The document discusses a proposal called Collaboration in Space for International Global Maritime Awareness (C-SIGMA) to create a global partnership using space systems to monitor the world's oceans and improve maritime awareness. It notes that no single country or system can adequately monitor the oceans alone, and increased international collaboration using existing space assets could help provide persistent surveillance of vessels. The goal of C-SIGMA would be to develop a shared understanding of vessel movements using space systems as the backbone, to help secure maritime trade routes and respond to threats like piracy and environmental damage.
C-SIGMA proposes a collaboration between countries to leverage space-based Earth observation systems for global maritime awareness. These systems include synthetic aperture radar satellites, electro-optical imaging satellites, individual vessel transponders, and automatic identification systems. No single country has sufficient resources to fully monitor maritime activity and protect resources alone. International cooperation integrating these four types of space-based monitoring systems could help countries achieve safe, secure, and sustainable maritime operations and conservation of marine environments and resources in a balanced manner.
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 document discusses domestic ferry safety, particularly in the developing world. It notes that while international ferry safety has improved, domestic ferry safety in parts of the developing world remains poor, with frequent accidents resulting in large loss of life. Reasons for this include lack of regulations, weak regulatory enforcement, unsafe vessels, overloading of passengers and cargo, and poor rescue responses during accidents. The document calls for greater efforts to improve domestic ferry safety standards and enforcement in the developing world in order to reduce accidents and save lives.
The upcoming 10th International Harbour Masters' Association Congress will focus on the central theme of port expansion and the challenges involved. The conference will take place from May 30 to June 2 in Vancouver and will feature presentations and case studies on topics such as port infrastructure, operations of expanded facilities, and balancing safety and environmental responsibilities with growth. Harbour Masters from over 40 countries will discuss key issues facing the industry and share knowledge. The conference aims to help Harbour Masters and other port professionals address the opportunities and challenges of increasing trade volumes and vessel sizes.
Offshore and inshore patrol vessels for africa 0Mouefak Trabelsi
The document discusses the potential for multi-purpose offshore patrol vessels (OPVs) in Africa. It outlines challenges facing African maritime security like piracy, illegal fishing, and human trafficking. OPVs could help address these issues through missions like search and rescue, resource protection, and anti-smuggling operations. Key design features of effective OPVs include sensors, navigation equipment, accommodation for 40-60 personnel, and armaments. A regional approach to OPV acquisition and maintenance could create economies of scale and increase interoperability. Cooperative agreements and sustainable life cycle management practices are also recommended. Overall, maritime patrol vessels are necessary for African states to enforce authority at sea and address complex security challenges in their waters.
Naval participation in counter-piracy operations around the Horn of Africa has been a success, but does this mean a long-term commitment from governments, or will a change in priorities mean that they leave before the situation is solved? IHS Jane's Defence Weekly Naval Editor Dr Lee Willett examines the issues.
The document summarizes discussions from the 2009 King-Hall Naval History Conference on Commonwealth naval cooperation over the past 100 years and challenges for future cooperation. It describes how defense laboratories like Australia's DSTO have worked to enhance coalition networking through technical cooperation programs. One such program, the TTCP MAR Action Group 1, conducted studies on network-centric warfare concepts and their implications for coalition operations.
The document provides information about the International Mine Countermeasures Exercise (IMCMEX) 2013, including:
- IMCMEX aims to leverage partner nation and industry capabilities to mitigate, detect, neutralize and exploit threats to critical infrastructure, coalition personnel, and regional population centers through joint, defensive, and staff/tactical exercises.
- IMCMEX 2013 saw participation from 55 countries/organizations with 35 ships, 18 unmanned underwater vehicles, and over 100 mine countermeasure divers conducting tactical operations. It also included maritime infrastructure protection and maritime security operations.
- The implementation and interoperability of systems and technologies in the exercise, such as unmanned underwater vehicles and command and control infrastructure, are
C-SIGMA proposes a collaboration between countries to leverage space-based Earth observation systems for global maritime awareness. These systems include synthetic aperture radar satellites, electro-optical imaging satellites, individual vessel transponders, and automatic identification systems. No single country has sufficient resources to fully monitor maritime activity and protect resources alone. International cooperation integrating these four types of space-based monitoring systems could help countries achieve safe, secure, and sustainable maritime operations and conservation of marine environments and resources in a balanced manner.
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 document discusses domestic ferry safety, particularly in the developing world. It notes that while international ferry safety has improved, domestic ferry safety in parts of the developing world remains poor, with frequent accidents resulting in large loss of life. Reasons for this include lack of regulations, weak regulatory enforcement, unsafe vessels, overloading of passengers and cargo, and poor rescue responses during accidents. The document calls for greater efforts to improve domestic ferry safety standards and enforcement in the developing world in order to reduce accidents and save lives.
The upcoming 10th International Harbour Masters' Association Congress will focus on the central theme of port expansion and the challenges involved. The conference will take place from May 30 to June 2 in Vancouver and will feature presentations and case studies on topics such as port infrastructure, operations of expanded facilities, and balancing safety and environmental responsibilities with growth. Harbour Masters from over 40 countries will discuss key issues facing the industry and share knowledge. The conference aims to help Harbour Masters and other port professionals address the opportunities and challenges of increasing trade volumes and vessel sizes.
Offshore and inshore patrol vessels for africa 0Mouefak Trabelsi
The document discusses the potential for multi-purpose offshore patrol vessels (OPVs) in Africa. It outlines challenges facing African maritime security like piracy, illegal fishing, and human trafficking. OPVs could help address these issues through missions like search and rescue, resource protection, and anti-smuggling operations. Key design features of effective OPVs include sensors, navigation equipment, accommodation for 40-60 personnel, and armaments. A regional approach to OPV acquisition and maintenance could create economies of scale and increase interoperability. Cooperative agreements and sustainable life cycle management practices are also recommended. Overall, maritime patrol vessels are necessary for African states to enforce authority at sea and address complex security challenges in their waters.
Naval participation in counter-piracy operations around the Horn of Africa has been a success, but does this mean a long-term commitment from governments, or will a change in priorities mean that they leave before the situation is solved? IHS Jane's Defence Weekly Naval Editor Dr Lee Willett examines the issues.
The document summarizes discussions from the 2009 King-Hall Naval History Conference on Commonwealth naval cooperation over the past 100 years and challenges for future cooperation. It describes how defense laboratories like Australia's DSTO have worked to enhance coalition networking through technical cooperation programs. One such program, the TTCP MAR Action Group 1, conducted studies on network-centric warfare concepts and their implications for coalition operations.
The document provides information about the International Mine Countermeasures Exercise (IMCMEX) 2013, including:
- IMCMEX aims to leverage partner nation and industry capabilities to mitigate, detect, neutralize and exploit threats to critical infrastructure, coalition personnel, and regional population centers through joint, defensive, and staff/tactical exercises.
- IMCMEX 2013 saw participation from 55 countries/organizations with 35 ships, 18 unmanned underwater vehicles, and over 100 mine countermeasure divers conducting tactical operations. It also included maritime infrastructure protection and maritime security operations.
- The implementation and interoperability of systems and technologies in the exercise, such as unmanned underwater vehicles and command and control infrastructure, are
The document discusses challenges facing space security and sustainability, including orbital debris, lack of situational awareness, and development of anti-satellite weapons. It outlines the US approach of using diplomacy and international cooperation to address these issues through transparency and confidence-building measures, cooperation on space situational awareness data sharing, and developing norms of responsible behavior. The goal is to strengthen stability in space and ensure its long-term sustainability and security through collaborative efforts.
