VEES FOR VICTORY
In Europe, Dutch builder Madera Ribs has seen
success with its GRP/Kevlar vee-hulled
craft of up to 21m. Aluminium hulls are also
offered. Damen Group continues to be a major
supplier of patrol craft around the world, with
its latest boat accepted by the Royal Bahamas
Defence Force (RBDF) in July. The Arthur Dion
Hanna, based on the proven Stan Patrol 4207

design, is the first of nine boats for the RBDF
and one of four Legend-class patrol craft to be
delivered over the next few months as part of a
$232 million programme.
One of the most successful builders in the
Baltic states is Baltic Workboats from Estonia. Its
aluminium vessels of around 25m are in service
with the Croatian Police, the Estonian Police and
Border Guard, the Polish Border Guard and the
Swedish Coast Guard, as well as Northern
Irelands Department of Agriculture and Rural
Development, which uses its Baltic 2402 craft
for fisheries inspection.
Lifeboat manufacturer Norsafe leads the
market in Norway, and in May launched its latest
patrol craft offering, the Munin S1200, a 12m
craft capable of over 55kts and equipped with
a Kongsberg Sea Protector remote-controlled
weapon station.
Australias maritime security needs have
increased with a dramatic rise in asylum seekers
from Asia. While Austal Ships is building eight
56m Cape-class vessels for the Australian
Customs and Border Protection Service
specifically to address this problem, the nearby
yard of Kirby Marine, also in Henderson near
Perth, focuses on smaller RIBs through its Naiad
range for fishery work and police patrol.
With security in territorial waters now largely
accepted as a role for organisations such as coast
guards and border forces rather than navies, the
value of small patrol craft is set to grow. Even
though governments will sweat their assets,
we expect to see patrol boat acquisition rise as
the financial crisis lifts and the most popular
purchases are likely to be small, low-budget
craft, concluded Roberts. IMPS
www.impsnews.com
18/09/2014 10:01:56
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18/09/2014 10:04:08
AIRBORNE SURVEILLANCE
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.
Watching the
waves
I
ncreasingly, agencies are utilising airborne

surveillance platforms in order to effectively
patrol coastal regions and secure long-range
maritime borders.
In order to meet this requirement within
budgets that are increasingly limited, airframers
and defence technology companies have begun
to offer both smaller maritime patrol aircraft
(MPAs) and top-end maritime surveillance
aircraft (MSAs) that are based on existing
commercial platforms.
SHOW AND TELL
Swiss technology company RUAG Aviation used
the Farnborough International Airshow 2014
(FIA 2014) to target the budget end of the MPA
market with its Dornier 228 NG special mission
aircraft, and an example of the platform was on
static display at the show.
RUAG said demand for the type is coming
from both commercial air transport and maritime
patrol operators. The company is marketing the
MPA version as a low-cost platform for coastal
surveillance and deterrence, and claims its highwing, fuel-efficient design makes it ideal for
accessing remote areas with poor infrastructure.
The 228 NG is an enhanced variant of the
1980s-vintage Dornier 228, a twin-turboprop
short take-off and landing (STOL) utility aircraft.
Originally unveiled in 2007, the NG variant was
relaunched in 2010 after receiving extended
type certification from the EASA.
The 228 NG features new five-blade propellers
made of composite material, more powerful
16
Honeywell TPE331-10 engines and an advanced

glass cockpit featuring electronic instrument
displays for use in maritime surveillance, SAR, air
ambulance and cargo roles.
According to RUAG, the aircraft is currently in
use with the coast guards of Germany, India and
the Netherlands, the Finnish Border Guard and
Royal Oman Police Air Wing, as well as several
military agencies around the globe.
A total of eight aircraft are due to be delivered
to new and existing customers by the end of
2014. An additional 12 are on order two are
going to Venezuela, with the remainder to
be operated in a maritime patrol role by
Bangladesh, Germany and Norway.
DEMONSTRATION MODEL
Saab has also developed a low-cost multirole
platform optimised for airborne surveillance and
SAR missions, dubbed the Saab 340 MSA, of
The Saab 340 MSA is a low-cost multirole maritime aircraft optimised for airborne surveillance
and SAR missions. It can be purchased fully equipped for around $20 million. (Photo: Saab)
IMPS_Autumn14_p16-20_Surveillance_aircraft.indd 16
which a demonstrator model was on display

at FIA 2014.
The platform incorporates an extensive sensor
suite and advanced mission management
system, as well as structural enhancements
and uprated engines. When configured for
SAR, it features a large observer window, a
direction finder (V/UHF) and an air-drop door.
Alternatively, it can be set up with side-looking
airborne radar and UV/IR line scanner for
environmental monitoring, and fitted with
auxiliary fuel tanks for extended missions.
The standard sensor fit includes a 360
Telephonics RDR-1700B X-band multi-mode
maritime radar, and a FLIR Star Safire EO/IR turret
under the rear fuselage. A secure data link and
SATCOM systems are also included.
The cabin has a single operator workstation,
but depending on customer requirements can
be modified to accommodate up to four people.
www.impsnews.com
18/09/2014 10:04:49
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)
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,
www.impsnews.com
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 midsized 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 midsize 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
17
18/09/2014 10:04:51
Boeing unveiled its mid-tier Maritime Surveillance Aircraft at Farnborough
International in July, based on the Challenger 605 business jet. (Photo: author)
everybody elses mission systems with someone

elses aeroplane. It ends up being a long,
protracted, painful and expensive process.
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 antitrafficking 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
18
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.
All throughout
Southeast Asia,
countries have growing
maritime requirements.
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 operatorfriendly 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
ROLL-ON, ROLL-OFF
In 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
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The 228NG is an enhanced variant of the Dornier 228 twin-turboprop utility aircraft offered for coastal surveillance and deterrence roles. (Photo: RUAG)
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 onefor-one replacement for manned capability,
he said. The real benefit that UAVs provide
20
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.
The aircraft is incidental. Yes,

you do need one, but do you
need a particular type?
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 MultiIntelligence 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 IMPS that 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
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2433 Experia Shephard Mag 205mmWx273mmH_FAp_hires.pdf
8/21/14
4:09 PM
18/09/2014 10:06:20
SECURITY SYSTEMS
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.
he 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 to
take 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
22
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 liner Achille Lauro by
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
Seaport containers are

removed from a ship for
further inspection. (Photo:
US Customs and Border
Protection)
IMPS_Autumn14_p22-26_Port_security.indd 22
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
Star vessels 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
the Achille Lauro days we were concerned about
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18/09/2014 10:12:15
SECURITY SYSTEMS
Many ports remain reliant on CCTV

footage to control access to restricted
areas as part of their security system.
(Photo: Port of Santos)
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.
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.
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, how
they 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
TECHNOLOGY FOCUS
The security infrastructure designed to
mitigate risks to port areas is increasingly
sophisticated, and many responsible authorities
around the world are working to upgrade their
systems to meet the evolving challenges facing
the sector. From fencing and gates to CCTVbased 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.
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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 lengthy
and complicated procedures. It must also be costeffective 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
23
18/09/2014 10:12:17
SECURITY SYSTEMS
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.
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 trafficked
roll-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,
24
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 area
involves controlling access to the port area,
Of course, CCTV is not without

its problems... particularly
when operating in high-salt
and wind environments.
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
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18/09/2014 10:12:20
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 solution
involves 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 are
plenty 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 interrupts
that 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.
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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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 containers
to 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.
SITUATIONAL INTELLIGENCE, THE WORLD OVER
8/12/2014 2:56:42 PM
25
18/09/2014 10:12:21
SECURITY SYSTEMS
The Port of Dover is one of the

