This short report was compiled within 24 hours of the terrorist attack on the In Amenas oil installation in Algeria. The report was built using open source analysis and created by Seven Questions Consulting Limited. The report has been cited by many intelligence agencies and been used to develop further reports and analysis. www.sevenquestions.co.uk
The National Transportation Safety Board (NTSB) issued a report identifying the risks associated with the shared use of America’s Marine Transportation System by recreational and commercial vessels. The growth of both commercial and recreational vessel traffic during the last several decades is a significant risk factor. The number of canoers, kayakers, and standup paddleboarders increased by nearly 22 percent between 2008 and 2014. The diversity of waterway users and their differences in experience, navigational knowledge, and boat-handling skills exacerbate the safety risk.
The NTSB concludes in its safety recommendation report “Shared Waterways: Safety of Recreational and Commercial Vessels in the Marine Transportation System” that all recreational vessel operators need to attain a minimum level of boating safety education to mitigate risk. In addition, the NTSB believes the U.S. Coast Guard should require recreational boaters on US navigable waterways to demonstrate completion of an instructional course meeting the National Association of State Boating Law Administrators or equivalent standards. “Just as operators of motor vehicles upon our nation’s roadways are required to demonstrate a standard of understanding of the rules of the road in order to make roadways safer for all vehicles, large and small, so too must operators of recreational vessels understand and practice the rules of the road upon our nation’s maritime transportation system to make waterways safer for all vessels, large and small,” said NTSB Chairman Christopher A. Hart.
The NTSB issued three safety recommendations to the US Coast Guard, one to the National Association of State Boating Law Administrators and one the National Water Safety Congress in the report. These recommendations address the need to identify and mitigate risks associated with shared waterways, and training and education for recreational vessel operators.
This short report was compiled within 24 hours of the terrorist attack on the In Amenas oil installation in Algeria. The report was built using open source analysis and created by Seven Questions Consulting Limited. The report has been cited by many intelligence agencies and been used to develop further reports and analysis. www.sevenquestions.co.uk
The National Transportation Safety Board (NTSB) issued a report identifying the risks associated with the shared use of America’s Marine Transportation System by recreational and commercial vessels. The growth of both commercial and recreational vessel traffic during the last several decades is a significant risk factor. The number of canoers, kayakers, and standup paddleboarders increased by nearly 22 percent between 2008 and 2014. The diversity of waterway users and their differences in experience, navigational knowledge, and boat-handling skills exacerbate the safety risk.
The NTSB concludes in its safety recommendation report “Shared Waterways: Safety of Recreational and Commercial Vessels in the Marine Transportation System” that all recreational vessel operators need to attain a minimum level of boating safety education to mitigate risk. In addition, the NTSB believes the U.S. Coast Guard should require recreational boaters on US navigable waterways to demonstrate completion of an instructional course meeting the National Association of State Boating Law Administrators or equivalent standards. “Just as operators of motor vehicles upon our nation’s roadways are required to demonstrate a standard of understanding of the rules of the road in order to make roadways safer for all vehicles, large and small, so too must operators of recreational vessels understand and practice the rules of the road upon our nation’s maritime transportation system to make waterways safer for all vessels, large and small,” said NTSB Chairman Christopher A. Hart.
The NTSB issued three safety recommendations to the US Coast Guard, one to the National Association of State Boating Law Administrators and one the National Water Safety Congress in the report. These recommendations address the need to identify and mitigate risks associated with shared waterways, and training and education for recreational vessel operators.
Arms control in the modern world is mystical unresolved phenomenon where it is not so easy to control legal or illegal arms race between different regional countries but measures are being taken to reduce armament and disarmament.
Future Maritime Security Challenges: What to Expect and How To Prepare?Heiko Borchert
Findings of an expert panel on future maritime security challenges at the 2012 Maritime Security Conference, organized by the CJOS COE and CSW COE in Halifax, June 4-7, 2012
The fundamental focus of maritime strategy centres on the control of human activity at sea. There is the effort to establish control for oneself or to deny it to an enemy and there is the effort to use the control that one has in order to achieve specific ends. The security of Sri Lanka derives from a combination of factors, including the maintenance of a highly competent naval force equipped with advanced technology and structured for unique geostrategic environment. Sri Lanka is now in the midst of a transition from a focus on internal security to an external security. The maritime strategy should be as much as it has to deal with the linkage between national strategic interests of the country. This may be the most appropriate time for Sri Lanka to re-appreciate our national interests and to derive National and Military objectives based on those interests.
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IT solutions to professionals and businesses looking to fully leverage the internet.
