Professional Documents
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Maritime & Port Security Vol1 #4
Maritime & Port Security Vol1 #4
Maritime & Port Security Vol1 #4
Winter 2014
Life in the
fast lane
The rise of high-speed interceptors
CALLING
IT OFF
TURNING
THE TIDE
SCARE
TACTICS
Anti-boarding systems
PMSCs in action
www.impsnews.com
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MULTI-MISSION OPERATIONS
I n g e n u I t y A c c e l e r At e d
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CONTENTS
Front cover: The value of fast interceptor craft is becoming
increasingly significant in the maritime security domain.
(Photo: Damen)
Editor
Daniel Tye, daniel.t@shephardmedia.com
Tel: +44 1753 727023
4 News
Editor-in-Chief
Tony Skinner
Managing Director
Darren Lake
Nick Prest
14 Scare tactics
Chairman
8 On the lookout
3 Comment
Contributors
Claire Apthorp, Gordon Arthur,
26
SUBSCRIPTIONS
Shephard Media, 268 Bath Road,
Slough, Berks, SL1 4DX
Tel: +44 (0) 1753 727010
44 Irish investment
Email: subs@shephardmedia.com
International Maritime & Port Security is published
four times per year by The Shephard Press Ltd,
26 Calling it off
Subscriptions
The Shephard Press Ltd
268 Bath Road, Slough, Berks, SL1 4DX, UK
Tel: +44 1753 727001
Fax: +44 1753 727002
www.impsnews.com
www.impsnews.com
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thalesgroup.com/tacticos
FUTURE EXTENSIONS
Future-proof Navy and Coast Guard
ships with Tacticos on board
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09/05/2014
16:56
COMMENT
Fast interception,
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.
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NEWS
FRONTEX
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www.impsnews.com
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NEWS
Swiftships launches
private security fleet
SWIFTSHIPS
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NEWS
GERMAN NAVY
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OPINION
Setting
the stage
THE ASIA-PACIFIC REGION HAS SURPASSED
Europe as the worlds second largest naval market
after the US.
According to market analysts AMI
International, Asia-Pacific countries are expected
to spend around $200 billion on new ships and
submarines by 2032, making up roughly 25% of
the global projected new ship market.
Southeast Asia in particular is set to spend
more than $25 billion on new ships through
2031, with patrol vessels, frigates and
amphibious ships comprising the primary
group of future new naval projects in the
region. Following a sustained period of positive
growth, many Southeast Asian countries are
building up military capabilities, with an eye
towards better protection of their assets,
especially the shipping lanes, ports and
maritime boundaries that are critical to exports
and supply chains.
STRATEGICALLY PLACED
Singapore is strategically located at the heart of
the fast-growing maritime defence industry in
Asia-Pacific and the International Maritime
Defence Exhibition and Conference (IMDEX
Asia) is well poised to tap into the burgeoning
growth of the naval and maritime security
industry in the region.
IMDEX Asia 2015, which will be held in
Singapore from 19-21 May, has received a strong
vote of confidence through early sign-ups, with
more than 80% of the exhibition space already
booked six months ahead of the show.
This reflects its importance as Asia-Pacifics
premier maritime defence show, a must-attend
event in the international naval and maritime
security calendar and a springboard for
exhibitors and visitors to tap into the vast
opportunities available.
IMDEX Asia brings together high-profile
participants, including chiefs of navy, director
www.impsnews.com
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TECHNOLOGY FOCUS
On the
lookout
T
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TECHNOLOGY FOCUS
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TECHNICAL CHALLENGES
However, providing effective surveillance
information is one challenge for coastal radars,
with clutter being a particular problem. The
ocean is not flat, and rough seas can result in
waves several feet high. Much as undulating land
does for low-flying air targets, high waves can
appear on radars, as the crests reflect the radar
pulses, which show up as clutter. Small craft, such
as those used by the Lashkar-e-Taiba insurgents,
can hide in this.
Consequently, the ability of coastal radar to
discriminate between sea clutter and small
targets is paramount. Systems typically transmit
in the S-band (2.3-2.5/2.7-3.7GHz) and X-band
(8.5-10.68GHz), although there are some
exceptions. There is no perfect frequency band
each has its advantages and disadvantages.
S-band offers good performance in adverse
weather which can degrade the performance
of X-band radar, although the latter has good
performance in clear weather and offers better
target resolution.