busiest RORO ferry ports in
Europe, handling some 90
billion worth of cargo every year.
(Photo: Wikimedia Commons)
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.
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 Middle
East 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
26
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.
There remains quite a

vulnerability in addressing
the underwater threat.
In a port environment, GIS can integrate

information 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
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 products
and 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
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18/09/2014 10:12:21
18/09/2014 10:13:41
VESSEL MONITORING
Satellite communication 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.
Inside
track
S
afety and security at sea are dependent

on knowing where ships are. As more
and more vessels come online with satellite
communications, then vessel position tracking
(VPT) is becoming ever more sophisticated.
The tracking of merchant shipping has
advanced significantly over the past five years
as satellite capabilities are being brought to
bear. Vessels can now be identified and tracked
further from shore on a more consistent basis
than was previously possible, safeguarding the
security of shipping and littoral states.
The Automatic Identification System (AIS)
has been around for some time, but is based on
terrestrial VHF radio signals that can only reach
out to 75km. After 9/11, a gap in ship surveillance
was identified that required a new secure
government-to-government tracking system
which could allow states to automatically
exchange data between vessels. This became
the Long Range Identification and Tracking
(LRIT) system that went live on 1 July 2009.
Sam Ryan, director of engineering at the
Canadian Coast Guard, was formerly the chair
of the IMOs ad-hoc working group on LRIT. He
told IMPS that Canada did not know what was
going on outside of VHF range and that
this was the case for most maritime nations.
Satellite systems had been used on ships for
some time, but not in a way that states could
use for tracking.
28
The EMSA building in Lisbon and the Maritime

Support Services room (above), where the
organisation has taken responsibility for the
International Data Exchange from the USCG.
(Photos: EMSA)
DATA CENTRES
Therefore, a system of national data centres was
set up using application service providers (ASPs)
and communication service providers (CSPs) that
established connectivity to the ships.
In designing the system, we did not want to be
so prescriptive that it forced countries to go down
one path where for many reasons they might not
want to go, explained Ryan. Technically, whether
we had one data centre in the world, 170 data
centres or anything in between, as long as the
specification is clear and the router is in the
middle the International Data Exchange
[IDE] then it does not really matter. Everyone
IMPS_Autumn14_p28-32_Ship_monitoring.indd 28
decided collectively not to be prescriptive to allow

countries to work together or alone, as long as
you receive information from your flag.
DISTRIBUTION PLAN
A ships SATCOM capabilities are part of the
Global Maritime Distress and Safety System
(GMDSS), which sends data through the
CSP satellite service providers to the ASPs and
national data centres. The Data Distribution Plan
(DDP) then facilitates the exchange of this data
via the IDE to each country. The DDP has the
tombstone data and the polygons (areas of
interest) that a country wants to monitor.
www.impsnews.com
18/09/2014 10:14:18
VESSEL MONITORING
Ryan said that in the case of Canada it has an

arrangement to receive data on ships coming
within 1,000nm (1,850km) of the shore. If a large
flag state like Panama has ships transiting this
polygon, then it automatically gathers the
information on these ships into its own data
centre, which transmits it through the IDE
to the Canadian data centre for its use and then
Canada pays for the information.
The going rate for position data on a ship is
$0.25, which would equate to about $400 a year
to track one vessel. However, if countries or
regions are tracking numerous ships then they are
able to negotiate reduced rates based on volume.
The secure nature of the LRIT data is
something that was highlighted early on in
its development. That was something that
countries were very concerned about when
the [SOLAS] convention was being amended,
added Ryan. This was when AIS-live was first
posting the location of ships on the Internet.
www.impsnews.com
In the beginning, it probably was not the best

thing in the sense that everyone could see it and it
was live data, so it sensitised everyone to having a
system in place where countries were not allowed
to post the information online. Countries saw the
AIS data published online and did not want the
same to happen to the LRIT data.
All major regions, maritime nations and large
flag states with a significant amount of tonnage
are involved in the LRIT system. Its advantage
is that it allows countries to remove clearly
law-abiding vessels from their analysis and
concentrate on those where there is little
information available.
CONTRACTED SERVICES
Each country has made its own LRIT
arrangements, either building its own data
centre and doing its own ASP, or contracting the
services out. In the case of Canada, it did not want
to build and operate its own system, so put out
an RfP which was subsequently won by Pole Star,

one of the main players in the LRIT services sector.
The company operates data centres on behalf of
46 flag states, including Panama, which has over
8,000 ships on its registry.
According to the company, it has run the
Panamanian data centre since December 2008
under a $12 million contract with its subsidiary
Absolute Maritime Tracking Services. It has
processed five million positions and sends
6,000 position reports a day to other data
centres through the IDE.
The USCG has its own national data centre,
and CLS America has been contracted to provide
ASP services. Ben Minichino, VP of strategic
security programmes at the company, told IMPS
that the USCG administration runs the interface
between itself and the Department of Homeland
Security, as well as all the recipients within the
US government and international community
that request the data. Meanwhile, CLS is the
29
18/09/2014 10:14:18
VESSEL MONITORING
The EMSA integrated maritime data environment graphical interface showing a picture of coastal activity in the western Mediterranean (left) and a
screenshot of the Windward MARINT solution for predictive vessel tracking off the coast of the US (right). (Images: EMSA/Windward)
interface with the ships, so individual captains

can stay in touch and make sure their servers
can speak with the hardware that is on board
the vessels.
The IMO established guidelines for hardware
on a vessel to perform in a certain way two-way
in a specific format to send data and securely
linked using a DNID like a cookie linking a
browser to websites previously viewed, he said.
The DNID is loaded into the hardware on the
vessel, providing a secure connection between
the data centre and the terminal on board.
AUTHORISED DEVICES
Each country has a list of authorised hardware
devices that can be used for LRIT. The US has
around 10-15 different devices authorised
because it can provide a format that fits into the
regulations with IMO. According to Minichino,
about 90% of hardware uses the Inmarsat
satellite network, with the remainder on Iridium.
He added that to become registered with the
USCG, a ships captain will view the authorised
list of devices on the website. The captain must
then register by providing the coast guard with
ship security information, IMO number and
details of the hardware. This is then passed to
CLS which does a second check to confirm. Once
the ship puts to sea and is away from the
interference of the port, the company completes
a 30-hour two-way test of the LRIT system using
the satellite device on the vessel.
For 30 hours, the CLS servers are
communicating via Inmarsat or Iridium, and if
the ships hardware passes the test, the ship is
30
certified and issued with a performance test

report, with approval from USCG as LRITcompliant, explained Minichino. As the
ship goes around the world, the US gets a report
on its location every six hours, depending on
which ocean region, from A1 to A4. If it goes into
the A4 polar region it is required to have an
Iridium system because it is the only satellite
considered truly global.
If going through the Northwest Passage, for
example, it must have Iridium because it is the
only satellite that can communicate at that
latitude. The USCG requires Iridium and IMO
also requires it. Inmarsat may say theirs works
fine, but these organisations have a requirement
for Iridium.
ACCESS ALL AREAS
States like the US want to know about every single
LRIT vessel that comes within the 1,000nm limit,
and therefore buys all the data for every position
for every ship. However, other countries are less
interested in purchasing this information, but
rather in selling it to other administrations.
Procuring this data can be expensive, so some
countries have shared data centres to spread
the costs, while others do not have an LRIT
requirement because they can rely on AIS as a
ship approaches.
A small state such as Cape Verde will only be
interested in AIS data because it has no interest
in a ship until it comes close to the coast, and
they dont have a navy that can respond to
an incident at a range of 1,000nm anyway,
Minichino said. It only becomes an issue when
you have a vessel off the Horn of Africa and there