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Respond with 250 wordsThe enactment of the Maritime Transportatmickietanger
Respond with 250 words:
The enactment of the Maritime Transportation Security Act (MTSA) and the Security and Accountability For Every Port Act (SAFE Port Act) changed the United States maritime industry. Port facilities and shipping companies were tasked to conduct security assessments and develop comprehensive security plans. Protecting American ports are a priority as they provide economic stability and growth to not only the United States, but the world. The safe movement of cargo is made possible through port facilities and operations, connecting the land with the sea.
There are hundreds of ports across the country serving all modes of maritime shipping, whether it’s containers, passengers, petroleum products, or dried goods. According to the United Nations Conference on Trade and Development, “most ports are characterized by a mixed ownership between private terminal operations and public port authorities” (2016, p. 63). Although there may be a variety of companies operating at a port, they are leasing the property or terminal, in which the port maintains ownership. Therefore, the port is responsible for creating and implementing a security plan, approved by the U.S. Coast Guard. This plan will identify access control, security, and response measures to a variety of threats, which could include chemical, biological, radiological, or nuclear weapons.
If a weapon of mass destruction (WMD) were to be used at a port, the results would be devastating; thousands of lives would be lost and damage and trade losses would cost billions. According to Nincic, “maritime attacks have tended to be fairly small in nature, consisting largely of bombings near port facilities” (2012, para. 2). Despite the fact that attacks have been “small”, it is quite important to note that they have occurred at port facilities, not on ships. With an increase in terrorist activities over the years, and the desire to cause physical and economic harm to the United States, a WMD attack must be taken seriously.
Emergency management plans, including the prevention, preparation, and response to a WMD attack must be detailed. The United States Department of Transportation (USDOT) recognizes “the opening of a domestic port or waterway after a natural or human caused disaster is a complex challenge with a wide range of variables and coordination needs” (2015, para. 1). Due to the power and nature of a WMD attack, it is most likely that areas outside port facilities will be affected, but this discussion will focus on the port area. The U.S. Coast Guard Captain of the Port would be responsible for implementing the Area Maritime Security Plan as required by the Security and Accountability For Every Port Act, which would aid in the recovery of the maritime transportation system.
Such safety and emergency management plans would include information on the type of traffic the port typically handles, whether it’s commercial, pleas ...
Arms control in the modern world is mystical unresolved phenomenon where it is not so easy to control legal or illegal arms race between different regional countries but measures are being taken to reduce armament and disarmament.
Future Maritime Security Challenges: What to Expect and How To Prepare?Heiko Borchert
Findings of an expert panel on future maritime security challenges at the 2012 Maritime Security Conference, organized by the CJOS COE and CSW COE in Halifax, June 4-7, 2012
The fundamental focus of maritime strategy centres on the control of human activity at sea. There is the effort to establish control for oneself or to deny it to an enemy and there is the effort to use the control that one has in order to achieve specific ends. The security of Sri Lanka derives from a combination of factors, including the maintenance of a highly competent naval force equipped with advanced technology and structured for unique geostrategic environment. Sri Lanka is now in the midst of a transition from a focus on internal security to an external security. The maritime strategy should be as much as it has to deal with the linkage between national strategic interests of the country. This may be the most appropriate time for Sri Lanka to re-appreciate our national interests and to derive National and Military objectives based on those interests.
About Us:
UltraSpectra is a full-service online company dedicated to providing the services of internet marketing and
IT solutions to professionals and businesses looking to fully leverage the internet.
http://www.ultraspectra.com
http://www.ultraspectra.net
Join Our Network:
facebook.com/ultraspectra
twitter.com/ultraspectra
youtube.com/user/ultraspecra
Respond with 250 wordsThe enactment of the Maritime Transportatmickietanger
Respond with 250 words:
The enactment of the Maritime Transportation Security Act (MTSA) and the Security and Accountability For Every Port Act (SAFE Port Act) changed the United States maritime industry. Port facilities and shipping companies were tasked to conduct security assessments and develop comprehensive security plans. Protecting American ports are a priority as they provide economic stability and growth to not only the United States, but the world. The safe movement of cargo is made possible through port facilities and operations, connecting the land with the sea.
There are hundreds of ports across the country serving all modes of maritime shipping, whether it’s containers, passengers, petroleum products, or dried goods. According to the United Nations Conference on Trade and Development, “most ports are characterized by a mixed ownership between private terminal operations and public port authorities” (2016, p. 63). Although there may be a variety of companies operating at a port, they are leasing the property or terminal, in which the port maintains ownership. Therefore, the port is responsible for creating and implementing a security plan, approved by the U.S. Coast Guard. This plan will identify access control, security, and response measures to a variety of threats, which could include chemical, biological, radiological, or nuclear weapons.