This document summarizes Gerardo Borromeo's presidency of InterManager from 2012 to 2016. Some key accomplishments included:
- Growing InterManager's membership and role in the maritime community
- Developing the Shipping KPI benchmarking tool to compare ship performance on factors like safety, efficiency, and compliance
- Coordinating relief efforts for seafarers affected by Typhoon Haiyan in the Philippines in 2013
- Launching the International Shipowning and Shipmanagement Summit in 2014 to discuss industry issues
- Organizing workshops on rescuing large numbers of people at sea, an increasingly important issue
Signifying transboundary cooperation from local to global development targets...ICIMOD
The document summarizes international cooperation for water management in the Danube River Basin. It discusses the International Commission for the Protection of the Danube River (ICPDR), which coordinates implementation of EU directives. The ICPDR works to make the river basin cleaner, healthier, and safer from floods by 2021 through its Danube River Basin Management Plan and Flood Risk Management Plan. It also cooperates with other organizations and frameworks to manage water, ecosystems, hydropower, agriculture, and climate adaptation across boundaries in a sustainable way.
Gregory Yovanof presents on blue growth digital innovation hubs, with a focus on STRATEGIS, the maritime ICT cluster in Piraeus, Greece. The presentation covers trends in digital shipping technologies like IoT, autonomous vessels, and remote operations. It discusses how ports like Rotterdam are becoming smarter through digital technologies. STRATEGIS aims to offer maritime services and synergies to enable growth through R&D, consulting, technology commercialization, education and more. It is partnering with other organizations as part of a blue growth digital innovation hub in Piraeus.
Fisherman Quotas, A tentative Suggestions for Domestic ManagementNancy Forvil
1. The document discusses different systems of fisheries management that allocate exclusive use rights to encourage collective management efforts. These include FADTURFs where fishermen invest in fish aggregation devices; RENTTURFs where fishermen agree to limit catches to increase prices; and EQUITYTURFs which maintain community stability.
2. It also discusses a successful example of "collective fishing" management in Japan where fishing vessel proceeds are pooled and distributed equally, improving efficiency and preventing accidents and conflicts.
3. While some argue exclusive use rights are not necessary, the document counters that input-based rights are unstable over time as fishermen increase investments to gain larger shares, ultimately risking stock depletion. Pro
Selecting sustainable alternatives for cruise ships in Venice using multi-cri...Marco Pesce
The rapid growth of cruise ship tourism increases the use of historic port cities as strategic hubs for cruise ship
operators. Benefits derived from increased tourism for the municipality and cruise ships are often at odds with
the environmental and social impacts associated with continued historical port use. This study illustrates the
use of Multi-Criteria Decision Analysis (MCDA) for weighing of various criteria and metrics related to the environment,
economy, and social sustainability for the selection of a sustainable cruise line route. Specifically,
MCDA methodology was employed in Venice, Italy to illustrate its application. First, the four most representative
navigational route projects among those presented to local authorities were assessed based on social, economic,
and environmental considerations. Second, a pool of experts representing the local authority, private port businesses,
and cruise line industry were consulted to evaluate the validity and weight assignments for the selected
criteria. Finally, a sensitivity analysis was employed to assess the robustness of the recommendations using an
evaluation of weight changes and their effects on the ranking of alternative navigational routes. The results
were presented and discussed in a multi-stakeholder meeting to further the route selection process.
The document discusses maritime education and training (MET) in Malaysia. It outlines how MET provides competent workers for the maritime industry, which transports 80% of global trade. MET programs in Malaysia are offered by several universities and academies and cover topics like shipping management, maritime law, and marine engineering. The maritime industry offers many career opportunities both onboard ships and in roles onshore. However, MET programs face issues like needing improved technology and ensuring quality graduates. Governments must support MET through policies and infrastructure to sustain the maritime industry and economy.
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 ...
C4.01: Overview of the Coastal Zone Community of Practice & Services for the ...Blue Planet Symposium
The Coastal Zone Community of Practice (CZCP) brings together experts to inform coastal zone management with Earth observations and supports GEO tasks like developing a Global Coastal Zone Information System. The CZCP has organized regional workshops focusing on the Mediterranean, Africa, and the Caribbean to identify user needs and emphasize the importance of understanding decision makers. The CZCP also works to populate the GEOSS User Requirements Registry, support coastal observation programs, and facilitate data sharing to transition its focus toward providing coastal zone information services.
Is contemporary maritime security about systemJamie Breen
Contemporary maritime security is about system-management, as evidenced by three key points from the document:
1) The maritime system has become vital to the global economy due to heavy reliance on sea trade, with over 96% of global trade transported by sea. States and businesses recognize the need to secure and manage the maritime system.
2) The UK views the security of the maritime system as a vital national interest and supports an international system. Its defense policy aims to secure strategic areas and global lines of communication to protect free trade.
3) The management and security of the South China Sea is important to prevent escalation affecting global trade, as the waterway is a vital trade route. Regional powers are committed
Respond to discussion with 250 wordsThe focus of maritime secmickietanger
Respond to discussion with 250 words:
The focus of maritime security post September 11th was to improve the physical infrastructure of port facilities and vessels by implementing security plans, identification systems, detection methods, and strict inspection and clearance procedures for cargo and personnel. There are numerous legislative pieces which have created a layered security approach to protecting the marine industry (CSI, C-TPAT, foreign port assessment, etc.). According to the U.S. Department of State, this layered approach “aligns all Federal government maritime security programs and initiatives into a comprehensive and cohesive national effort involving appropriate Federal, State, local, and private sector entities” (2005, p. ii). While there have been improvements in maritime security to protect against physical attacks, little has been done in terms of cyberattacks.
When enacted, the Maritime Transportation Security Act and Safe Accountability For Every Port Act did not include elements of cybersecurity, and there is still no such legislation in place today. The United States Coast Guard has not conducted a thorough assessment on cyber risks, and until properly done, “maritime stakeholders will be less able to appropriately plan and allocate resources to protect the maritime transportation mode” (USGAO, 2014, p. 17). Ports are concerned with operations, vessel movement, and cargo flow. Cyber threats are not a priority and are not considered a large enough to warrant action. According to Kramek, “not only is cybersecurity awareness in U.S. port facilities generally low, but the cybersecurity culture in U.S. port facilities is generally lacking” (2013, p. 27). This is extremely concerning, because ports across the nation use technology to manage all aspects of their operations. A cyber-attack would devastate port and economic activity, especially if it targeted the Global Positioning System (GPS).
The Global Positioning System is a satellite based navigation system which can accurately determine an object’s position on the earth. GPS was developed by the United States military in the 1970’s, and became available for public use some time after. It’s an extremely valuable system and has transformed the transportation and logistics industry. In terms of marine applications, it “is playing an increasingly important role in the management of maritime port facilities” (NCO, 2006, para. 6). Port and marine operators heavily rely on GPS to monitor cargo and ships deployed around the world, which would have a significant impact on the day to day operations if hacked.
A cyber event on GPS within a port system could disrupt operations, sending a ripple effect, much like a tsunami, throughout supply chains. Kugler explains the ease in which GPS can be “spoofed”, and “cargo shipments are at risk, especially dangerous or high-value ones that are required to follow designated GPS routes” (2017, p. 19). Hijacking GPS receivers would allow ...
This document discusses how modern societies have become strategically fragile due to their reliance on interconnected critical infrastructures that span nations. While these infrastructures have increased productivity and prosperity, they have also increased vulnerability to widespread disruptions. Examples provided include container shipping and global supply chains, electric power grids, air traffic control systems, and traffic signals. The development of these linked infrastructures has accelerated integration but also exposure to systemic collapse.