are no other means of tracking, but you need to
track because of piracy concerns.
LRIT can overcome the limitations of AIS,
which Minichino described as not secure at all.
He added that some ships have been able to
spoof the GPS position on the antenna and
change the information.
The other problem is that pirates and others
have AIS receivers, so if the pirates can get the
positioning information, this is how they can
capture vessels at sea because they have access
to this information, he said.
CLS produces an LRIT device called Thorium, a
standalone terminal not fitted in the GMDSS and
which uses Iridium. It can also be used for fishing
vessels and is secure.
If someone opens the dome where the
antennas are, it sends an alarm and we know
the system has been compromised, Minichino
said. If an administrator is using the terminals,
they can be notified that the system has
been compromised and the vessel should
be contacted.
Our services are usually web-hosted, using
servers at CLS or built on a server and established
at a site at a countrys data centre, depending
on their infrastructure and the servers they are
looking for.
CLS France built and ran the European
Maritime Safety Agencys (EMSAs) national
data centre before it was taken over, but the
company still provides ASP services ship
testing, services and integration of the hardware
on the vessels.
www.impsnews.com
18/09/2014 10:14:19
VESSEL MONITORING
INTEGRATED PICTURE
Over the past two years, the EMSA has been
developing its own integrated maritime data
platform. Marin Chintoan-Uta, head of the
Satellite Based Monitoring Services unit at EMSA,
told IMPS: It is an ICT setup that enables us to
receive all these different data streams from
different sources, and we have developed a
purpose-made data fusion software that puts
together all of this information.
The system was developed by a contracted
software developer according to EMSA
specifications and ideas, and was introduced
at the end of 2012. Chintoan-Uta explained: We
correlate and integrate this data depending on
the timespans and location of data sources, etc.
And we are able to display this information on a
layer-based approach. So either we display only
one data source, for example if a user only wants
LRIT they get this only; but if they want satellite
AIS too then they can add a second layer and
have an integrated data flow of LRIT and satellite
AIS. This is done by our own software.
www.impsnews.com
The data comes from different sources. For

satellite AIS, the EMSA cooperates with the
European Space Agency, with other AIS data
coming from one of the largest providers, Exact
Earth. For other satellite imagery, EMSA is
launching its own procurement contracts to
industry and is already using four satellite
service providers.
We have two main types of satellite product:
SATCOM products mainly for LRIT these are
Inmarsat and Iridium; and we have providers for
satellite radar images and optical images, added
Chintoan-Uta.
We are mainly using the Canadian
satellite network Radarsat; the newly
launched Sentinel 1 created by the European
Space Agency; the Cosmos-SkyMed satellite
network operated by the Italian Space Agency;
and a few optical satellites operated by
European Space Imagery.
EMSA is also host to the IDE, which it took over
responsibility for from the USCG in 2010, and
now operates and maintains the facility. The IDE
currently interacts with about 57 separate LRIT

data centres.
According to Chintoan-Uta, the EMSA will
continue to work with both LRIT and AIS to ensure
data accuracy. Because AIS can be manipulated,
you can use the LRIT to cross-check the AIS data
and vice versa. We have seen around 15-20%
improvement in the volume and quality of data
just by integrating these two systems.
We are also looking to improve algorithms
to verify the accuracy, like using the Doppler
effect for satellite AIS, which if successful can
provide another automatic level of accuracy for
each position. So we are working now for two
years to improve the quality.
BEHAVIOURAL ANALYSIS
However, LRIT and AIS have some considerable
limitations, and while they are successful at
tracking and monitoring vessels, the real key to
maritime security is finding the ships that are not
adhering to the rules and could be engaged in
nefarious activities.
31
18/09/2014 10:14:19
VESSEL MONITORING
According to Ami Daniel, CEO of Windward,

a company that develops maritime intelligence
systems and works on cyber security, despite AIS
being a benchmark for ship monitoring, it was
developed as a safety protocol and as such it is
not that good for monitoring.
He added that AIS is designed to be very
open and simple to use, and to transmit and to
change something. That is the main problem.
There is a conversation about AIS hacking. But if
a vessel wants to transmit something false, it
does not need to hack anything, it just needs a
single technician to get through a password, so
you are relying on the self-reporting of vessels.
The amount of manipulation is growing, and
from our own research we have identified about
1% of ships in the world use false, defaulted or
bad IMOs that is an 18% increase over the last
six months. There are a lot of trends going on
we see that four years ago AIS was 95% true,
now we see that it is 70 or 80% true, and in some
areas of West Africa it is just 50% true.
Furthermore, the intention of vessel tracking is
to observe an area and see all the ships all the
time, but with satellites the sensors are complex
and do not achieve this. So actually relying on
AIS, especially through satellites to do
monitoring, is a common misconception
it does not hold up, he noted.
LRIT does not add much more coverage to
that offered by AIS, as it is a government-togovernment data exchange and not a
commercially available resource. Queries on
ships can be paid for, but it is not feasible to
do this for the whole world. However, despite
this, Daniel admitted that LRIT is useful as an
additional source for governments to check
data, but AIS is still the best global source.
However, Windward also develops maritime
intelligence. Daniel said that the company does
not attempt to know where every vessel is
around the world all the time, but instead uses
the data to understand the behaviour of vessels,
predicting their moves and identifying any
anomalies. This relies less on self-reporting
and potentially false data.
ADVANCED ALGORITHMS
For the past four years, Windward has been
developing algorithms to understand shipping
by establishing a deep domain knowledge and
using this with open-source data to create some
order out of the chaos of international shipping.
The company has hired experts from all regions,
32
The Thorium ship

transceiver
offered by CLS
America is an
approved product
for LRIT. (Photo:
CLS America)
from ship, tug and tanker captains to port guides,

shore dockers and ship operators as well as
consulting academics and industry.
We profit from 100 million data points per
day, explained Daniel. The server and hardware
requirements are super-intensive and superaggressive, so we cannot expect every one of
our customers to put up a server at their site. So
we invest the money and provide almost 950
billion data points for use backwards to provide
clients with a cloud-based solution that includes
information management services and
algorithms and access to experts and a system in
which they can do everything all the queries
and research by themselves, and receive
forward-looking alerts on vessels.
The idea of the technology is the predictive
angle, to give our clients that crucial time ahead
of something coming their way. The maritime
domain is so complex and so infinite in the
number of patterns or emerging patterns and
previous patterns. The ability to check these
vessels and sift them out is beyond the ability of
one single person or one squad of people to do
because it is such a deep knowledge domain. Our
expertise is embedded in the system and allows
our users to scale up their activities and get access
to powerful insights with a mouse click.
THE WAY AHEAD
According to Minichino, the next global challenge
is deciding how small the vessels you want to
track will be. The SOLAS Convention dictates that
ships completing international voyages displacing
in excess of 300t must have tracking systems. If
the IMO decides to expand this to smaller ships,
then the costs will have to be considered.
There is still an effort to get every country
connected to LRIT, and Minichino said that
regional data centres remain popular,
particularly in Central and South America
where states can share services and purchase