If a weapon of mass destruction (WMD) were to be used at a port, the results would be devastating; thousands of lives would be lost and damage and trade losses would cost billions. According to Nincic, “maritime attacks have tended to be fairly small in nature, consisting largely of bombings near port facilities” (2012, para. 2). Despite the fact that attacks have been “small”, it is quite important to note that they have occurred at port facilities, not on ships. With an increase in terrorist activities over the years, and the desire to cause physical and economic harm to the United States, a WMD attack must be taken seriously.
Emergency management plans, including the prevention, preparation, and response to a WMD attack must be detailed. The United States Department of Transportation (USDOT) recognizes “the opening of a domestic port or waterway after a natural or human caused disaster is a complex challenge with a wide range of variables and coordination needs” (2015, para. 1). Due to the power and nature of a WMD attack, it is most likely that areas outside port facilities will be affected, but this discussion will focus on the port area. The U.S. Coast Guard Captain of the Port would be responsible for implementing the Area Maritime Security Plan as required by the Security and Accountability For Every Port Act, which would aid in the recovery of the maritime transportation system.
Such safety and emergency management plans would include information on the type of traffic the port typically handles, whether it’s commercial, pleas ...
Running head UNITED STATES COAST GUARD1UNITED STATES COAST G.docxjenkinsmandie
Running head: UNITED STATES COAST GUARD 1
UNITED STATES COAST GUARD 9
United States Coast Guard
Jovan Padia
SEC/481
December 2, 2019
Overview
The US Coast Guard is the main organization recognized by the state and tasked with the role of providing security, and navigation guidance in the marine areas of the US ports and waterways. The Coast Guard defends more than 100,000 miles along the coast of the US and inland water routes. It also protects the Exclusive Economic Zone (EEZ), which comprises 4.5m miles2, which covers from above the Arctic Circle to below the equator, which is from Puerto Rico to Guam (United States Coast Guard 2016). The area covered is comprised of nine time zones, and this makes it the biggest EEZ.
The Coast Guard is part of the defence forces in the US and the only military branch in the Department of Homeland Security. It is not only part of the defence forces tasked with protection, but it is also the first respondent in disasters. The Coasts Guards are the first to respond and offer humanitarian help during distress, especially during natural and human-made disasters onshore and in the sea. The Coast Guard is also a law enforcement agency and a member of the intelligence community that has the regulatory role as well. The Coast Guard has a legal mandate on issues that revolve around maritime transportation, the shipping in and out of hazardous material, oil spillage responses, administering bridges, piloting, and operation of vessels and the building of vessels (United States Coast Guard 2016). Although the Coast Guard is usually under Homeland Security, it can be moved temporarily to the Navy, especially during cases of war.
Roles and Missions of The US Coast Guard/ Strengths of US Coast Guard
The US Coast Guard has several strengths when it comes to its roles and missions. One of the strong points of the Coastal Guard is maintaining maritime safety. In maintaining maritime safety, the Coastal Guard works towards eliminating deaths, injuries, and property damage that may occur in the course of transport, fishing, recreation, and any other activities on the water. The Coastal Guard also conducts missions such as investigations, preventing disasters from happening, and responding when disasters happen. They make sure that all the people operating vessels in the sea are licensed. They also conduct ice patrol to ensure that vessels do not run into the areas that are frozen.
The other strength of the Coastal Guard is that they participate in national defence. The Coastal Guard supports the National Security Strategy. Often, they operate under Homeland Security, but in instances of war, they are shifted to operate under the Navy. In national defense, the Coastal Guard is supposed to conduct maritime military interceptions, respond to military distress calls, secure ports, engage in peacetime military engagements, and oversee the coastal sea control operations.
The other strong role played by the Coast.
Damian Gillespie1. How does port facility technology interface w.docxsimonithomas47935
Damian Gillespie
1. How does port facility technology interface with homeland security?
The interfacing technology of port facility and homeland security derived as a result from the terrorist attacks that took place on September 11th, 2001. Prior to then maritime operations were able to conduct business within its arena with minimal or no scrutiny from the federal government. The emphasis on port facilities to develop enhanced and more complex security technology was implemented upon signature of the Homeland Security Presidential Directive (HSPD)-8 in December 2003. This directive required all federal agencies, private business and partners to these agencies to assist in strengthening America’s preparedness to prevent and respond to threats, whether it is man-made or all-hazard. It forced FSOs to step back and review their security plans from the overarching guidance provided by the DHS to address any threats to the homeland. In 2005 the National Strategy for Maritime Security addressed challenges and threat mitigations in the maritime domain. It also recognized the need for cohesive security measures between federal, states, local, tribal and private sector entities to align with federal programs. Although these collaborative efforts are nothing new for the port facility managers, the new oversight of port security posture requires plans to provide in depth emergent and response procedures to deter and minimize security incidents.