There are also some important differences in
coastal surveillance radar architectures. Some use
continuous wave (CW) architecture, with others
using pulse-Doppler the latter measures the
time difference between the transmission of
a radar pulse, which may be microseconds in
duration, and the reflection of that pulse in the
form of an echo from its target.
As radar pulses travel at the speed of light
(300,000km/s), it is possible to determine the
range of a target by determining the time
it takes for the pulse to return
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TECHNOLOGY FOCUS
10
AESA technology is
increasingly being used in
the defence domain.
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TECHNOLOGY FOCUS
SHORE THINGS
In the UK, Kelvin Hughes has developed Shore
Based Systems (SBS), which are marketed in three
families: SBS-700; SBS-800; and SBS-900. The first
range uses an X-band magnetron-based
transceiver, while four variants of SBS-800 are
available in X- and S-band configurations.
However, Mark Bown, group marketing
manager at Kelvin Hughes, said that the
SBS-800 radars use solid-state, as opposed to
magnetron-based, architecture. No magnetron
means the reliability of the system is extremely
high, he explained.
Meanwhile, the SBS-900 uses the same
transceiver that equips the companys
SharpEye radar family, which includes S- and
X-band products, differing in terms of power
output and both providing an instrumented
range of around 90km.
Kelvin Hughes coastal surveillance radars
are in service at a number of sites around
the world, including Darwin Port in Australia and
offshore oilfields in Azerbaijan.
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Maximizes Design and Work Sequence Flexibility
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www.impsnews.com
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TECHNOLOGY FOCUS
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PMSCs
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PMSCs
Scare
tactics
Private maritime security companies can provide surveillance, protection and the option
of lethal force in response to attacks on shipping. Claire Apthorp explores how the
rise of such organisations has impacted overall piracy levels in recent years.
www.impsnews.com
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PMSCs
BEST PRACTICES
The use of lethal force to deter pirates from
boarding a vessel on which PCASPs are operating
is a last resort. In the first instance, PMSCs provide
clients with a risk assessment of the vessel,
taking an audit of the onboard systems and
relaying advice on layered defences, particularly
with regards to utilising Best Management
Practices for Protection against Somali Based
Piracy (BMP4).
This code dictates the requirements for vessels,
including: registering with the Maritime Security
Centre Horn of Africa prior to entering the highrisk area (bounded by Suez and the Strait of
Hormuz to the north, 10S and 78E); reporting
to UK Marine Trade Operations upon entering
this area; and implementing ship protection
measures to harden the vessel against boarding
by pirates.
A typical pirate group will have a couple of
skiffs with Yamaha outboard motors capable
of doing 40-50kt but with a short range, and
in order to get far enough offshore into the
shipping lanes they need a bigger ocean-going
vessel, so they may capture a dhow operating
between Somalia and Yemen either a fishing
vessel or commercial transporter to use as a
mothership, Thompson said.
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PMSCs
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PMSCs
MIDDLE MEN
As PMSCs cannot provide armed guards on
board vessels travelling in territorial waters, an
increasing number of companies are providing
a security advisory service, acting as an agent or
middleman between the shipping lane and the
local armed guard service.
Salamanca is providing advisory services
in a similar manner for an oil rig off the coast of
Benin, working alongside Benin marines and
providing security advice to the master of the rig;
and a number of other companies are offering
similar services.
As the situation in the Horn of Africa stabilises,
it is likely that PMSCs will continue to look
further afield in order to expand their operations
into new regional areas where piracy remains
an issue.
As well as keeping shipping lines safer in
dangerous waters, this will also help widen the
existing customer base to keep more companies
afloat and reduce the impact of oversupply in a
niche market. IMPS
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MORE GO TO
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Hear From:
Gil Klinger,
Deputy Assistant Secretary of Defense
for Space and Intelligence,
United States Defense Department
Air Chief Marshal Sir Stuart Peach,
Vice Chief of Defence Staff,
UK MoD
Robert B. Murrett,
Deputy Director, Institute for National
Security and Counterterrorism
(INSCT) Professor of Practice, Public
Administration and International Affairs
Marlene Meyer Ph.D,
Chief Geospatial Branch, Danish Defence
Acquisition and Logistics Organization
www.impsnews.com
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REGIONAL FOCUS
Turning
the tide
An emphasis on securing South
Americas maritime resources has
led regional navies and coast guards
to re-assess their capabilities.