contracts covering all local vessels, although
how the hardware is supplied to ship owners is
to be determined.
In the US, the model involves the vessel owner
buying the hardware and the USCG providing
the satellite data services. This is also the model
for Canada, the EU and most other places, but
not all. Vietnam and Indonesia, for example, are
working with funding bodies, with the former
cooperating with the World Bank on vessel
monitoring programmes and LRIT integrations.
LEVERAGING HELP
Ryan added that over the past few years at the
IMO there have been discussions about how the
work done on LRIT can be leveraged to help other
international systems that are coming on stream.
E-navigation will be the next biggest change to
maritime communications and data, he said.
The IMO wants to link existing systems
together to create an all-embracing package
using new technologies to provide global
coverage of all ships.
One thing that LRIT did that was not done
before was connecting all of the worlds flags
together in an IT system that is auditable, secure,
operational, has back-up resources and welldefined, so we have a very mature IT system in
place with a communications path linked to it,
Ryan said.
The neat thing is that we have one IT system
that can interface with many other satellite
service providers. I am hoping again that as
we implement more and more e-navigation
initiatives, we can leverage the LRIT system, so if
we need to exchange data between countries
we already have a pipeline set up to do that. If
necessary, we can make changes to the pipeline
between the ASP, CSP and the ship in order to
get different data off the ships as well. IMPS
www.impsnews.com
18/09/2014 10:14:19
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18/09/2014 10:24:04
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12:10 PM
18/09/2014
OPERATIONAL FOCUS
here are many challenges in the Gulf of

Guinea. Foreign navies have engaged in
training exercises with their West African
counterparts, but they are not mounting
continuous patrols as they have in the Gulf of
Aden. While Somali pirates have been tried
and imprisoned in over a dozen countries,
there has yet to be one high-level piracy
conviction in West Africa. PMSCs, the silver
bullet solution for vessel security in the Indian
Ocean, are legally barred from carrying
weapons inside West African territorial waters,
and are relegated to serving as unarmed
advisers.
The Gulf of Guineas pirates differ greatly from
those of Somalia, and distinct regional
environments have prevented the measures
used to suppress piracy off the Horn of Africa
from being effectively implemented on the
other side of the continent. As Somalia was a
failed state bordering one of the worlds busiest
shipping lanes, its piracy crisis both demanded
and facilitated a robust international
engagement.
Attacks in the Gulf of Guinea, by comparison,
primarily affect the vessels serving the regional
oil industry and do not impede global
transportation. As the majority of incidents occur
within territorial waters or EEZs, West Africas
littoral states bear the responsibility for
suppressing piracy themselves. These countries
might be weak, but they are not failed and are
understandably wary of foreign warships or
armed guards challenging their maritime
sovereignty.
As a result, counter-piracy progress has been
slow and incremental. The naval capacity of local
states remains low, agreements for regional
coordination have yet to be actualised, and
international partners are adopting a largely
hands-off approach.
ASSESSING THE SCENE
It is important to note that piracy is not new to
Nigeria and the Gulf of Guinea, and is just one of
many regional maritime security challenges that
also include drug and weapon trafficking, illegal
fishing, toxic waste dumping, human smuggling
and illicit fuel bunkering.
Piracy ebbed and flowed for decades, but has
witnessed an acute evolution in tactics, targeting
and geographical range over the past four years.
Although massive underreporting of incidents
complicates statistical analysis, data from the
www.impsnews.com
IMPS_Autumn14_p35-38_West_Africa.indd 35
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.
Rough
seas
US and Cameroonian personnel conduct the
simulated boarding of a vessel during Exercise
Obangame Express 2014. (Photo: USN)
35
18/09/2014 10:25:20
OPERATIONAL FOCUS
A Gabon Navy boarding team watches

US sailors demonstrate how to search a suspect.
(Photo: USN)
International Maritime Bureau (IMB) denotes

that there has been a spike in activity from 2011
onwards, but attack numbers remain lower than
during the height of the Niger Delta insurgency
in the late 2000s.
West African piracy today encompasses three
distinct forms of maritime crime, each with their
own perpetrators and patterns. First are the
opportunistic and omnipresent petty robbers
who target berthed and anchored vessels across
the region. Posing a more significant threat are
the kidnap-for-ransom gangs that operate from
camps in the Niger Delta and stalk vessels
servicing the Nigerian oil sector.
Finally, and of greatest consequence to
the entire region, are the tanker-hijacking
syndicates that have stolen dozens of multimillion-dollar fuel cargos in a spree of attacks
stretching from Cte dIvoire to Angola.
According to captured pirates, these raids are
sponsored by powerful Nigerian patrons who
acquire intelligence about specific tankers to
target and then arrange for the black market
sale of their stolen refined petroleum.
These hijackings first occurred off Benin in
December 2010, and spread to the anchorages
of seven neighbouring states in subsequent
years. Although the number and success rate of
these attacks is currently in decline, they remain
the impetus that transformed West African
piracy from a Nigerian problem into an
international one.
COUNTER-PIRACY PROGRESS
As was the case with Somalia, the growing threat
to regional economic development and
international safety of navigation posed by West
African piracy prompted the UN Security Council
36
to take action and pass two resolutions to

address the crisis in October 2011 and February
2012. There would be no carte blanche for
foreign naval intervention, however, as the
resolutions stressed the primacy of regional
states to counteract piracy and encouraged
international partners to provide capacitybuilding support for these efforts.
On 25 June 2013, three regional organisations
the Economic Community of West African
States (ECOWAS), the Economic Community
of Central African States (ECCAS) and the Gulf
of Guinea Commission (GGC), collectively
encompassing 22 countries signed a code
of conduct for repressing piracy in Yaound,
Cameroon. The non-binding document calls for
cooperation in training and capacity-building,
information collection and sharing, joint
naval activities, the investigation, arrest and
prosecution of piracy suspects, and other
areas of common concern.
In order to address divergent maritime
security interests, ECOWAS and ECCAS have
divided the greater Gulf of Guinea into six zones
where individual states can work out subregional arrangements. ECCAS Zone D,
encompassing Cameroon, Equatorial Guinea,
Gabon and So Tome and Principe, is currently
the only operational zone, but naval chiefs of
staff have now agreed to increase coordination
in the pirate heartland of Zone E, which covers
the waters of Nigeria, Benin and Togo.
This past June, the chief executives of ECOWAS,
ECCAS and the GCC signed an agreement to
establish an Inter-regional Coordination Centre
(ICC) in Yaound, a key initiative of last years
summit. The ICC, modelled on regional counterpiracy organisations in East Africa and Southeast
Asia, seeks to facilitate common training, best

practices and information exchange among the
navies of member states.
Concurrently under development is the
Maritime Trade Information Sharing Centre
Gulf of Guinea (MTISC-GoG) based in Accra,
Ghana. The centre is geared towards the needs
of the regional maritime industry and aims to be
a single point of focus for reporting, analysing
and sharing unclassified information, much
like the role played by the UK Maritime Trade
Operations Office in Dubai. A 24/7 watch centre,
staffed by regional naval and shipping industry
personnel, is now under trial.
GETTING TOGETHER
At the state level, there has been a flurry of naval
procurement (much of it donated by
international partners) across the region as
governments seek to strengthen maritime forces
that have been largely neglected for decades.
Limited naval assets have been successfully used
to establish secure anchorage zones and
suppress piracy in former hot-spots such as
Cotonou, Benin, Lom, Togo and Lagos, Nigeria.
Outside support has been provided by the
IMO, which has been working with regional
states and organisations to develop the concept
for an integrated coast guard network. This has
mainly consisted of facilitating table-top
exercises where all maritime-related agencies in
a country are brought together to play out
security scenarios. The objective is to identify
inter-agency gaps and transferable skills with a
view towards establishing national maritime
security committees.
The EU, through its Critical Maritime Routes
in the Gulf of Guinea (CRIMGO) programme, is
engaged in a similar three-year project and has
facilitated a number of training courses on
information sharing, safety in maritime
operations and crisis response for regional
public- and private-sector participants.
Though classroom sessions abound, at-sea
exercises between regional and Western naval
forces are more intermittent. The US Africa
Partnership Station (APS) and Africa Maritime
Law Enforcement Partnership (AMLEP), along
with the French naval diplomacy mission
Operation Corymbe, represent the only
continuous efforts to build regional maritime
security capacity through practical training drills.
The largest multilateral training exercise for
the Gulf of Guineas naval forces is Obangame
www.impsnews.com
18/09/2014 10:25:21
OPERATIONAL FOCUS
Express, which has been occurring annually