2. How does situational awareness and situational readiness affect port safety and emergency management?
Situational awareness and situational readiness highlights the important relationship between port FSP and technology management. Having the ability to obtain information and intelligence from multiple sources regularly to support operational decision making encompasses situational awareness. It promotes establishing pathways for addressing strengths and weakness in the port community, while giving FSOs an edge on developing mitigation tactics to avoid new and accurate threats. In basic terms, situational awareness means that FSO knows what is going on around their port. This information paves the way for situational readiness or preparedness. The information or intelligence obtain from being aware of the port’s surrounding then can be used to develop plans or procedures to handle unexpected events that may surface. The readiness comes from the port’s ability to development emergency operations and response plans to react or respond to particular events. These plans usually address incident prevention, personnel and property protection and how to respond with the appropriate human and physical resources. Situational readiness also comes with challenges that must be address and one those primary challenges are communication. A good FSO should have the ability to facilitate the implementation of procedures at a port facility through the Maritime Security Levels effectively. A breakdown on any level of commu.
Gabriel HarrellExplain the specific security challenges in the P.docxhanneloremccaffery
Gabriel Harrell
Explain the specific security challenges in the Port Maritime Environment, Risk-based Management, Megaports Initiative, and the Secure Freight Initiative.
There are a significant number of parts that make up Port Operations and even more security challenges that these different parts have to try and overcome. The greatest security challenge that is faced by every port is from terrorism. This is the case for the port maritime environment due to there being so many security infrastructure points that can target to include airports, bridges, tunnels, rail systems, inland rivers, industrial parks, world trade centers, shipyards, marinas, and other public port facilities (Christopher, 2014). These different infrastructure points are essential to the continued operations of the entire port maritime environment.
The concern for the security of ports against terrorism is that the same threats that face vulnerable land targets can strike the different infrastructure points that make up the port maritime environment. Just a few of these threats from terrorism on ports would include active shooters, the use of small vessels that are explosive-laden known as Water Borne Improvised Explosive Device, Weapons of Mass Destruction, and an attack that utilizes an aircraft or other vessel similar to the 9/11 attacks (DHS, 2015). This is where Risk Management comes into the picture for each individual port and the different infrastructure points at each individual port.
To utilize Risk Based Management is a daunting task that is an ever changing due to the different threats that arise such as the threat on the cyber security infrastructure of ports. Risk Based Management starts with the port security understanding the risks to port infrastructure that has to be identified, assessed, and managed (Christopher, 2014). Being able to determine these risk and threats and to have planning in place to mitigate their effects is essential in the continued uninterrupted operations of ports. One concept that is utilized to determine risk and to mitigate them is the Megaports Initiative.
One of the most effective security measures against terrorism is having partnerships and active communication between different agencies. The Megaports Initiative is a partnership that is between foreign customs and other law enforcement agencies, port authorities, terminal operators, and other relevant entities in partner countries that help to enhance detection capabilities for special nuclear and radioactive materials that are in cargo containers and traveling in the global maritime shipping network (NNSA, 2010). The initiative also is a partnership between the U.S. Department of Homeland Security, and the U.S. Department of State to counter nuclear and radiological threats to the United States and its international partners by installing radiation portal monitors (RPMs) to be able to scan containers that are high-risk that a ...
MARITIME CRITICAL
INFRASTRUCTURE
PROTECTION
DHS Needs to Better
Address Port
Cybersecurity
Report to the Chairman, Committee on
Commerce, Science, and
Transportation, U.S. Senate
June 2014
GAO-14-459
United States Government Accountability Office
United States Government Accountability Office
Highlights of GAO-14-459, a report to the
Chairman, Committee on Commerce, Science,
and Transportation, U.S. Senate
June 2014
MARITIME CRITICAL INFRASTRUCTURE
PROTECTION
DHS Needs to Better Address Port Cybersecurity
Why GAO Did This Study
U.S. maritime ports handle more than
$1.3 trillion in cargo annually. The
operations of these ports are
supported by information and
communication systems, which are
susceptible to cyber-related threats.
Failures in these systems could
degrade or interrupt operations at
ports, including the flow of commerce.
Federal agencies—in particular DHS—
and industry stakeholders have
specific roles in protecting maritime
facilities and ports from physical and
cyber threats.
GAO’s objective was to identify the
extent to which DHS and other
stakeholders have taken steps to
address cybersecurity in the maritime
port environment. GAO examined
relevant laws and regulations;
analyzed federal cybersecurity-related
policies and plans; observed
operations at three U.S. ports selected
based on being a high-risk port and a
leader in calls by vessel type, e.g.
container; and interviewed federal and
nonfederal officials.
What GAO Recommends
GAO recommends that DHS direct the
Coast Guard to (1) assess cyber-
related risks, (2) use this assessment
to inform maritime security guidance,
and (3) determine whether the sector
coordinating council should be
reestablished. DHS should also direct
FEMA to (1) develop procedures to
consult DHS cybersecurity experts for
assistance in reviewing grant
proposals and (2) use the results of the
cyber-risk assessment to inform its
grant guidance. DHS concurred with
GAO’s recommendations.