Iigo Guevara explores some
of the efforts under way.
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REGIONAL FOCUS
Naiguata (GC-23) is
the third of four
Guaicamacuto-class
patrol ships built for the
Venezuelan Navy by
Navantia in Spain to
its BVL design.
(Photo: Navantia)
www.impsnews.com
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REGIONAL FOCUS
COTECMARs LPR-40 fast patrol boat has
been successfully exported to Brazil and has
proved its worth on the waters of the Amazon.
(Photo: COTECMAR)
MAKING REQUESTS
The services Strategic Programme Management
Directorate (DGePEM) launched SisGAAzs official
RfP in March 2014, and will receive responses
from interested companies by 19 January 2015.
A total of 13 potential suppliers, all of which
fall under the strategic defence company
classification, have announced they will
participate in the process. These include: Andrade
Gutierrez; Ares; Avibras; CONSUB; Embraer;
Engevix; Iesa; OAS; Odebrecht; Queiroz Galvo;
Shelter Consultoria; Siem Offshore; and Synergy
Defence and Security.
A shortlist of contenders will be published in
early 2015 and a main contractor is scheduled to
be announced in June 2015. Contract signature
is expected to take place in December 2015.
The overall value of SiSGAAz contracts is
expected to reach R$14 billion ($5.6 billion)
spread over a ten-year period from 2016.
The programme is currently running six
months behind schedule, and could be delayed
further given funding constraints, political factors
and evolving capability requirements. However,
the importance of the area it aims to protect
guarantees that it will be implemented in the
short to medium term about 95% of Brazils
foreign trade uses maritime transport routes, and
its EEZ is home to about 80% of its oil, which as of
July 2014 was calculated to comprise an
estimated $430 billion worth of known reserves.
Providing security and protection for the
more than 140 offshore platforms and over
400 support vessels is no easy task.
Furthermore, Brazils SAR area of responsibility
spans 10 million square kilometres of
the southern Atlantic Ocean. When
implemented, SisGAAz will also inspire similar
regional and international coastal and EEZ
maritime surveillance systems.
THE LONGEST COASTLINE
A maritime country by nature, Chiles uneven
and at times broken geography mainly due to
gulfs, straits and canals hides over 83,000km of
coastline in an otherwise 2,800km straight line.
Overall, this means an area of 3.4 million
square kilometres of maritime territory and
17.5 million square kilometres making up its area
of responsibility.
Extreme weather and few population
centres make for some very inhospitable
environments to patrol. Additionally, Chile is the
main promoter of the presential sea concept,
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Convene; C
Critical Infrastructure P
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REGIONAL FOCUS
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REGIONAL FOCUS
www.impsnews.com
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ANTI-BOARDING
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ANTI-BOARDING
Calling
it
off
T
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LAYERED TACTICS
For those that can afford it, a layered approach
that allows for an escalating series of responses is
the preferred option. Early detection of a threat
comes first using sophisticated onboard radar
systems and 24-hour watches.
Avoidance is the next response, achieved
by increasing speed and manoeuvres, but if
that fails then a ships master can resort to
discouragement or deterrence and any active
anti-boarding systems available to him.
It is here that much of the newly developed
anti-piracy technology comes into play. An
armed security team could also be employed to
provide an obvious deterrent, before resorting
to the use of weapons.
Finally, if these countermeasures fail to deter
or defeat the pirate attack, the ships crew can
retreat to a secure part of the ship, sometimes
in the form of a dedicated facility known as a
citadel, equipped with provisions, radios and a
compass, as well as ideally the means to
disable the engines of the ship. Help can then
be called and the position of the vessel given to
the rescuer.
BARRIER SYSTEMS
Perhaps the clearest signal to any pirate that
he is facing anything other than an unprepared
potential target is the display of obvious
defensive measures on the ships deck or
rails, such as fences and barbed wire.
While this is useful, more effective solutions
like razor wire are not popular with crews, as it
reduces space and is difficult even dangerous
to install and remove. Electrified wire fences face
a similar problem.
One simpler barrier defence option available is
Guardian, a protective infrastructure developed
by UK-based Guardian Maritime. It comprises a
highly visible, BMP 4-compliant robust barrier
that is hard to climb and difficult for roofing
ladders to get purchase on. The system is
designed to be relatively quick and safe to install
and comes in 1m-wide sections that lock
together and clamp onto the ships safety rail.