under the sponsorship of the APS since 2011.
This Aprils exercise included participation from
12 African states and eight Atlantic and
European partners, and focused on a number of
key skills including vessel boarding and
searching, naval command and control and
regional information sharing.
While international assistance has provided a
much needed boost to the Gulf of Guineas low
maritime security capacity, there are limitations
to what foreign actors are both willing and able
to achieve in the region.
INTERNATIONAL IMPEDIMENTS
As earlier noted, piracy in the Gulf of Guinea does
not pose the same threat to global maritime
transportation as Somali piracy did, and has thus
not warranted the same response. NATO and
the EU have been drawing down their naval
operations off the Horn of Africa and there does
not appear to be the political will for a crosscontinental redeployment. The recently released
320
IQPC & Defence IQ brings you
United States Counter Piracy and Maritime

Security Action Plan Framework for Combating
Piracy and Enhancing Maritime Security in the
Gulf of Guinea denotes a clear focus on regional
capacity-building and support for local initiatives
over naval intervention.
In terms of capacity-building, there has been a
far more robust international engagement with
East African states than those in the West. For
example, EUCAP Nestor, the EU capacitybuilding mission in the Horn of Africa, has an
annual budget over twice the size of CRIMGOs.
The former has a permanent in-region staff
and provides ongoing coast guard and judicial
training to authorities in four countries, while the
latter consists primarily of periodic classroom
seminars and courses.
Even if international counter-piracy assistance
was in greater supply, West African demand is
dampened by concerns over sovereignty.
Regional states are happy to accept
decommissioned patrol boats and participate in
annual exercises, but they particularly Nigeria
draw the line at foreign encroachment in their

territorial waters and perceived interference in
domestic security affairs.
These concerns have also prevented PMSCs
from operating as they have off the Horn of
Africa, as national laws prohibit foreign guards
from carrying weapons within territorial waters.
For embarked security, vessel owners are forced
to rely on local personnel contracted from the
police and naval forces of littoral states. These
teams of rented soldiers are often poorly trained
and undermanned and have proven incapable
of preventing pirates from boarding vessels and
killing crew members on several occasions.
The absence of international naval
operations and foreign armed guards means
that a counter-piracy strategy for the Gulf of
Guinea will have to be regionally and locally
owned. West African states have drafted a
number of agreements to this end, but an
examination of recent piracy incidents and
the response to them reveals that they are far
from being effectively implemented.
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18/09/2014 10:25:22
OPERATIONAL FOCUS
The extent and frequency of piracy incidents in the Gulf of Guinea is clearly demonstrated in these diagrams. (Images: Delex Systems)
NEIGHBOURHOOD WATCH?
The central problem for regional counterpiracy operations is that the criminal
enterprise has a more multinational
outlook than the security response mounted
against it. In January 2014, Nigerian-based
pirates hijacked an oil tanker, the MT Kerala,
from an Angolan anchorage, stopped to sell
part of the stolen cargo in the Republic of
Congo, and then travelled past the waters of at
least four other states before pumping more
cargo from the vessel and releasing it off
Nigeria a week later.
While this should have been a prime test
case for regional naval cooperation and
information sharing, it served as a tacit
admission that the good theory put forward by
ECOWAS and ECCAS has yet to become good
practice. Rather than share intelligence and
coordinate their search efforts, regional
navies appeared more interested in denying
responsibility or claiming undeserved credit
for rescue efforts.
A spokesman for the Angolan Navy told
Reuters at the time that the Kerala hijacking
was all faked and that there have been no
acts of piracy in Angolan waters, two claims
which were rejected by a subsequent Interpol
investigation. The Nigerian Director of Naval
Information meanwhile boasted that the
Kerala had been intercepted by a coordinated
Nigerian-Ghanaian naval effort, when the tanker
had in fact been abandoned, minus some $10
million worth of fuel, in Nigerian waters and had
then sailed to the port of Tema, Ghana of its
own volition.
A similar scenario played out in early June as
pirates hijacked an oil tanker and a fishing vessel
off Ghana and sailed them eastward towards
Nigerian waters. A Ghanaian press release
38
claimed that the navies of Ghana, Togo and

Nigeria had mounted a collaborative search
operation, but neither vessel was found (despite
subsequent rescue claims by both Ghana and
Nigeria) until after the pirates had robbed and
abandoned them.
Despite cooperative talks, mutual distrust
still looms over multilateral relations in the Gulf
of Guinea, most prominently between the
regional behemoth of Anglophone Nigeria
and its small Francophone neighbours. The
only joint patrol in the region was Operation
Prosperity, mounted by Nigeria and Benin
from 2011 to 2014. The Zone E agreement
for asset coordination, resource pooling and
information sharing between Nigeria, Benin
and Togo has existed on paper for two years
but has yet to be operationalised.
Law enforcement and judicial cooperation
is another area where code of conduct
signatories have yet to turn words into action.
While the leadership of hijacker gangs is based
in Nigeria, they are reported to recruit along the
borders of neighbouring countries and utilise a
network of informants and black-market buyers
that spans the region. Individual countries have
apprehended suspects, but have not used
these arrests to build a central case. Bringing
down this criminal web requires evidence
collection in each of these states and sharing
it between them.
There are at least six sub-regional
coordination or information-sharing centres at
various stages of operation across West Africa,
but they do not appear to be fulfilling their
mandates. During Obangame Express, Cdr Dirk
Steffen of the German Naval Reserve noted a
deficiency in the ability of these centres to
maintain maritime situation awareness, share
information and facilitate decision-making. The
exercise was meant to be the debut of the

regional MTISC in Ghana, but it was regrettably
observed that naval forces and onshore
agencies were not exchanging information
with the centre.
OVER THE HORIZON
It has been slow work to build an effective and
cooperative maritime security regime in the
Gulf of Guinea, but a regionally and locally
owned approach will pay dividends. Counterpiracy has provided the springboard for West
African states to re-equip their long-neglected
maritime forces and build enduring multilateral
relationships.
A promising indicator of success has
been the decline in regional tanker hijackings.
Pirates seized and looted over a dozen
such vessels in 2011, but that number has
dropped in each subsequent year, with only
two successful hijackings occurring in the
first half of 2014. That said, the expansion of
these attacks into new waters off Angola
and Ghana underscores the need for
region-wide cooperation.
Regional maritime blindness, a dearth of
information sharing and the absence of
cooperative naval agreements have allowed
Nigerias pirates to expand into neighbouring
waters and will have to be remedied to fully
contain the crime wave. Addressing the
root causes will require Nigeria to tackle the
monumental challenges of anti-corruption
reform, oil sector transparency and development
in the Niger Delta. International partners are
helping to build local capacity to confront these
challenges, but they will not play a leading role.
For those who most greatly suffer the effects
of piracy, the regions local and international
seafarers, there is still a long voyage ahead. IMPS
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18/09/2014 10:25:22
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18/09/2014 10:26:38
CARGO SECURITY
A seaport container is
checked for contraband
with a mobile truckmounted x-ray scanner.
(Photo: US CBP)
t any one time, thousands of vessels are