What GAO Found
Actions taken by the Department of Homeland Security (DHS) and two of its
component agencies, the U.S. Coast Guard and Federal Emergency
Management Agency (FEMA), as well as other federal agencies, to address
cybersecurity in the maritime port environment have been limited.
• While the Coast Guard initiated a number of activities and coordinating
strategies to improve physical security in specific ports, it has not conducted
a risk assessment that fully addresses cyber-related threats, vulnerabilities,
and consequences. Coast Guard officials stated that they intend to conduct
such an assessment in the future, but did not provide details to show how it
would address cybersecurity. Until the Coast Guard completes a thorough
assessment of cyber risks in the maritime environment, the ability of
stakeholders to appropriately plan and allocate resources to protect ports
and other maritime facilities will be lim.
In today's uncertain global environment, marine insurers are facing new challenges every day. In this Slideshare we take a look at the five emerging underwriting trends that are changing the rules in 2015.
Read More: http://www.genre.com/knowledge/blog/5-emerging-trends-in-marine-insurance-in-2015.html
“Individually we are one drop. Together we are an ocean.”
- Ryunosuke Satoro
“The achievements of an organization are the results of the combined effort of each individual.”
- Vince Lombardi
“The strength of the team is each individual member. The strength of each member is the team.”
- Phil Jackson
RUNNING HEADER: AIRPORT PART 1 1
3
The Potential Threats and Vulnerabilities at the Richmond International Airport
Part 1
CJUC 382
Kenton Shatzer
Liberty University
Introduction
This research paper is geared towards finding out the potential threats and vulnerabilities at the Richmond International Airport which is located in Virginia. The report will also enable us to find out the state of security in the airport and whether its customers, employees and their luggage and cargo are safe.
Security Stakeholders.
The security stakeholders at Richmond International Airport include the security officers at the airport, passengers and all the employees. Everyone has an obligation to take in ensuring that airport is safe for all to travel. The security stakeholder consists of: Security Committee (SC) and Security Working Groups (SWG). They include even the top management of the airlines and they are all involved in the formulation of strategies, actions and major decision making with regards to Richmond International Airport’s security (Cox & Clother, 2004).
Description of Assessment.
Threat Assessment
A threat refers to a plan to impose pain, wound and harm on someone or something. Insecurity at Richmond International Airport could pose a threat to the safety of passengers, employees and that of the surrounding environment. As a result, lives could be lost, people would lose out on jobs and the airport could be no more leading to damages on the economy (Haerens & Zott, 2013). The attacks could be well organized by groups of terrorists and they could range hijacking of the planes, plane suicide bombers, taking passengers hostage and even kidnapping. Some of the possible the threats at the airport would include;
1. Bombs and nuclear materials hidden in the freight cargo. If the bomb could go off then the whole plan and the passengers in it could be in real danger.
2. Stealing from passengers. The passengers would be angered by the theft thus losing faith in Richmond International Airport and consequently reducing the number of customers. The company’s name would be tarnished (Cox & Clother, 2004).
3. Explosive devices hidden in the aircrafts and sometimes in the passenger terminal. If the devices would explode they would lead to massive loss of lives.
4. Hijacking aircrafts. When aircrafts are hijacked, the amount of tension in the environment increases causing fear and panic among passengers. In some cases it leads to killing of passengers by the hijackers if they do not comply with their wishes.
5. Illegal immigrations whereby people who are not cleared by the immigrations office could make travel arrangements and eventually leave the state thus increasing the number of individuals who are in the country illegally.
6. Cyber-attacks carried out by malicious people corrupt the organization’s computer and information sy.
SECURITY TRAINING FOR SEAFARERS WITH DESIGNATED SECURITY DUTIES IMO MODEL COU...AnirbanMarine
BASED ON IMO MODEL COURSE 3.26 AN ATTEMPT TO EDUCATE OUR SEAFARERS ABOUT THE GROWING NEED TO LOOK AT THE SECURITY ENVIRONMENT IN WHICH TODAY'S SHIPS OPERATE.
please answer original forum with a minimum of 250 words and respond.docxARIV4
please answer original forum with a minimum of 250 words and respond to both students separately with a minimum of 100 words each
Please Follow directions or I will dispute
Page 1 Original Forum with References
page 2 Steven response with references
page 3 Lyle response with references
ORIGINAL FORUM
What are CBRNE threat vectors? What challenges are present in detecting these concerns, and what are security/industry doing to address them? Consider the impact and importance of the development of Mega Ports the widening of the Panama Canal and the increased use of the western rivers of the United States as a means of moving large quantities of hazardous chemicals.
student Response
Steven
In regards to maritime and port operations, Chemical, Biological, Radiological, Nuclear and Explosives, or more commonly known as CBRNE encompass not one but a multitude of threat vectors that can threaten operational security and port operations. CBRNE covers a plethora of deleterious actions utilizing a multitude of agents. These agents can range from microscopic botulinum toxins to multi-megaton nuclear devices and anything that is nasty, toxic or can go boom in between.