Class,During this week’s lesson, we learned about two differenVinaOconner450
Class,
During this week’s lesson, we learned about two different type of details. Covert details are designed to blend in with the surrounding environment. Vehicle selection begins with utilizing vehicles that are commonly found in the city, state, or country the principal will be traveling in. Sending out a decoy motorcade to divert attention away from the actual principal is one common tactic found within a covert detail (McGovern, 2011). The positives with utilizing this detail ensures the principal is able to move around discreetly with as little to no details made available to the adversary. Swapping vehicles multiple times is another way in which the protection team can keep the adversary in a reactive state to ensure maximum protection without broadcasting to everyone the principal is on the move. The cons to this type of detail involves the actual principal not agreeing with the vehicle choice he or she may be traveling in. Consistent threat updates and communication with the counter surveillance teams will help minimize the amount of exposure or risk to the principal. An additional area of concern for the covert detail is the strict compliance of Operational Security as we learned in the last lesson. One small detail that is leaked to the public about the principal may tip off the entire covert operation (McGovern, 2011). I would utilize a covert detail when making a visit to higher threat area. For example, when I was deployed to Afghanistan the Secretary of Defense at the time flew into the country in what seemed to be unannounced. Little did I know prior to taking this class this was called a “covert detail.” By design the secret service detail did not want anyone to know he was flying in and thus landed in the middle of the night unannounced to “most”.
An overt detail is the exact opposite. During an overt operation a lot more, details are made available outside the protection team. Public Affairs office and media teams have more situational awareness on when the principal is to arrive at least down to the day and sometimes the hour. The planned itinerary is made available to more personnel. Especially when there may be a planned speech to be given at a specific location at a specific time. I feel this makes the job of the protection team much more difficult. The counter-surveillance team has a lot more responsibility to ensure the information that is made available to the public is not used to plan a coordinated attack. The cons to this type of detail include additional manpower and resources to “lock-down” a specific area more because the public is more in tuned to what and when is exactly going to occur.
Nick
McGovern, G. (2011). Protective Operations: A Handbook for Security and Law Enforcement. Retrieved from http://web.b.ebscohost.com.ezproxy1.apus.edu/ehost/ebookviewer/ebook?sid=71c2fbb7-974b-41b6-9700-7db9e5cf88e6%40pdc-v-sessmgr01&ppid=pp_Cover&vid=0&format=EB
Hello class,
Overt and covert operati ...
This document outlines requirements for improved marine meteorological services (MMS) to support global agendas and sustainable development. It discusses sustained needs like daily life, shipping, and emerging needs like disaster risk reduction, food security, and climate change adaptation. Global agendas like the Sustainable Development Goals and Paris Agreement are also addressed. The document recommends strengthening coordination between organizations through the Joint Technical Commission for Oceanography and Marine Meteorology to improve observations, data management, forecasting and services through integrated systems. Demonstration projects are proposed to build forecasting and warning systems for coastal flooding in vulnerable regions.
The Gulf of Mexico Coastal Ocean Observing System (GCOOS) is being built as a sustained network to provide integrated coastal and ocean data from diverse sources in real time, near real time, and historically. GCOOS has accomplished this through integrating existing federal and non-federal assets and data, despite limited funding and without deploying its own observing systems. Events like the Deepwater Horizon oil spill demonstrated both the value of GCOOS's approach and the need for more resources to improve its ability to meet stakeholder needs during environmental events. A fully funded GCOOS is estimated to cost around $22 million annually to operate and maintain.
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 ...
Following the 9/11 attacks, the US government implemented new legislation and programs to enhance security of the US maritime system. This included the Container Security Initiative, which aimed to screen high-risk cargo containers before arrival at US ports. New regulations like ISPS and MTSA required facilities, ships, and companies to follow security guidelines and appoint security officers. The Coast Guard also issued rules on vessel and facility security plans. However, complying with these new mandates was very costly for ports and facilities, who felt more funding was needed to implement all the required physical and personnel security upgrades.
Capacity building for a sustainable shippingSunil P G
This document discusses the need for increased integration between the shipping industry and coastal and ocean management. It argues that shipping and ports have significant impacts on coastal development and the environment but have remained isolated from integrated management approaches. There is a need for increased education and training within the maritime sector to develop the capacity for sustainable development and integrated management practices. This would better prepare the industry to address modern issues that cross sectors, such as biodiversity protection and climate change, and participate in integrated coastal and ocean governance.
Oceanographic instrumentation technicians play an important role in collecting scientific ocean data by maintaining instrumentation on platforms like ships, moorings, and autonomous vehicles. They are responsible for all aspects of data collection, from deployment to delivering documented data to users. Technicians must integrate components with platforms, deploy and recover systems, operate and maintain systems, and manage and quality control data. To perform these tasks well, technicians require knowledge of safety regulations, technical standards, instrumentation, and data management, as well as skills in communication, troubleshooting, and computer use. They must be organized, self-motivated, and able to work independently in remote environments.
The document discusses challenges facing space security and sustainability, including orbital debris, lack of situational awareness, and development of anti-satellite weapons. It outlines the US approach of using diplomacy and international cooperation to address these issues through transparency and confidence-building measures, cooperation on space situational awareness data sharing, and developing norms of responsible behavior. The goal is to strengthen stability in space and ensure its long-term sustainability and security through collaborative efforts.
This document summarizes Gerardo Borromeo's presidency of InterManager from 2012 to 2016. Some key accomplishments included:
- Growing InterManager's membership and role in the maritime community
- Developing the Shipping KPI benchmarking tool to compare ship performance on factors like safety, efficiency, and compliance
- Coordinating relief efforts for seafarers affected by Typhoon Haiyan in the Philippines in 2013
- Launching the International Shipowning and Shipmanagement Summit in 2014 to discuss industry issues
- Organizing workshops on rescuing large numbers of people at sea, an increasingly important issue
Signifying transboundary cooperation from local to global development targets...ICIMOD
The document summarizes international cooperation for water management in the Danube River Basin. It discusses the International Commission for the Protection of the Danube River (ICPDR), which coordinates implementation of EU directives. The ICPDR works to make the river basin cleaner, healthier, and safer from floods by 2021 through its Danube River Basin Management Plan and Flood Risk Management Plan. It also cooperates with other organizations and frameworks to manage water, ecosystems, hydropower, agriculture, and climate adaptation across boundaries in a sustainable way.
Gregory Yovanof presents on blue growth digital innovation hubs, with a focus on STRATEGIS, the maritime ICT cluster in Piraeus, Greece. The presentation covers trends in digital shipping technologies like IoT, autonomous vessels, and remote operations. It discusses how ports like Rotterdam are becoming smarter through digital technologies. STRATEGIS aims to offer maritime services and synergies to enable growth through R&D, consulting, technology commercialization, education and more. It is partnering with other organizations as part of a blue growth digital innovation hub in Piraeus.
Fisherman Quotas, A tentative Suggestions for Domestic ManagementNancy Forvil
1. The document discusses different systems of fisheries management that allocate exclusive use rights to encourage collective management efforts. These include FADTURFs where fishermen invest in fish aggregation devices; RENTTURFs where fishermen agree to limit catches to increase prices; and EQUITYTURFs which maintain community stability.
2. It also discusses a successful example of "collective fishing" management in Japan where fishing vessel proceeds are pooled and distributed equally, improving efficiency and preventing accidents and conflicts.
3. While some argue exclusive use rights are not necessary, the document counters that input-based rights are unstable over time as fishermen increase investments to gain larger shares, ultimately risking stock depletion. Pro
Selecting sustainable alternatives for cruise ships in Venice using multi-cri...Marco Pesce
The rapid growth of cruise ship tourism increases the use of historic port cities as strategic hubs for cruise ship
operators. Benefits derived from increased tourism for the municipality and cruise ships are often at odds with
the environmental and social impacts associated with continued historical port use. This study illustrates the
use of Multi-Criteria Decision Analysis (MCDA) for weighing of various criteria and metrics related to the environment,
economy, and social sustainability for the selection of a sustainable cruise line route. Specifically,
MCDA methodology was employed in Venice, Italy to illustrate its application. First, the four most representative
navigational route projects among those presented to local authorities were assessed based on social, economic,
and environmental considerations. Second, a pool of experts representing the local authority, private port businesses,
and cruise line industry were consulted to evaluate the validity and weight assignments for the selected
criteria. Finally, a sensitivity analysis was employed to assess the robustness of the recommendations using an
evaluation of weight changes and their effects on the ranking of alternative navigational routes. The results
were presented and discussed in a multi-stakeholder meeting to further the route selection process.