transporting goods across the worlds
oceans. Keeping this cargo secure is of primary
importance, both while in transit and in port,
but this issue is an immensely complex one.
For different parties in the supply chain, the
concept of securing cargo has different
connotations. Merchant shipping operators
need to keep vessels safe against the threat of
dangerous or illegal cargo on board; vendors
need to keep their goods free from the threat of
theft; port authorities must be able to represent
national economic interests effectively through
the management and collection of payable
duties the list goes on.
A key aspect of cargo security is visibility
something that is being tapped into by
companies offering live tracking solutions.
With vessels carrying hundreds of thousands of
tonnes of containerised cargo, often destined for
multiple destinations in countries with different
regulations and customs requirements, every
step in the transportation process is simplified if
there is an electronic method to track and trace
a consignment throughout its journey.
CALL OF DUTIES
Key players in cargo security are the port and
customs authorities that regulate the points at
which a shipment enters a country. As well as
knowing what is on board each vessel arriving,
the customs authority must be able to monitor
that cargo once ashore, track it as it moves
www.impsnews.com
IMPS_Autumn14_p41-47_Cargo_security.indd 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.
around the port, and ensure that duties are paid
or that bonded items remain unopened until
they reach their final destination.
There are two types of cargo. If you bring
cargo into a port and pay duties on it, the port
authority is happy and anything that then might
happen to that cargo afterwards is nobodys
problem other than the owners, Elio Oliva,
president of Hi-G-Tek, told IMPS.
The other type is bonded, which accounts

for a huge amount of cargo around the world
at any one time, and is essentially cargo that is
in transit, either to a neighbouring country or a
free trade zone. During the transport of bonded
cargo, everyone the authorities, the buyer,
the seller wants to ensure that the container
is not opened and things are not removed
from it.
41
18/09/2014 10:29:07
CARGO SECURITY
Tracks360s RFID tags are

designed to be compact
around the size of an AA
battery. (Photo: Tracks360)
This is a huge challenge that creates

significant problems for customs authorities, as
there are multiple points at which cargo can be
tampered with, resulting in a loss of revenue.
Typically what happens is that a container
arrives in port, for example the port of Mombasa
in Kenya, but it is headed for a neighbouring
country, such as Uganda. So, the Kenyan
authorities dont collect duties on the goods,
as they will be paid in Uganda, Oliva explained.
But then what happens is that people cheat
they open the container, remove items and sell
them duty-free.
The cost for Kenya in this example is
enormous, because in the case of many African
and Latin American countries, a good part of
their revenue comes from the collection of
duties at ports. Its not like in the US or the UK
where the government lives off income tax in
many cases the one place that governments can
extract duties in an unavoidable way is when
goods are brought into ports and airports.
Hi-G-Tek has developed a number of systems

to help customs authorities overcome this
challenge, offering wireless sensing solutions
that monitor and capture real-time location,
security and condition information about
cargo and other assets. In 2010, the company
completed the implementation of the Electronic
Cargo Tracking System (ECTS) for the Kenya
Revenue Authority (KRA).
With the ECTS in place, the KRA now requires
importers, exporters, clearing agents and
transporters to comply with new regulations
by installing electronic seals on containers. As a
result, no cargo under customs control will be
allowed to transit Kenya without the appropriate
tracking devices installed.
The ECTS is one of the most advanced
systems of its kind in the world, and is the first
to be implemented on a nationwide basis in
Africa. It assists the KRA in addressing problems
of significant tax loss, cargo theft and regulatory
compliance by providing visibility at the
The vast majority of the worlds trade goods is

shipped as containerised cargo. (Photo: US CBP)
42
transport platform, the individual container or

the cargo component, to ensure that bonded
consignments remain secure until they reach
their final destination.
SEAL SANCTUARY
Hi-G-Teks solution is based on wireless electronic
seals that enable customers to monitor the
opening and closing of container doors, as well
as keep track of various parameters relating to
the cargo inside, including temperature, security,
humidity, light, tilt, shock, vibration and others.
This essentially allows users to build and
maintain an electronic record of the complete
chain of custody for the cargo. This chain can be
maintained over time to establish a trail that
facilitates compliance with audit requests. All
actions are permanently stored in the internal
memory of the individual e-seal and also in the
associated software platform (ESP), and each is
time-stamped and geo-stamped with latitude/
longitude co-ordinates. ESP manages the data
derived from e-seals by applying the customers
business rules to filter it, generating alarms
where appropriate and creating management
reports based on the requirements specified.
Following on from the Kenya-Uganda
example, with our solution the container comes
into port, the electronic wireless seal is put on
the door of the container, and that seal is
monitored all the way to Uganda, Oliva said. If
at any time the cargo deviates from its intended
route, or the container is opened or the seal
destroyed, an alarm alerts the authorities in
Kenya that the container never made it to
Uganda in that case they send the company
a bill for the duties they have incurred.
Hi-G-Tek has also worked with Ghanas
Customs, Excise and Preventive Service
to better enforce compliance with trade
regulations through implementation of the
Ghana Customs Trade Lane System. By sealing
and monitoring all bonded cargo arriving at
Ghanas ports which handle over 550,000 TEUs
of containerised freight annually, and are the
www.impsnews.com
18/09/2014 10:29:08
CARGO SECURITY
most important entry point for transit goods

destined for the landlocked countries of Burkina
Faso, Mali and Niger the system ensures
shipments reach their destination, while also
enhancing Ghanas overall trade lane capabilities
by automating internal processes and improving
operating efficiencies.
According to Hi-G-Tek, cargo transporters
will benefit from faster customs clearance
procedures due to the elimination of physical
escort for bonded cargo transiting through
Ghana. Additionally, all bonded facilities will be
electronically sealed and monitored with
Hi-G-Locks.
INCREASING EFFICIENCIES
Raising operating efficiency in ports is another
important application of tracking technology,
and is something that contributes to the overall
security of a facility and the cargo stored within.
Typically in a port youll have between 3,000
and 5,000 containers, all stacked with a plastic
tie rack on the door and a number that has been
recorded, Oliva said. Under this system, nothing
prevents containers being opened in the port,
and things being removed either for duty
avoidance or flat-out theft, or things being
inserted into the container once it has been
cleared for shipping this is one of the preferred
methods for bringing drugs into the US and
Europe because you dont have to corrupt the
transporter or owner of the goods, its just
inserted at the port.
But our system, which we are also
implementing in a number of South American
ports, gives port owners 24/7 real-time
electronic monitoring of every single container
in the yard. They know when its been opened,
closed and moved, which is important because
containers are continually shifted around the
yard as cargo goes in and out, so this way they
know if the move is authorised
or unauthorised.
British company Tracks360 is also working to
increase the visibility of cargo in port and in
transit through the use of GPS tags. Its Orion
asset tracking and security network, which
consists of GPS RFID tags and a gateway that
plugs into existing 3G, 4G or Ethernet networks,
provides a bubble in which any item fitted with
a tag can be tracked in real time within a 1km
radius of a gateway.
Each gateway controls key access points and
provides information on the movements,
location and condition of tagged items, as well

as receiving information from non-GPS tags for
tamper alerts and logistics solutions.
ROLLING OUT
According to the company, its GPS/RFID tagbased tracking network is being rolled out across
ports in the UK, but the system can be used to
create drop-in networks anywhere, and may
be employed for tracking cargo in transit across
the worlds oceans more effectively than
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previous technologies. The tags are very small,