For the sake of this forum, I will limit my discussion to the use of a Radiological Dispersion Device as the threat vector of choice, with the means of delivery being a TEU shipping container. A TEU is the designation for a twenty-foot equivalent unit (TEU) shipping container with internal dimensions of 20 feet long, with 8 feet width and height. The other type of shipping container is the FEU which designates a forty-foot container (Freightos, 2021).
A Radiological Dispersion Device (RDD) or more commonly known as a “dirty bomb” is a non-nuclear, conventional explosive device that disperses radioactive material. Terrorist organizations have the technological acumen and access to material to construct the explosive delivery system for the device. Obtaining the radioactive material would pose a more substantial obstacle to overcome but not impossible for a determined foe to obtain. An example of such a device constructed by non-state actors could be something as small as Composition-4 (C4) plastic explosive integrated with cesium-137. The cesium -137 could be obtained from something as innocuous as a medical gauge or discarded medical equipment. The Federation of American Scientists have calculated that a small amount of cesium-137 delivered via an explosive device at the National Gallery of Art in Washington, D.C. would blanket approximately 40 city blocks with radioactive material that would exceed contamination limits as set forth by the Environmental Protections Agency. One estimate concluded that if decontamination was not conducted that the area would not be inhabitable for decades (Medalia, 2003)
Given the fact that only 5% of the nearly 10 million shipping containers that are processed and pass through ports every year.
please answer original forum with a minimum of 250 words and respond.docx
FMASP_ShowAudio_short
1. ““The most important failure was one of imagination.The most important failure was one of imagination.
We do not believe leaders understood the gravity ofWe do not believe leaders understood the gravity of
the threat”the threat”
The 9/11 Commission Report:The 9/11 Commission Report:
Final report of the National Commission on Terrorist Attacks upon theFinal report of the National Commission on Terrorist Attacks upon the
United States.United States. July 22, 2004July 22, 2004
RESON’s
Federal Maritime Asset Security Program
The Federal Maritime Asset Security Program is dedicated toThe Federal Maritime Asset Security Program is dedicated to
the men and women serving in the Armed Forces, Maritimethe men and women serving in the Armed Forces, Maritime
Administration, Law Enforcement and Rescue Units that carryAdministration, Law Enforcement and Rescue Units that carry
out their mission of Homeland Security and ensuring the safetyout their mission of Homeland Security and ensuring the safety
of the American public.of the American public.
In support of personnel wounded in the course of thisIn support of personnel wounded in the course of this
honorable service, RESON is a corporate sponsor andhonorable service, RESON is a corporate sponsor and
contributes a portion of proceeds from the FMASP to thecontributes a portion of proceeds from the FMASP to the
Wounded Warrior Project. [www.woundedwarriorproject.org]Wounded Warrior Project. [www.woundedwarriorproject.org]
2. 2
Alan Kenny, VP Sales, AmericasAlan Kenny, VP Sales, Americas
alan.kenny@reson.comalan.kenny@reson.com
805-452-1367805-452-1367
Jim Stockstill, Sales Manager, AmericasJim Stockstill, Sales Manager, Americas
jim.stockstill@reson.comjim.stockstill@reson.com
805-452-0504805-452-0504
Federal Maritime Asset Security Program (FMASP)
3. 3
April 19, 1995 9:02 AM
Alfred P. Murrah Federal
Building
168 Killed
Yemeni Terrorist Attack (al
Qaeda) on French oil vessel
“Limburg” – Oct. 6, 2002
DDG-67 - USS Cole attacked in
Yemen, Oct. 12, 2000
4. 4
What if…?
…a coordinated terrorist
attack on one or more
US ports blocked access
for trade, commerce and
critical supply lines?
2008 – sinking of Supply Ship “Invincible”
5. 5
The US is Vulnerable to Terrorist Attacks
in the Maritime Domain
According to the White House 1
, 80% of world trade flows through maritime
“chokepoints” that are vulnerable to terrorist attack
According to the DOE, 50% of all US oil and gas flows through those same
“chokepoints” 2
In 2003, the Organization for Economic and Cooperation Development estimated
that a coordinated attack on the US Maritime Transportation System (MTS) can
cost the American economy severely, measured in the tens of Billion of dollars
per day. 3
1
National Strategy for Maritime Security, White House
http://www.whitehouse.gov/agenda/homeland_security/
2
World Oil Transit Chokepoints, www.doe.gov/cabs/world_oil_transit_chokepoint/full.html
3
Security in Maritime Transport: Risk Factors and Economic Impact. Maritime Transport Committee. July
2003. OECD.
6. 6
The Result?