The document discusses maritime education and training (MET) in Malaysia. It outlines how MET provides competent workers for the maritime industry, which transports 80% of global trade. MET programs in Malaysia are offered by several universities and academies and cover topics like shipping management, maritime law, and marine engineering. The maritime industry offers many career opportunities both onboard ships and in roles onshore. However, MET programs face issues like needing improved technology and ensuring quality graduates. Governments must support MET through policies and infrastructure to sustain the maritime industry and economy.
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 ...
C4.01: Overview of the Coastal Zone Community of Practice & Services for the ...Blue Planet Symposium
The Coastal Zone Community of Practice (CZCP) brings together experts to inform coastal zone management with Earth observations and supports GEO tasks like developing a Global Coastal Zone Information System. The CZCP has organized regional workshops focusing on the Mediterranean, Africa, and the Caribbean to identify user needs and emphasize the importance of understanding decision makers. The CZCP also works to populate the GEOSS User Requirements Registry, support coastal observation programs, and facilitate data sharing to transition its focus toward providing coastal zone information services.
Is contemporary maritime security about systemJamie Breen
Contemporary maritime security is about system-management, as evidenced by three key points from the document:
1) The maritime system has become vital to the global economy due to heavy reliance on sea trade, with over 96% of global trade transported by sea. States and businesses recognize the need to secure and manage the maritime system.
2) The UK views the security of the maritime system as a vital national interest and supports an international system. Its defense policy aims to secure strategic areas and global lines of communication to protect free trade.
3) The management and security of the South China Sea is important to prevent escalation affecting global trade, as the waterway is a vital trade route. Regional powers are committed
Respond to discussion with 250 wordsThe focus of maritime secmickietanger
Respond to discussion with 250 words:
The focus of maritime security post September 11th was to improve the physical infrastructure of port facilities and vessels by implementing security plans, identification systems, detection methods, and strict inspection and clearance procedures for cargo and personnel. There are numerous legislative pieces which have created a layered security approach to protecting the marine industry (CSI, C-TPAT, foreign port assessment, etc.). According to the U.S. Department of State, this layered approach “aligns all Federal government maritime security programs and initiatives into a comprehensive and cohesive national effort involving appropriate Federal, State, local, and private sector entities” (2005, p. ii). While there have been improvements in maritime security to protect against physical attacks, little has been done in terms of cyberattacks.
When enacted, the Maritime Transportation Security Act and Safe Accountability For Every Port Act did not include elements of cybersecurity, and there is still no such legislation in place today. The United States Coast Guard has not conducted a thorough assessment on cyber risks, and until properly done, “maritime stakeholders will be less able to appropriately plan and allocate resources to protect the maritime transportation mode” (USGAO, 2014, p. 17). Ports are concerned with operations, vessel movement, and cargo flow. Cyber threats are not a priority and are not considered a large enough to warrant action. According to Kramek, “not only is cybersecurity awareness in U.S. port facilities generally low, but the cybersecurity culture in U.S. port facilities is generally lacking” (2013, p. 27). This is extremely concerning, because ports across the nation use technology to manage all aspects of their operations. A cyber-attack would devastate port and economic activity, especially if it targeted the Global Positioning System (GPS).
The Global Positioning System is a satellite based navigation system which can accurately determine an object’s position on the earth. GPS was developed by the United States military in the 1970’s, and became available for public use some time after. It’s an extremely valuable system and has transformed the transportation and logistics industry. In terms of marine applications, it “is playing an increasingly important role in the management of maritime port facilities” (NCO, 2006, para. 6). Port and marine operators heavily rely on GPS to monitor cargo and ships deployed around the world, which would have a significant impact on the day to day operations if hacked.
A cyber event on GPS within a port system could disrupt operations, sending a ripple effect, much like a tsunami, throughout supply chains. Kugler explains the ease in which GPS can be “spoofed”, and “cargo shipments are at risk, especially dangerous or high-value ones that are required to follow designated GPS routes” (2017, p. 19). Hijacking GPS receivers would allow ...
This document discusses how modern societies have become strategically fragile due to their reliance on interconnected critical infrastructures that span nations. While these infrastructures have increased productivity and prosperity, they have also increased vulnerability to widespread disruptions. Examples provided include container shipping and global supply chains, electric power grids, air traffic control systems, and traffic signals. The development of these linked infrastructures has accelerated integration but also exposure to systemic collapse.
Class,During this week’s lesson, we learned about two differenVinaOconner450
Class,
During this week’s lesson, we learned about two different type of details. Covert details are designed to blend in with the surrounding environment. Vehicle selection begins with utilizing vehicles that are commonly found in the city, state, or country the principal will be traveling in. Sending out a decoy motorcade to divert attention away from the actual principal is one common tactic found within a covert detail (McGovern, 2011). The positives with utilizing this detail ensures the principal is able to move around discreetly with as little to no details made available to the adversary. Swapping vehicles multiple times is another way in which the protection team can keep the adversary in a reactive state to ensure maximum protection without broadcasting to everyone the principal is on the move. The cons to this type of detail involves the actual principal not agreeing with the vehicle choice he or she may be traveling in. Consistent threat updates and communication with the counter surveillance teams will help minimize the amount of exposure or risk to the principal. An additional area of concern for the covert detail is the strict compliance of Operational Security as we learned in the last lesson. One small detail that is leaked to the public about the principal may tip off the entire covert operation (McGovern, 2011). I would utilize a covert detail when making a visit to higher threat area. For example, when I was deployed to Afghanistan the Secretary of Defense at the time flew into the country in what seemed to be unannounced. Little did I know prior to taking this class this was called a “covert detail.” By design the secret service detail did not want anyone to know he was flying in and thus landed in the middle of the night unannounced to “most”.
An overt detail is the exact opposite. During an overt operation a lot more, details are made available outside the protection team. Public Affairs office and media teams have more situational awareness on when the principal is to arrive at least down to the day and sometimes the hour. The planned itinerary is made available to more personnel. Especially when there may be a planned speech to be given at a specific location at a specific time. I feel this makes the job of the protection team much more difficult. The counter-surveillance team has a lot more responsibility to ensure the information that is made available to the public is not used to plan a coordinated attack. The cons to this type of detail include additional manpower and resources to “lock-down” a specific area more because the public is more in tuned to what and when is exactly going to occur.
Nick
McGovern, G. (2011). Protective Operations: A Handbook for Security and Law Enforcement. Retrieved from http://web.b.ebscohost.com.ezproxy1.apus.edu/ehost/ebookviewer/ebook?sid=71c2fbb7-974b-41b6-9700-7db9e5cf88e6%40pdc-v-sessmgr01&ppid=pp_Cover&vid=0&format=EB
Hello class,
Overt and covert operati ...
This document outlines requirements for improved marine meteorological services (MMS) to support global agendas and sustainable development. It discusses sustained needs like daily life, shipping, and emerging needs like disaster risk reduction, food security, and climate change adaptation. Global agendas like the Sustainable Development Goals and Paris Agreement are also addressed. The document recommends strengthening coordination between organizations through the Joint Technical Commission for Oceanography and Marine Meteorology to improve observations, data management, forecasting and services through integrated systems. Demonstration projects are proposed to build forecasting and warning systems for coastal flooding in vulnerable regions.
The Gulf of Mexico Coastal Ocean Observing System (GCOOS) is being built as a sustained network to provide integrated coastal and ocean data from diverse sources in real time, near real time, and historically. GCOOS has accomplished this through integrating existing federal and non-federal assets and data, despite limited funding and without deploying its own observing systems. Events like the Deepwater Horizon oil spill demonstrated both the value of GCOOS's approach and the need for more resources to improve its ability to meet stakeholder needs during environmental events. A fully funded GCOOS is estimated to cost around $22 million annually to operate and maintain.
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 ...