around the size of an AA battery. They can be
fixed to containers, and within a port they can
create a visibility, security and logistics picture for
the network owner, showing where the
container is, when it was opened, and what ship
it was boarded on to, Jonathan Olliff-Cooper,
director at Tracks360, told IMPS.
By setting the gateway at the highest point in
a marina to provide the most coverage, the
network can include tracking of small
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15/08/2014 16:51:58
43
18/09/2014 10:29:09
CARGO SECURITY
vessels and transport vehicles as well as

containers. When the tracker detects
movement, it reports location, temperature,
humidity and direction in real time via 3G/4G
every 30 seconds.
When the container is static, its location,
temperature and humidity are reported
every two minutes.
In a supply chain scenario, we can piggyback
off a ships existing satellite base station and
establish a gateway that will then report realtime analytics of all your containers anywhere
at sea, Olliff-Cooper said. Previously that would
have been one or two pings a day. With our
solution it is every 30 seconds, and it also
reports critical data at the same time.
The tracker radio-transmits at 433Mhz to the
ships base station, updating its location and
temperature. The base station then sends the
signal from the tracker to the satellite, which
forwards it to the Internet. Then, as the
container approaches its destination, the
tracker comes within range of the ports
gateway and switches back to 3G/4G to
transmit its information. The tracker then
sends its journey details to the gateway and
continues to report in every two minutes
until it is on the move again.
A cited benefit of Tracks360s solution is
that it removes the requirement for machineto-machine (M2M) SIM cards that many other
GSM tracking systems rely on, providing a costeffective way of obtaining detailed analytics.
Each tag has a three-to-five year battery life per
charge, or can run on mains or solar power.
As well as generating a detailed logistics
picture for the network owner, the system has
the potential to reduce the movement of stolen

goods through port areas.
We understand that the majority of stolen
high-end valuables move through a port at
some stage as they are shipped to be sold
elsewhere, Olliff-Cooper said. Lets say a tractor
is stolen in Dover. If the owner has tagged it, as
soon as that tractor enters the network at Dover
port, the owner will be alerted because the tag
will relay a signal anywhere in the world that it
finds a network, so it creates a security network,
alerting the authority that stolen assets are
coming into the port.
THE ECONOMICS OF SECURITY
Port areas themselves are often the weakest
point, security-wise, during the international
shipping of goods, but solving this issue presents
its own challenges given the large number of
parties with a vested interest in the supply
chain, and the relatively slow uptake of
tracking technology.
Part of the inertia of the market when it
comes to the uptake of tracking solutions is that
the container ecosystem is so complex, Edward
Withrow, chairman of PearTrack Systems, told
IMPS. The shippers dont own the product being
shipped many dont even own the containers,
because they are leased from container
companies. Then you have the end user and
the insurance company, all of which makes
the economics a challenge, because who is
going to foot the bill?
Currently, the recipient customer has the
highest motivation to ensure that the supply
chain remains secure, but in reality this is often
driven by the need for cost-efficiency rather than
safety. On the other hand, the economic impact
of insecure supply chains cannot be overlooked.
Keeping cargo safe is not just about the
dollar value of goods, its effects are far
wider than that, particularly
when it comes to the
The IDP-800 can be used

for vessel tracking and
communications where power
and space are at a premium.
(Photo: SkyWave Mobile
Communications)
44
threat of drug companies or high-technology

manufacturers having their products swapped
out for inferior counterfeits during the shipping
process. At that point, it becomes an economic
issue with the potential for massive brand
degradation, as well as liability if the result
was loss of life, Withrow said.
Part of the solution here is about cradle-tograve, start-to-finish tracking solutions that
provide a comfort level to the end user, and
the other side is a need for standardisation of
security systems at all major ports.
TAKING THE INITIATIVE
In 2002, US Customs and Border Protection
launched the Container Security Initiative to (as
the name suggests) increase the security of
container cargo heading to the US, and while
such programmes address some of the security
challenges, there remains a need for a broader
solution to standardise the use of tracking and
security systems for cargo, led by an international
body such as the IMO. But again, the problem is
an economic one.
If you are a large company with complex
infrastructure and supply chains, you have a
need for this type of solution, but if you take that
step, you need to know that it is a step in the
right direction, and that the technology you
acquire will be interoperable, scalable and wont
quickly become obsolete, Withrow said.
So our goal is to take the security proposition
to government agencies, insurance companies,
large-scale carriers, container manufacturers and
port authorities, who are the governments
hands, eyes and ears at the port, to get the
economics to work for standardisation across
the industry.
PearTracks TeleAsset system provides
location-based, event-driven information
gathered from shipping containers that helps
the user improve security, increase utilisation of
assets, and guarantee cargo integrity. It is
designed to be effective at the highest-risk
stages when travelling to and from the main
shipping points, and when at the port holding
area awaiting loading.
Critical information on the cargo will
be sent to the end user via email or
SMS, providing container location
and movement, door opening alerts,
ambient light inside, temperature and
operating area violations. When used in
combination with a custom-designed
www.impsnews.com
18/09/2014 10:29:11
18/09/2014 10:29:11
18/09/2014 10:29:12
CARGO SECURITY
A container vessel unloading at Dover

port. (Photo: Wikimedia Commons)
monitoring portal, regular status reports and

automatic alerts provide users with insight into
their supply chain and container status.
EFFICIENT PORTS
The smooth running of cargo operations is an
integral aspect of ensuring the safety of the port
itself. Authorities must be able to understand
what is happening within their area of concern at
all times, and this requires the ability to quickly
identify vessels entering port and having
advanced warning of the cargo they are carrying.
Wireless data communications provider
SkyWave supplies a number of solutions that
enable users to maintain connection with any
merchant vessel anywhere in the world via
wireless data messaging. As well as providing
full visibility of operations and the goods a ship is
carrying, this contributes to safer, more efficient
marine traffic, by allowing users to track, monitor
and manage vessels as they move through
oceans and littoral waters.
One intended result of this service is increased
productivity at ports, reducing commercial cycle
times by securely sending work forms, logs and
other information from a vessel to authorities
and fleet managers ashore, informing inspectors
of approaching vessels and allowing them to
prepare for cargo checks and pinpoint the exact
docking time and location.
www.impsnews.com
Additionally, the technology enables port

authorities to quickly pinpoint vessels during
maritime emergencies, and broadcast safety and
security information, while also allowing ships to
receive warnings of hazardous situations when
they go off-course, all of which contributes to the
safety of the cargo on board.
The SkyWave system consists of a 3G satellite
data communications M2M network, satellite
terminals and application tools. The IDP-800
terminal with integrated battery compartment
uses the two-way IsatData Pro satellite data
service for remotely tracking and managing
fixed and mobile assets anywhere in the world,
while the IDP-690 is engineered for maritime
and low-elevation-angle applications.
Our solutions are built on a programming
environment that is extremely flexible, so we
can develop customised applications to meet
requirements as needed, Sue Rutherford, VP
marketing at SkyWave Mobile Communications,
told IMPS.
Those requirements demand reliability for
always-on communications, and for this reason
we work with Inmarsat, utilising their global
constellation. They need something that works
in the harsh environment of the ocean high
and low temperatures, direct sunlight, salt water
spray so our terminals are hermetically sealed
to prevent water getting inside. They need
something that has a long battery life, which our