Extended closure of certain ports can:
Lead to severe economic damage to the nation.
Cut off critical fuel supplies to American military
forces.
Cripple access to certain strategic defense supply
points.
Limit America’s ability to respond to the very
threats that caused the damage.
8. 8
Homeland Security Presidential Directive (HSPS) 3
March 11, 2002
Homeland Security Advisory System:
The Nation requires a Homeland Security Advisory System to provide a comprehensive
and effective means to disseminate information regarding the risk of terrorist acts to
Federal, State, and local authorities and to the American people.
Such a system would provide warnings in the form of a set of graduated "Threat
Conditions" that would increase as the risk of the threat increases. At each Threat
Condition, Federal departments and agencies would implement a corresponding set of
"Protective Measures" to further reduce vulnerability or increase response capability
during a period of heightened alert.
Department of Homeland SecurityDepartment of Homeland Security
NONCLASSIFIED
HSAS
Low – Green
Elevated – Blue
Guarded - Yellow
High - Orange
Severe - Red
9. 9
Maritime Transportation Security Act of 2002
101 Findings; (1) …there are 361 public ports in the United States that are an integral
part of our Nation’s commerce, (6) …Ports are a major focus of Federal crimes, including
drug trafficking, cargo theft, and smuggling of contraband and aliens, (7) …Ports
are often very open and exposed and are susceptible to
large scale acts of terrorism that could cause a large
loss of life or economic disruption, (10) …Securing entry points and
other areas of port facilities…would increase security at United States ports.
70107. Grants; The Secretary of Transportation, acting through the Maritime
Administrator, shall establish a grant program for making fair and equitable allocation
among port authorities, facility operators, and State and local agencies required to
provide security services of funds to implement Area Maritime Transportation Security
Plans and facility security plans…(2) the cost of acquisition, operation, and maintenance
of security equipment or facilities to be used for security monitoring and recording, …
remote surveillance…and other security-related infrastructure or equipment, (3) …cost of
screening equipment, including equipment that detects weapons of mass destruction and
conventional explosives, and of testing and evaluating such equipment, to certify secure
systems of transportation, (4) …cost of conducting vulnerability assessments to evaluate
and make recommendations with respect to security.
MARSEC
Level 1
Level 2
Level 3
10. 10
Maritime Security (MARSEC) Levels:
The MARSEC Levels are aligned with the Department of
Homeland Security’s Homeland Security Advisory
System (HSAS), established by Presidential Directive 3.
Table 101.205, titled, “Relation between HSAS and
MARSEC Levels.
MARSEC Directives issued by the Coast Guard will be
considered “sensitive security information” and will
therefore not be available to the general public.
HSAS MARSEC
Low – Green
Elevated – Blue
Guarded - Yellow
Level 1
High - Orange Level 2
Severe - Red Level 3
Captain of The Port
(COTP)
Maritime Security: Potential Terrorist Attacks and Protection Priorities
11. 11
July 1, 2003 Code of Federal Regulations (CFR) – Title 33, part 3 Maritime Domain Awareness (MDA)
COTP’s as Federal Maritime Security Coordinators (FMSC’s)
Area Maritime Security Committees Areas Maritime Security Plans
Nine (9) District Offices Thirty-five (35) Sector Commands
RESON’s Federal Maritime Asset Security Program
13. 13
Federal Maritime Asset Security Program
(FMASP)
Maritime Domain Awareness: Solutions for the Department of
Homeland Security and America’s Critical Infrastructure
Port/Harbor Protection Asset Protection Vessel Protection
NONCLASSIFIED
14. 14
FMASP – Security Systems
Ports and Harbors
Offshore Platforms
Waterside Nuclear and
Chemical Plants
Hydro-Electric Dams
Mobile Vessels in Domestic
and International Ports (e.g.
Aircraft Carriers, Cruise
Liners)
Other important
Infrastructure:
Bridges and Quays
15. 15
FMASP: Multi-mission Applications
Diver and submersed vessel
Detection and Tracking
Hull Scanning
Threat Classification
Port Surveys:
Q-Route
Bathymetric
Inspection of Infrastructure:
walls, piers, bridge abutments.
16. 16
Level (3) – Red
Level (2) – Orange
Level (1) – Yellow
Level (1) – Blue
Harbors, ships, coastal areas and other high-
value facilities are vulnerable to a wide range of
threats.
“The potential for a terrorist
attack in a port or waterway
requires an integrated response
by navies and coast guards
worldwide including mine-
countermeasure platforms,
systems, capabilities and
intelligence”.