Following the 9/11 attacks, the US government implemented new legislation and programs to enhance security of the US maritime system. This included the Container Security Initiative, which aimed to screen high-risk cargo containers before arrival at US ports. New regulations like ISPS and MTSA required facilities, ships, and companies to follow security guidelines and appoint security officers. The Coast Guard also issued rules on vessel and facility security plans. However, complying with these new mandates was very costly for ports and facilities, who felt more funding was needed to implement all the required physical and personnel security upgrades.
Capacity building for a sustainable shippingSunil P G
This document discusses the need for increased integration between the shipping industry and coastal and ocean management. It argues that shipping and ports have significant impacts on coastal development and the environment but have remained isolated from integrated management approaches. There is a need for increased education and training within the maritime sector to develop the capacity for sustainable development and integrated management practices. This would better prepare the industry to address modern issues that cross sectors, such as biodiversity protection and climate change, and participate in integrated coastal and ocean governance.
Oceanographic instrumentation technicians play an important role in collecting scientific ocean data by maintaining instrumentation on platforms like ships, moorings, and autonomous vehicles. They are responsible for all aspects of data collection, from deployment to delivering documented data to users. Technicians must integrate components with platforms, deploy and recover systems, operate and maintain systems, and manage and quality control data. To perform these tasks well, technicians require knowledge of safety regulations, technical standards, instrumentation, and data management, as well as skills in communication, troubleshooting, and computer use. They must be organized, self-motivated, and able to work independently in remote environments.
This document summarizes a thesis that examines the impact of port development on ecosystem services and human wellbeing using a multi-criteria analysis. It identifies 21 coastal and estuarine ecosystem services impacted by ports. Through expert interviews, the services are scored and weighted based on their importance for human wellbeing. Three port development scenarios are analyzed - Traditional Port, Green Port, and No-Impact Port. The results show regulating and supporting services are similarly important, while cultural and provisioning services weights vary more. The No-Impact Port scenario has the least negative impact on services, followed by the Green Port then Traditional Port scenarios. The document concludes that identifying impacted ecosystem services can help decision makers choose more sustainable port options that balance economic, social
Is the future of shipping in ships and ports, or chips and blocks?EY
EY, Guardtime and industry participants launch the world’s first marine insurance blockchain platform, Insurwave. Insurwave leverages blockchain and distributed ledger technologies Microsoft Azure infrastructure and ACORD data standards. It will support more than half a million automated ledger transactions and help manage risk for more than 1,000 commercial vessels in the first year. By connecting participants in a secure, private network with an accurate, immutable audit trail and services to execute processes, the platform establishes a first of its kind digital insurance value chain.
Session 4.3b Port Management for Climate ResilienceNAP Events
The document summarizes a presentation on port management for climate resilience given by Mr. Nazir Soobratty from Mauritius. It discusses how the Port of Port Louis in Mauritius is vulnerable to climate change impacts like sea level rise, stronger cyclones, and flooding. Adaptation measures implemented so far include building flood walls and a planned breakwater. A climate change vulnerability and adaptation study is currently underway, funded by a $325,000 grant, to enhance the port's resilience against climate impacts and support future economic development through climate-resilient infrastructure upgrades and planning.
Marine growth assessments are important for effective management of potential environmental impacts and financial risks during offshore structure decommissioning. Assessments provide information on added weight from growth, presence of protected species like corals, risk of invasive species transfer, and waste management implications. An assessment found over 2,000 tonnes of growth including corals on a platform in deep northern North Sea waters, while shallower south North Sea platforms averaged 39 tonnes of growth. Assessments support regulatory compliance and cost-effective planning of structure removal and disposal.
This document discusses 15 potential weak signals of change that could impact the future of sustainable shipping. It provides a horizon scanning report by the Sustainable Shipping Initiative (SSI) to identify emerging trends that may shape the shipping industry over the long run. The report explores issues like 3D printing, automated vehicles, nanomaterials, and their implications for shipbuilding, cargo, and operations. It identifies three common themes for the industry to consider: who will govern the oceans, the nature of future ship captains and crews, and what types of cargo will be transported. The goal is to help the shipping sector proactively prepare and adapt to changes on the horizon to ensure long term sustainability and success.
Top 10 most disruptive maritime solution providers 2020Merry D'souza
MariApps is a company committed to developing digital solutions for the maritime industry. Their flagship product, smartPAL, provides ship management and monitoring services and has connected over 1500 vessels. MariApps offers a comprehensive suite of digital solutions covering fleet management, mobile applications, business intelligence, and more. Their solutions aim to increase efficiency, simplify processes, and provide real-time operational data and monitoring to help customers make effective decisions. MariApps is focused on developing partnerships with customers and ensuring training to fully utilize their solutions.
SMi Group's Maritime Reconnaissance and Surveillance Technology 2016Dale Butler
This document summarizes a conference on maritime reconnaissance and surveillance technology that will take place in Rome from February 15-16, 2016. It highlights the senior military speakers from countries like Italy, Sweden, Spain, and NATO that will discuss capabilities and requirements for maritime situational awareness. A post-conference workshop on February 17th will focus on the benefits of the C-SIGMA program for international collaboration on space-based monitoring of the seas. The document provides details on registration and the agenda covering topics like integrating different satellite systems, automatic identification systems, and fusing and analyzing space-based information.
Similar to International collaboration is the silver bullet gsp (cleared)(updated) (20)
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Sudheer Mechineni, Head of Application Frameworks, Standard Chartered Bank
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Encryption in Microsoft 365 - ExpertsLive Netherlands 2024Albert Hoitingh
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Observability Concepts EVERY Developer Should Know -- DeveloperWeek Europe.pdfPaige Cruz
Monitoring and observability aren’t traditionally found in software curriculums and many of us cobble this knowledge together from whatever vendor or ecosystem we were first introduced to and whatever is a part of your current company’s observability stack.
While the dev and ops silo continues to crumble….many organizations still relegate monitoring & observability as the purview of ops, infra and SRE teams. This is a mistake - achieving a highly observable system requires collaboration up and down the stack.
I, a former op, would like to extend an invitation to all application developers to join the observability party will share these foundational concepts to build on:
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International collaboration is the silver bullet gsp (cleared)(updated)
1. Update Cleared for Release 28 Sept 2010
International Collaboration is THE Silver Bullet
Collaboration in Space for International Global Maritime Awareness
(C-SIGMA)
Prologue: There is no silver bullet, not now, nor in the foreseeable future,
but all maritime nations of the world, working together, can make the seas
much safer and more secure from wrong-doers, be they smugglers, polluters or
pirates. One of the primary steps the nations could take would be to create
a global space partnership (GSP) initially focused on the maritime domain.
Such a concept has been under informal discussion for some time by many
people. I have named the maritime focused portion of the GSP, Collaboration
in Space for International Global Maritime Awareness (C-SIGMA). It is
certainly recognized that a GSP would have a much broader capabilities than
just the maritime domain, but many have recognized the critical
vulnerabilities of our maritime assets and the potential huge economic impact
their loss could generate, and thus the pressing need for much better
awareness of the maritime domain.
Indeed there is a parallel effort already under way in regards to protecting
the global environment.
“The Group on Earth Observations (or GEO) is coordinating international efforts to build
a Global Earth Observation System of Systems (GEOSS). This emerging public
infrastructure is interconnecting a diverse and growing array of instruments and systems
for monitoring and forecasting changes in the global environment. This “system of
systems” supports policymakers, resource managers, science researchers and many other
experts and decision-makers. “ 1
But they obviously are not focused on global maritime awareness, and they
have not been particularly interested in joining the C-SIGMA effort, although
the author has approached them several times.