Expected to last for five years, it is also
interchangeable between vessels.
Guardian helped repel an attack on the
vessel Africa Four off the coast of West Africa in
May 2013. Pirates attempted to board the ship
for almost two hours before withdrawing. Teresa
Stevens, owner and designer at Guardian
Maritime, told IMPS that the system has been
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ANTI-BOARDING
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th
EDITION
NAVY
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ANTI-BOARDING
th
EDITION
RATE
ITY
Organised by
LASER DAZZLERS
Laser dazzle sights have been in use since the
1980s and were considered as protection against
attacks from fast launches in the dangerous
Straits of Hormuz. They were also used during
the 1982 Falklands War.
These weapons are designed to make
attackers look away from their target or face the
very real danger of suffering eye damage. In the
military arena, countermeasures in the form of
goggles or glasses fitted with filters can easily
nullify the systems effectiveness, but pirates do
not usually have access to such equipment.
There has been some controversy about
the legality of such weapons because blinding
devices are prohibited by international protocol.
www.impsnews.com
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ANTI-BOARDING
32
Guardian is a highly
visible deterrent to
would-be boarders. It
comes in 1m-wide
sections that clamp
onto a ships safety rail
and interlock. (Photo:
Guardian Maritime)
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LO O K I N G F O R . . .
MARKET INTELLIGENCE?
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Beating
the traffic
From its humanitarian implications to the capabilities required for nations to
prevent it, people trafficking is a difficult, deep and complex issue. Phil Rood
looks at some of the approaches being taken around the world.
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ITALIAN IMPACT
Mahecic said: The Italians have done an amazing
job and have saved thousands of lives carrying
out rescue operations this year.
However, for the over-stretched Italian Navy
(Marina Militare) and coastguard (Corpo delle
Capitanerie di Porto Guardia Costiera) seeking
to balance border control with a humanitarian
role, the problem has almost spiralled out of
control, as manpower and resources are diverted
from other patrol and policing duties.
As the first country of arrival, Italy is forced to
wrestle with processing tens of thousands of
refugees seeking asylum. However, many
disappear from reception centres like those in
Sicily and Lampedusa Island and head north
to pursue futures in countries such as France
Germany, Sweden or the UK before their cases
can be heard.
www.impsnews.com
11/12/2014 14:45:49
ng
Naval personnel on board the
San Giorgio prepare to process
asylum seekers who have just
been rescued by landing craft.
Crew from the Italian Navy LPD
San Giorgio scour the sea for
boats carrying asylum seekers.
(Photos: UNHCR/A DAmato)
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COST BURDENS
Mare Nostrum, which ended on 31 October and
cost over 9 million a month, has been replaced
by the smaller EU Operation Triton under the
Frontex agency, with two fixed-wing aircraft and
one helicopter, and is limited to about 50km off
the Italian coast.
This contrasts to the Italian operation, which
carried out proactive SAR missions across 27,000
square miles of sea. Frontex also has just a third of
the budget ( 2.9 million per month) of Mare
Nostrum. The Italians will maintain a SAR presence
during a two-month transition period.
However, instead of five large ships under Mare
Nostrum, there will be one large vessel stationed
at Lampedusa and three smaller patrol boats.
Some 90% of the people making the
crossing are leaving from Libya, but because
of the political situation in that country and the
lack of maritime resources, it is not possible to
prevent people from leaving, a European
Commission spokesperson told IMPS. Although
its a border guard operation for European
countries, if you see a boat that needs rescuing
you clearly have to carry out that rescue.
According to one source close to the Italian
Navy, the problem has been exacerbated by
unscrupulous traffickers who exploit the nations
willingness to send ships to within 65km of the
Libyan coast to rescue refugees.
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ENTRY POINTS
While maritime security forces wrestle with the
dilemma of allocating or procuring resources to
deal with the global migrant problem, ports also
SHIFTING RESPONSIBILITY
In contrast, UK ports face their own costs in
financing security measures, while also being
forced to cope with the impact that migrant
www.impsnews.com
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FULL ASTERN
Irish
investment
The Irish Naval Service is poised to play a bigger international
maritime role when it accepts three new 90m OPVs into its
fleet. Phil Rood talked to Commodore Hugh Tully,
INS Flag Officer, about the challenges ahead.
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