2008 Yearbook
Are products meeting end user requirements?
Tracking Technology
By Stan Ayscue, Business Development Manager, Securewest International
About the Author
Perceived wisdom often dictates that as security technology advances so too does our ability to counter some of the burning issues that face the maritime sector across the world's oceans today -- piracy, stowaways, terror attacks etc. It seems true also that as threat levels increase, then the sheer number of technological devices on the market increases exponentially. The maritime supply chain is no exception to this rule and a stroll down the aisles of any maritime technology expo will confirm this. Since 9/11 the number of new regulations that have spun out from ISPS have, in-turn, brought an infinite amount of supposed technological solutions to whatever the vessel or port owner's compliance issue might be. So then, with all this technological finery at our fingertips, why do those working at the coalface often greet the latest developments in tracking technology with suspicion? Perhaps it is because they don't need most of these gadgets, perhaps they are targeted at the wrong issue, perhaps also that no one has consulted with them during the planning stages or perhaps, far from helping to lighten their load, such technology clutters their line of vision or even places them in danger? There is also the thorny question of who actually pays for it? The focus for maritime security has traditionally been on container security. Now some of that imbalance is being redressed as it becomes more and more apparent that the threats come not from the vessels we know about (and that are ISPS compliant) but from the thousands of craft that are not. Why? Because small boats are increasingly being used to attack shipping and maritime facilities, and are the cheapest and most practical terrorist method for launching suicide missions and rocket assaults. This is why more and more authorities are looking at tracking everything from port or harbor area outwards. Determining how best to track, and reduce the potential risks posed by the millions of small boats that regularly operate in U.S. waters alone is a complex business, but events do indicate why this has to be taken seriously. A reflection of this seriousness is also shown in the plethora of initiatives that are now high on the security agenda -- including National Automatic Identification System, Advanced Notice of Arrival process, and the International Maritime Organization's Long Range Identification and Tracking (LRIT) system. SOLAS V/19-1 LongRange Identification and Tracking (LRIT) regulations are the main immediate compliance concern, coming into force as they do at the end of 2008 with phased compliance for various vessels of 300 grt or above, by sea areas and build date,
June 2008
Having previously served in the US Army and then working as a contractor with the US government, Stan Ayscue joined Securewest International in 2004. Based in the US, Stan is currently employed by Securewest International as business development manager and is responsible for identifying and creating solutions for the company's clients worldwide. For more information, visit www.securewest.com
after 31st December 2008. This means that, barring some exclusions, all cargo vessels, mobile offshore drilling units and passenger ships over that tonnage operating outside sea area A1, should be capable of transmitting the minimum report information relating to the ships identity, the position of the ship and the date/time details of that position four times a day, and for the frequency of such positional reports to be modified. This is a fundamental change to the way shipping has been regulated in that, in theory, it will be possible for a contracting government to identify every vessel up to 1000 nautical miles off their coastline. The popular phrase of the moment is 'maritime domain awareness' -- knowing what is out there. Ports in general may not really need to know what is beyond the horizon, but LRIT systems offers some insight into the value in coastal authorities also being able to 'see' what is inbound at ranges not necessarily reached by radar or AIS. LRIT has its faults, which could be significant. It is a simple fact that the harsh environment at sea means vessels come in and out of tolerance, usually because of simple problems associated with hardware, such as terminal corrosion and antenna problems. In other words, there is no guarantee that every SOLAS vessel over 300 gross tonnage (grt) will be reporting its position as required four times a day, each and every day. For our staff at Securewest International, this is not a small scale issue and could be the case for up to 30% of shipping at any one point. Furthermore, we are being approached by an increasing number of Registries, government authorities and vessels owners who have
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