Increased awareness starts with better ocean and coastal surveillance. This
point has been made twice recently. First, the recent wide spread
1
http://www.earthobservations.org/home
7/10/2013 1
2. Update Cleared for Release 28 Sept 2010
recognition of the fact that piracy is alive and well in the 21st
century and
is a growing, not diminishing, threat. Additionally, the terrible attack
from the sea on Mumbai, India by just a few men paralyzed that multi-million
person city and has also brought a lot of attention on the need for better
maritime awareness. The author has studied the situation in depth and has
come to believe unclassified space systems will play a major role in any
effective maritime awareness system. It is realized that space systems
cannot do it all and collaboration and coordination with terrestrial systems
as well as the mining and analysis of semantic data contained in hundreds, if
not thousands, of data bases is also needed. Likewise, it is recognized that
coordination is needed down to the responding tactical units, but those are
wholly different issues and will not be addressed here, except to be
acknowledged.
By Mr. Guy Thomas, U.S. Coast Guard
Science and Technology Advisor,
United States Coast Gurad
Oil may be the world’s lifeblood, but oceanic commerce is its backbone, if
not the entire skeleton. The horrendous attack on the United States on
9/11/2001 served as a wake-up call in many venues, not just in the United
States. The maritime entities of the world, military, civil, and private
alike looked at their situation in the new reality and quickly understood
their vulnerabilities and the potential consequences. Since that terrible
day a number of national and international organizations have addressed how
to protect their maritime assets, both individually and in growing numbers,
collectively. Most saw increased maritime domain awareness (MDA) as of first
importance to the smooth functioning of commerce on the world’s oceans, the
crucial supporting frame of the world’s economy, and crucial to their
national interests. The growing realization that piracy is alive and well in
several areas of the world, and the recent devastating sea-borne attack on
the civilian heart of Mumbai have reiterated the need for maritime vigilance.
There is also a growing realization that misuse of the oceans can lead to
significant environmental damage and huge loss of natural resources. Thus
there is little wonder a wide variety of organizations either have or are
developing systems and concepts of operations (ConOps) dealing with regional,
if not global, maritime awareness.
7/10/2013 2
3. Update Cleared for Release 28 Sept 2010
The potential unique contributions of current and planned space systems,
owned by a wide range of nations and available to many others, to
international global maritime awareness is a subject of growing interest to
many. However, in order to understand the true uniqueness of those
contributions the background needs to be set first. Many individuals and
organizations that have closely studied the problem realize that no one
country or even any existing collection of countries has the stature, breadth
and depth to successfully organize a meaningful coalition to protect oceanic
commerce, the maritime environment, and the broad range of individuals that
use the maritime domain for a multitude of endeavors including profit,
conveyance, and recreation. They realize it will take international
collaboration and cooperation on an unparalleled scale to provide this
protection and assure the safe and secure use of the world’s oceans. The
only organization that has addressed a task similar in scope is the
International Civil Aviation Organization (ICAO) and that effort took almost
40 years to reach full functionality after the need was first articulated.
Many believe that because the maritime domain has been an integral part of
the world’s commerce and conveyance systems for thousands of years it will be
much harder to create the needed organization to regulate it. This paper
addresses some of the technological aspects of the needed collaboration, but
we all understand the political aspects of forging that collaboration are the
real challenge. Still, a tangible goal, with both technical and policy
aspects to work toward, will assist in focusing the political and policy
discussions. Building C-SIGMA, the collaboration of the international
community to build a universal maritime awareness system for the world using
space systems as its backbone, is one such attainable goal. The two critical
segments of that universal awareness are shared surveillance assets and a
universal common operational picture (COP). We will focus on the why and how
of developing the required surveillance assets and let others address the
COP. Indeed many are already working the COP issue with such programs as
Cooperative Nations Information Exchange System (CNIES), Virtual Regional
Maritime Tracking Center- Automated (VRMTC-A), Regional Maritime Awareness
Capability (RMAC) and the Maritime Safety and Security Information System
(MSSIS). Many fewer are looking at the front end of the chain, the sensor
end. One needs to look at both, in balance. We will try to restore that
balance here.
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Most of the MDA ConOps referenced above assumes some form of layered zones of
surveillance and defense, from well offshore, to point defense of high-value
targets within ports and adjacent waterways. Generally there are one or more
zones between those two zones including approaches and coastal zones. The
end game, the protection of the high value targets, is a major goal. Those
high-value targets include not just significant ships, but also port
infrastructure or other targets of high economic, political, or military
value. These include power plants, sewage treatment facilities, chemical
plants, critical bridges, historic monuments, and the like. This greatly
compounds the problem, but every bit of defense helps. Early warning is
critical, although the heretofore emphasis on port surveillance systems
indicates many do not understand the criticality of early warning, and the
need for it to begin far off shore, if not actually with the surveillance of
the supporting shore infrastructure across the seas. The Columbian drug
smugglers certainly know this. They go to extraordinary lengths to hide
their preparations to ship drugs to the US in a variety of means because they
know we can track a suspicious ship for great lengths, if we can identify it
is of special interest at its point of departure.
Many different groups have studied what terrestrial collection systems
(platforms and sensors) are needed to support the core MDA ConOps and what
technology is available or will be in the near future. Thus whatever specific
MDA ConOps plan is finally agreed to by all concerned, the basic technology
to carry it out is reasonably well understood. Possibly the numbers of one
collection system or another, and the where and how data will be fused and
analyzed, or what display and decision aids and exactly what the decision
making sequence will be, may change slightly, but the basic technological
choices remain pretty much the same. C-SIGMA is a paradigm shift in that
until very recently few have considered space systems in this manner.
Indeed, in the realm of international collaboration the output from such
surveillance systems could be put to very different uses by each of the
international participants.
Each of the studies referenced above have basically concluded that there is
no “silver bullet’. No one system can do it all, even in a single zone, much
less across all zones of defense. Maritime Domain Awareness requirements
span areas from coastal and harbor surveillance and warning to persistent and
pervasive surveillance of the broad ocean area. The bottom line is that we
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will need “systems of systems” in each zone. There is no doubt that much can
be gained by netting what we now have to build a collaborative information
environment, with a user-definable interface, to arrive at a robust user-
defined operational picture, tunable by each user to their particular needs.
As indicated above, much has already been done in that area over the last few
years. The hurtles to be overcome in this area are now much more policy
derived ones rather than technology challenges, but the fact, largely ignored
by many, is that if we are to provide persistent and pervasive surveillance
of all the areas needed to establish Maritime Domain Awareness, we will need
both better surveillance systems and more of them. Doubtless, we also need
the means to process, fuse, analyze, display and disseminate all available
data; make accurate decisions; and interdict any suspicious vessel before it
enters any of our ports or approaches anything of value to us or to our
allies and partners, but we need more information at the front end of the
Detect-Analyze-Decide-Act (DADA) chain if we are to be successful in most
scenarios.
Let us momentarily go to the end game of the scenarios, and acknowledge how
important it is. Indeed, to build a warning system that can Detect and
Analyze, without connecting it through to a robust interdiction capability
just means that someday, somewhere, someone is going to die “all tensed up,
rather than just surprised” to quote RADM Chuck McGrail, an U.S. Navy fighter
pilot and old friend of the author’s, now deceased. However, we need to
focus on the technology needed to detect, identify and track (D-ID-T) vessels
well offshore because many of us working in the trenches believe that is
where the greatest needs are. That is also where there are the greatest
opportunities for international collaboration, and that is a primary focus of
this paper.
Collection Systems
The types of sensors currently within ports and in coastal areas such as
radars, various types of cameras, and self-reporting systems including the
automatic identification system (AIS), and other transponder-based systems,
are well known. Acoustic sensors and other non-traditional sensors, such as
the passive coherent location sensor (PCL), which exploits the reflections of
the emissions of non-radar transmitters, such as TV and radio, to determine
an object’s location also have roles here. However, this paper is primarily
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focused on just the technology needed to detect, identify and track vessels
well offshore. We believe that can best be accomplished by space systems,
many of which already exist in the commercial realm.