terminals provide, and finally they need
scalability as their fleets grow.
The company recently worked to develop
an IDP-800-based solution for Falcon Mega
Solutions. With a low profile, the terminal and
battery case easily fits on vessels and can be
hidden along with an optional remote antenna
on the vessels exterior.
TIP TOE
They wanted something with a small footprint
which is an increasing requirement due to the
growing incidence of pirate activity
in some locations, Rutherford said. This system
can be deployed unobtrusively where pirates
cannot easily locate it, so that if a ship is lost they
can get visibility on where it is.
With the vast majority of the worlds cargo
transported via merchant shipping, cargo
owners, vessel operators, port authorities
and government and independent bodies
all have a responsibility to improve methods
and processes to ensure goods are secure
throughout the supply chain. However, there
remains much regulatory and legislative work
to be done to secure the international transit of
cargo from start to finish, using the increasingly
sophisticated tracking technology available on
the market today. IMPS
47
18/09/2014 10:29:13
FULL ASTERN
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.
ew coast guards in the world have gone, and

continue to go, through the challenges that
Iceland faces. While its responsibilities still grow,
severe budget cuts following the countrys
banking collapse of 2008 still limit growth and
investment.
The Icelandic Coast Guard (ICG) more
commonly known as Gslan (The Guard)
was formally founded in 1926, but it was its
involvement in the First and Second Cod Wars
with the UK in the 1950s and 1970s respectively
that cemented its role.
While its work with NATO continues,
Lrusson said the ICGs priorities are changing.
Protecting our fish stocks used to be our
main responsibility, but Iceland is a fastgrowing tourist destination and that means we
have to handle search and rescue [SAR] and
medical emergencies for the rising number of
sailing yachts and cruise ships that are coming
here, he explained.
INLAND INVOLVEMENT
Rescuing amateur sailors is a problem for most
coast guards, but Gslan also has the task of
inland SAR as well. Of the 200 cases where we
launch every year, only 25% are at sea, while 75%
are inland, of which 50% involve tourists. That is
an additional burden for no additional money.
However, Gslan does have other more
typical responsibilities. Illegal fishing remains
as popular today as it always has, with redfish
being the usual target, fetching over $1,500 per
tonne on the open market.
Pirate fishing trawlers, such as the five Rostock
Girls and the Pole Star, are registered under
flags of convenience often in Africa or South
America and use an international crew, which
48
makes discovering the real owners difficult.

Meanwhile, the vessels continue to make money
from rapidly failing stocks of fish.
The trouble, according to Lrusson, is that
poachers fish just outside of the Icelandic EEZ.
Our ships might be armed, but we are not a
navy. We just cant do anything about it.
In the case of Pole Star in 2007, all Gslan
was allowed to do was read out the regulations
to the crew over loudhailer. They were ignored.
What Gslan could do was impose economic
sanctions against the ship and crew. While they
were outside of our EEZ, they were still within
the North East Atlantic Fishery Commission
[NEAFC] area. Other members of NEAFC agreed
to deny them access to port to unload catch and
refuel. Of course, they then started sending
supply ships to refuel and take the catch while at
sea still, but we managed to blacklist those too.
SAR and policing illegal fishing obviously cost
money a resource in short supply throughout
Iceland following the crash. To support itself,
Gslan has had to restructure and look to other
sources of funding.
The restructuring started early, launching in
2005 with plans to completely overhaul the
ship and helicopter fleets to more closely fit the
agencys multi-task, but SAR-focused, profile.
Unfortunately, the crash meant that plans to
buy long-range rotorcraft from Norway
outright had to be downgraded to leasing.
Today, Gslans naval fleet comprises the
flagship ICGV Thor (III), a UT 512L Type OPV;
ICGV Tr (II) and ICGV gir (II), two gir-class
vessels built over 40 years ago; and ICGV Baldur
(II), a hydrographic survey and patrol boat.
Gslan also owns two aircraft: a Bombardier
DHC-8-Q314 used for maritime surveillance; and
IMPS_Autumn14_p48_Interview.indd 48
an Arospatiale AS332 L1 Super Puma used for

maritime surveillance and SAR operations. The
agency also operates two AS 332 L1s on longterm lease from Airlift of Sweden.
UNUSUAL WORK
To keep these assets and maintain staffing levels,
Lrusson has signed the agency up for various
operations outside its typical remit, such as the
Frontex Joint Operation Poseidon, which polices
illegal migration in the eastern Mediterranean.
The budget cuts are still affecting us. We still
havent moved very far away from that. So,
weve been doing some unusual work that takes
us on assignment to the Mediterranean, Africa,
even the Gulf of Mexico. They have been very
good for us, because not only have they allowed
us to keep our ops up and running in Iceland,
but they are also opportunities for training.
Ships will be posted there for up to five
months a year, and aircraft up to six months, so
of course it has affected our ability to be ready
here in Iceland. The public does complain about
that every now and then, which means we then
have to go over the same arguments of how we
lack enough money for the service they expect.
As well as funding and specific responsibilities,
technology is also changing how the agency
operates, with satellite imagery and advanced
radar systems allowing better real-time analysis
of vessel and aircraft movements.
These days we have access to many more
[data] resources, said Lrusson. When I think
back to our operations in the 1980s and what
we do today, it is all completely different. Better
information and improved technology have
changed everything for us and they are
changing things still. IMPS
www.impsnews.com
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NATIONAL SECURITY SOLUTIONS
THERES ONLY ONE WAY TO LOOK

AT NATIONAL SECURITY:
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Raytheon.com | Keyword: NatlSec
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Maritime Port Security Vol1 #3

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Maritime Port Security Vol1 #3

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Volume 1 Number 3

Port security systems

Naval Future. Tailor Made.

Challenge maritime threats

Naval platforms - Fast attack / patrol &

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

Phil Rood, Richard Scott,

10 Pushing the boat out

David Hurst, david.h@shephardmedia.com

16 Watching the waves

Junior Sales Executive

Builders of small patrol craft around the

With nations beginning to pay closer

Major seaports are large, vulnerable targets

International Maritime & Port Security is published

DTP by Vivid Associates Ltd, Sutton, Surrey, UK

SATCOM technology has proliferated over

Knowing the location, contents and condition

48 Tip of the iceberg

Slough, Berks, SL1 4DX

22 All necessary measures

Tel: +44 (0) 1753 727010

Piracy in the Gulf of Guinea, while now

RAdm Georg Lrusson, the Icelandic Coast

IN THE NEXT ISSUE

Shephards aerospace and defence publishing portfolio incorporates seven titles:

Subscribe today via: shop.shephardmedia.com or +44 (0)1753 727010

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

Private practice persists,

New standards are designed

Gulf of Guinea on the other side of the African

Darren Lake, Editor

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

Somali pirates biding their time

alert levels decline and ship owners scale back

keeping armed guards. They said people

DSIT wins nuclear facility protection contract

point, which is part of the reactor cooling system,

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

systems for the oil and gas industry, DSIT is

IMB warns of cyber

compromising the terminals IT systems to gain

NEWS ON THE WEB

RECORD NUMBERS DIE IN

KONGSBERG MESOTECH LAUNCHES

SERCO WINS US MILITARY CIWS

OSI MARITIME RECEIVES

NEPTUNE EXPANDS INTO PORT CRISIS

UK MoD AWARDS 348 MILLION

LATEST GULF OF GUINEA PIRACY

NORTHROP GRUMMAN RECEIVES

USNS P-8A POSEIDON FLEET GROWS

WORK UNDERWAY ON UK SMALL

All these stories can be found at

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

Australian P-8 buy progresses

a replacement for its ageing AP-3C Orion fleet.

aircraft will replace the [RAAF] AP-3C Orions

Damen to supply patrol vessels to Ecuador

provided by four fixed-pitch propellers. The

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