-Scott Truver, National Security
Analyst - 2008
Federal Maritime Asset Security Program (FMASP)
17. 17
Operational Concerns
Stage 1: Awareness
Fixed Monitoring
Mobile inspection systems
Stage 2: Detection/Classification
Fixed Monitoring
Mobile visualization
Stage 3: Response
Numerous options to:
• Alert/Warn
• Engage
• Neutralize
MARSEC 1 HSAS Threat Level
Blue
MARSEC 1 Yellow
MARSEC 2 Orange
MARSEC 3 Red
CLOSED PORT
AWARENESS
DETECTION
18. 18
Products related to
Port Security
7112 7125 7128
ADT performance has been tested and
quantified in a rigorous statistical
sense. Results from testing show that
the system performs significantly better
than a human operator, since it is
capable of interrogating the entire
uncompressed frame of data for each
ping.
19. 19
Security related to Harbors/Ports
MARSEC 1
Blue/Yellow
MARSEC 2
Orange
MARSEC 3
Red: Closed Port
Fixed Intruder Detect &
Classification
√ √
√
Hull Inspection - Fixed
√
√
Hull Inspection - Mobile
√
Object Detection –
Inspection √ √ √
Survey’s
√ √ √Solution Determined by Specified Asset and Security Level
DETECTIONDETECTION DETECT/CLASSIFYDETECT/CLASSIFY RESPONDRESPOND
21. 21
Hull Inspection Methodology
SeaBat 7125’s in Buoyed System
Liaison with NSWC-PC
Fixed System Provides Real-Time Coverage of Entire Hull
Used to Locate:
-Possible explosive devices (limpet mines, IED’s, etc.)
-Illegal cargo attached to hull (drugs, money, etc.)
24. 24
Mobile Deployable Systems
Allows vessels such as Naval Ships and Cruise Liners docked in foreign portsAllows vessels such as Naval Ships and Cruise Liners docked in foreign ports
to provide real time protectionto provide real time protection
25. 25
Configurable Options – YELLOW/ORANGE/RED
SeaBat 7112: [GSA # 88010903] $XXX,XXX Lease Options: 24 - $ XX,XXX
SeaBat 7111 Diver Detection Sonar: [GSA #88010737] 36 - $ XX,XXX
48 - $ XX,XXX
60 - $ X,XXX
SeaBat 7125: [GSA # 88010711] $XXX,XXX Lease Options: 24 - $ XX,XXX
36 - $ XX,XXX
48 - $ X,XXX
60 - $ X,XXX
SeaBat 7128: [GSA # 88010712] $XXX,XXX Lease Options: 24 - $ XX,XXX
36 - $ XX,XXX
48 - $ X,XXX
60 - $ X,XXX
Under a RED Threat Level with Yellow or Orange FMASP deployed, if requested,
RESON will dispatch a technical engineer for up to three days to assist the COTP in
a closed harbor/port. RESON personnel may assist in data interpretation when
detection/inspection involves ROV’s/UUV ‘s for Mine Countermeasures (MCM’s).
26. 26
RESON: A Trusted Partner in
Homeland Security
Federal Maritime Asset Security Program:
Provides a solution to meet COTP’s Area Maritime Security
Plan and is fully synergistic with DHS & MARSEC Threat
Levels:
• Solution tailored to securing commercial and military ports,
harbors and marinas
• Provides mobile vessel security, as well as protecting critical
infrastructure and assets:
Backed by Trusted Partnerships:
• NOAA (Hydrographic), infrastructure inspection (pilings,
buttresses)
• NUWC, Newport (REMUS)
• NSWC, Panama City (hull scanning)
• Battelle Memorial Institute (Harbor Shield)
• Numerous Defense Contractors
27. 27
“The only thing necessary for
the triumph of evil is for good
men to do nothing.”
Edmund Burke (1729-1797)
28. 28
RESON
USA Headquarters: Goleta, CA
Federal Maritime Asset Security Program (FMASP)
QUESTIONS?
Alan Kenny, VP Sales, AmericasAlan Kenny, VP Sales, Americas
alan.kenny@reson.comalan.kenny@reson.com
805-452-1367805-452-1367
Jim Stockstill, Sales Manager, AmericasJim Stockstill, Sales Manager, Americas
jim.stockstill@reson.comjim.stockstill@reson.com
805-452-0504805-452-0504
Editor's Notes
1917 - Congress passed and President Woodrow Wilson signed into law the Espionage Act, authorizing the Treasury Secretary to assume control of U.S. ports, control ship movements, establish anchorages and supervise the loading and storage of explosive cargoes. The authority was immediately delegated to the Coast Guard and formed the basis for the formation of the Coast Guard's Captain of the Ports and the Port Security Program.