Far-Reaching Technology
Several countries now have highly classified ocean surveillance means, but no
one has suggested they are adequate to the task of providing persistent and
pervasive oceanic surveillance of even a single ocean. Indeed, that point
has been made clear in recent months by the lack of effectiveness of the
anti-piracy efforts. Classified systems are certainly part of the whole MDA
system, but only part, for a host of reasons, not the least of which is their
limited numbers due to cost and their limited availability due to higher
priority tasking. One should not over, or under, sell what the classified
national systems bring to the table, but there is a demonstrated need for
better open source ocean surveillance.
It is relatively easy to identify and track vessels that want to be tracked
and are complying with international reporting requirements such as Long
Range Identification and Tracking(LRIT) and Automated Mutual-Assistance
Vessel Rescue System. However, in the broad ocean area, there is a need for
surveillance of vessels that are not complying with reporting regulations in
order to detect ”bad actors”. In fact, some of these bad actors are not
emitting at all. This is also true of the myriad numbers of smaller vessels,
now openly acknowledged to be a primary threat. Some of these ships are not
emitting because of equipment malfunctions, some are just careless, but some
are engaged in illicit activity such as people or contraband smuggling,
including illegal drugs and arms. Others are engaged in resource theft, such
as fish poaching. Indeed, each year billions and billions of dollars are
lost to states that have their legal fish grounds plundered. Another type of
theft is that of oil and gas. Rogue ships run by thieves steal crude oil
from well-heads at off-shore platforms. Crooked official look the other way
due, in part, to the fact that it is currently hard to detect these sorts of
illegal activities. The requirement to track vessels as they approach our
coasts is generally acknowledged and a number of technologies and changes to
methods of operation have been proposed to accomplish D-ID-T on these
vessels. These changes are nearly all upgrades to existing systems and
methods. There is one technical exception, a special type of Passive Coherent
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Location (PCL), but we will get to that. Using a consortium of commercial
space systems to continually monitor specific area of the world’s oceans on a
regular basis would be a major paradigm shift.
Furthermore, this would allow governments to accomplish a perceived need to
change their mode of operation from being reactive to being proactive. This
means that a sensor must be focused on the area of interest (AOI) for a large
percentage of the time, if not continuously, in order to have ready
situational awareness of an area of interest (AOI) regardless if there are
targets or not. Basically, one does not know whether anything of interest is
happening unless one is looking. Developing baseline time histories of what
is normal operations in AOIs is critical to understanding what is normal and
what should be considered an anomaly and perhaps suspect.
Let’s look at the surveillance capabilities and supporting systems now
available on the open market. First we want to acknowledge there are other
systems besides the aforementioned space systems that can assist in
persistent ocean surveillance. One of those tools in this regard is over-
the-horizon radar. Currently the United States owns three active relocatable
over-the-horizon radars (ROTHR) being used primarily to provide air
surveillance of the southern approaches to the United States. Using sky wave
bounce techniques, ROTHR has a range of some 2,500 miles. ROTHR has also
demonstrated a capability to detect surface craft but has a negligible R&D
budget to further develop this much-needed capability. The Australians have a
similar system, looking north and they have an extensive R&D effort underway
to make this system capable of surface surveillance. There is an ongoing
joint U.S.-Australian project arrangement studying how a better over-the-
horizon radar system could be developed. Currently there is a proposal to
conduct a joint capabilities technology demonstration (JCTD) on the ROTHR to
examine and validate new technologies for emerging threats. These efforts
show substantial promise.
Another system for broad ocean surveillance is large sonar arrays. Long-
range sonar detection of surface traffic has long been understood, but our
current system, the Integrated Underwater Surveillance System, is oriented in
such a way that it will not provide complete optimal coverage of the areas of
interest and the cost to modify/update/reorient it to provide such coverage
is a budget-buster. Advanced sonar systems deployed as trip-wires in certain
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high-interest areas such as in the Florida Strait; in the Mona Passage
between the Dominican Republic and Puerto Rico; off Brownsville, Texas and
San Diego, California may have high utility as part of a system of systems,
but solving the radar surveillance problem must have first priority. There
are many places around the world where a combination of sonar with OTH radar
system would be very useful. Their usefulness could be expanded
significantly if they were linked to commercially available space systems.
I believe the most promising class of systems for pervasive ocean
surveillance is that provided by satellites operated by a broad range of US
and foreign government and civil organizations. As we have indicted earlier,
no one system or even type of systems can do it all. This is true even when
considering the most sophisticated space systems. No one system does it all.
Indeed, there are at least four basic types of space-based systems that need
to be used in conjunction with each other in this process; six, if you count
weather and navigation spacecraft. Two of the four employ active sensors:
1) Synthetic aperture radar satellites (SARSats)
2) Electro Optical/Infrared (EO/IR) Imaging satellites
The other two are based on communications systems:
3) Individual Transponders linked to Communications Satellite (e. g.
Iridium, OrbComm, etc.)
4) Automatic Identification Systems (AIS)- a system originally designed
for collision avoidance and safety of navigation but more and more
coming to be used as a primary ship tracking system.
Let’s look at these four types of satellite systems.
An example of the first type of system, the Canadian government currently
operates two SARSats in a public-private partnership with McDonald, Dettwiler
& Associates. It launched the first one in 1996 and it has been sufficiently
successful that a much more capable system, RADARSAT 2, was launched in late
2007. Canada is expected to launch an additional three to six radar equipped
satellites within the next decade. These systems operate in 5 basic modes and
at low resolution have very wide sensor swaths. Most, if not all, of the
coming 3 to 6 SARSats will be equipped with AIS receivers. More on that soon.
Germany, Italy and Israel have all launched radar satellites and several
other countries are moving that way. Each of these satellites carries
synthetic aperture radar sensors that can see through cloud cover and detect
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vessels and their wakes day or night. They have also developed the software
to exploit the products of a range of types of satellites, both theirs and
others.
While there are only about ten current truly civilian space-imaging systems
in orbit today, several companies/countries have plans to add more.
The next types of systems, the EO/IR satellites, are operated by a number of
countries and companies. Their capabilities have expanded to the point where
even a layman can, in many instances, look at one of their images and
immediately recognize a specific building, and even, in many cases, tell
which types of cars (trucks, sedans, convertibles, etc. ) are parked in its
lots.
The third type of satellite we need to consider are the communications
transponder systems such as what is carried on the InMarSat, Iridium, Global
Star, OrbComm and other communications satellites. Owners of fishing vessels
and many other types of highly mobile platforms employ these systems to
maintain an active track of their assets for a variety of reasons. As an
example, fishing vessels must be able to prove they did not go into
restricted waters. Tugboat companies need to be able to track their assets
on a near hourly basis for business purposes. Many other companies employ
these self reporting systems for many other valid business, security and/or
safety reasons.
The fourth type is a new type of space-based system. The International
Maritime Organization (IMO) and the International Agency of Navigation Aides
and Lighthouse Authorities (IALA) designed a system to allow vessels to
automatically know the names, course, speed, size, depth, and a number of
other information items of all commercial vessels within line-of-sight of
their vessel. The author was one of the first, if not the first, to
recognize that if that signal could be collected from space it would
revolutionize how ships were tracked world-wide. After a number of false
starts the author was able to get the United States Coast Guard to fund the
development of a very capable Automatic Identification Signal (AIS) collector
onboard an ORBCOMM communications satellite. On 19 June 2008 the company
launched that satellite and thought so much of the idea it launched 5 more of
its own at the same time. It has announced plans to launch 19 more. Two
additional companies, COMDEV and SPACE Quest, have also launched AIS
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collectors. All three companies are planning to launch more. Thus there is a
growing capability, which will only increase, to track the ship safety and
identification beacon on a world wide scale. The initial results of these
efforts are very promising. As of this date there are 8 AIS equipped
commercial satellites on orbit and many more are being planned.
Ground Segment
What to do with all of this data? Canada, for one, has developed its own
ship-detection software called "OceanSuite" and the various satellite
processors have been designed to complement each other to optimize ship-
detection performance. It is just one example.. The European community is
working to leverage their resources. The two latest COSMOS SKY MED SAR
satellites are to be part of the future MUSIS (Multinational Space-based
Imaging System), which will combine the resources and space assets of Italy,
Belgium, Greece, Germany, France and Spain, while other European countries
could still join. The rest of the space-faring world has taken note and
discussions are underway in a number of locales, but little concrete has been
publicly released to date.
A large player in the area of US civilian space for Maritime Awareness is the
Center for Southeastern Tropical Advanced Remote Sensing (CSTARS), at the
University of Miami. It, in cooperation with Vexcel Corp. of Boulder,
Colorado, has developed “OceanViewTM
,” a software program that allows for the
rapid analysis of any commercial imaging system to determine if there were
vessels imaged. It can generally tell the size, type, course, and speed of
the vessel imaged from civilian space borne microwave radar and electro-
optical mono, multi, and hyper-spectral systems.
CSTARS, and other organizations, are taking steps to improve processing of
the images. It also hopes to gain additional access points by establishing
mobile downlink sites in such places as the Azores and in the western United
States. This is important because the timeliness of the reporting is
dictated by the time between the collection of the data and its down-link to
an earth station for processing and reporting. Downlink sites in such places
as the Indian Ocean, South America, in east Asian, and other locations across
the world to allow for wider collection opportunities and more timely
reporting which are a requirement for a truly world wide system. However, a
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world wide consortium of nations would make that a much easier problem to
solve.
Maritime patrol aircraft (MPA) are another part of the mix. Many countries
operate MPAs. Indeed some countries have more than one organization
operating them. E. g., in the U.S. the Navy and Coast Guard both have MPAs
and the Department of Homeland Securities’ Customs and Border Protection
(CBP) operates a fleet of highly modified P-3 fixed-wing aircraft with superb
ocean surveillance capabilities. All three organizations, Navy, Coast Guard
and CBP, are in the process of installing AIS collection capability into
these aircraft. The tactics, techniques, and procedures to make the most of
this new capability are only just now being investigated. This could well
provide a paradigm shift in the way other U.S. aircraft are outfitted for
maritime surveillance. It is recognized in the MPA world that these lessons
have global implications, and one suspects those implications are being
studied in many places.
The above systems are the primary offshore collection systems, besides ships
themselves, in use today. None are optimized for the Maritime Domain
Awareness mission, but work is underway to understand how best to do just
that, to optimize them to provide much more robust ocean surveillance. Many
other technologies are being considered, from medium and high altitude
unmanned air vehicles such as Predator B/Mariner and Global Hawk, to manned
and unmanned airships, and combinations of systems. One effort that appears
to have great promise is the near real-time integration of the ROTHR with the
output from CSTARS, and automatic identification system data collected by the
Coast Guard, U.S. Navy, and CBP aircraft and vessels. C-SIGMA) is concept
which could be a significant part of this.
One other technology has recently been tested in several venues. That
technology is the collection and reporting of ships’ AIS and Radar Contacts
(SARC). Examples include a system called Neptune built by Lockheed Martin,
one called MSSIS + built by the Department of Transportation’s Volpe Center,
and a third box built by the Naval Research Lab, called Maritime AIS Relay
System (MARS). The each of the systems can collect and record the installed
AIS and ship’s radar for a set period of time and then transmit the tracks
and contacts to a shore site for analysis. The period of time between
transmissions can vary, but one test used 30 minute intervals wile on the
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high seas and that interval seems to be very useful. Each of the system can
also be pulsed to report its contacts upon request. NRL’s MARS can actually
transmit a continuous feed to the intended analysis center via Iridium
satellites. Further analysis in needed to establish the correct interval.
Efforts are underway to evaluate this capability on government and commercial
vessels.
Co-incident collection of AIS data with radar tracks, be they from space, or
ships or ground or air-based, involving the efforts of the Coast Guard, Navy,
and CBP, as well as if assisted by the international community, (especially
if assisted by the international community) would allow for both space and
OTH radar systems and, in many cases, the several SARSats, to calibrate their
sensors by providing ground truth on the position, size, course, and speed of
the images they are currently collecting. Having a sufficient amount of this
type of data would allow engineers to develop algorithms to extrapolate the
findings to other cases. A joint offshore test concept development meeting
was held at CSTARS in July 2006 to examine how to implement this concept, but
funding was never secured. Hopefully future efforts will be more successful.
The Future
The next system under discussion is a bit further away from fruition, if it
ever gets there at all. Several years ago, NASA engineers placed a passive
coherent location (PCL) receiver/processor system in a business jet to see if
they could use the energy transmitted down from several classes of
spacecraft, including the transmissions of the global positioning satellite
and international maritime communications satellites, reflected off the ocean
to detect wave weights and currents. The tests were successful and some of
those engineers believe those same transmissions could be used to detect
ships, if a large enough antenna (100 meters?) could be lofted to 60,000 feet
or more.
U.S. DOD’s Defense Advanced Research Project Agency (DARPA) is looking at
developing just such an antenna to be placed on/in the skin of the high
altitude airship, and similar craft in a project called ………..(ISIS). Indeed,
one of the limiting factors of using such craft for maritime surveillance is
the large size, weight and power (SWAP) requirements to place an air and/or
maritime surveillance radar on board that would be capable of capitalizing on
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the high altitude, and its commensurate long line of sight. Using satellite
transmission based PCL techniques as just described would mean there would be
no need to carry a large radar on a high altitude airship used for maritime
patrol. This concept is being discussed, but no additional tests have been
run to date. Hopefully, this concept will be investigated further.
Other technologies being considered for the approaches zone (that area
extending from beyond line of sight to approximately 100 miles offshore)
include high-altitude, long-endurance unmanned air vehicles, such as a
modified Global Hawk optimized to operate in a maritime surveillance role;
medium-altitude, long endurance unmanned air vehicles such as the Predator-
B/Mariner; and airships in a variety of configurations, including hybrids and
unmanned versions. Also under consideration: aerostats capable of being
launched from vessels underway and capable of remaining on station during all
weather except hurricanes; buoys equipped with a host of sensors, including
AIS, surface wave radars, signals intelligence systems, and remote-control
cameras; and remotely piloted/unmanned surface and subsurface vessels.
No one system is seen as being able to do it all, but a judicious mix of the
above systems should allow the partner nations to detect, identify, track,
and interdict nearly all vessels that approach its coasts. Indeed, there is
no silver bullet, but there are some pretty effective copper and silicon
ones, and space systems are the key. We just need to collaborate on an
international scale in order to realize their potential.
The international communities in both the maritime and space segments of the
world already cooperate with each other in many ways. The international
space station is a major case in point; another is the IALA and the IMO. The
list is really quite long. This author proposes the international maritime
and space communities take the next step and join in setting in motion the
process needed to both build broad agreement, and the establishment of an
international body to manage the process to build and run a Global Space
Partnership, with their first order of business the implementation of the
Collaboration in Space for International Global Maritime Awareness(C-SIGMA)
concept.
About the author: Mr. George GUY Thomas is Science & Technology Advisor,
United States Coast Guard. Previously he was the science advisor to the
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National Office of Global Maritime Situational Awareness and to the U.S.
Coast Guard’s office of Maritime Domain Awareness. A retired U. S. Navy
commander, he served in hostile areas in ships, aircraft and submarines and
was a designated space sub-specialist. He was awarded USAF wings for his
service as Test Director, Rivet Joint Modernization, becoming the first
officer in US history to be authorized to wear both USAF and USN wings at the
same time. He has published articles on maritime awareness, ocean
surveillance and reconnaissance, and signals warfare. Mr. Thomas is a
distinguished graduate of the U. S. Naval War College, holds a Masters (High
Honors) in Computer Information Systems from Bryant College, and studied
Systems Engineering at Johns Hopkins University’s Whiting School. He is a
member of Delta Mu Delta national honor society.
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