PORT SECURITY
A Submission to White Paper on Defence
By
Declan Fleming
Maritime Pilot
11-09-2013
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This submission sets out to address the issue of Port Security in Ireland and
the requirement for the Naval Service to protect this vital infrastructure. It is
relevant to the Objectives of the Green Paper in terms of the Defence Forces
being consistent with requirements and its engagement with international
bodies and also in relation to national recovery.
The Green Paper correctly states that Ireland is a small open economy that benefits
from globalization. It is also an Island-Nation. An essential element of the economy
and indeed the main stay of our national economic recovery is “Exports”. Exports, as
the name suggests pass through our ports, as indeed do imports, which include our
vital supplies. Should the ports be fully or partially closed for any reason, the effects
would be felt almost immediately, as this submission will show. In 1982, all of our
major ports were closed for several days by protesting Irish fishermen.
An essential element of any prevention or resolution of port closure is the Naval
Service (NS).
Introduction
Professional Background
Having worked in the Maine Domain for forty years, I am currently employed as a
Pilot in Dublin Port where I have worked for the past ten years. Prior to that I served
as a Ships Officer and Ship’s Captain at home and abroad and have also worked
professionally in diving and security. I am a former member of the Nautical Institute
and the Irish Association of Master Mariners. Consequently I am well acquainted
with marine matters at home and abroad from an operational and security perspective
and particularly in the throughput of our ports and indeed their vulnerability.
As a Dublin Port Pilot, I see every day, just how dependent this Island Nation of ours
is on Sea Lines of Communication for Energy and Supply Chain security. Ports, as
the interface between land and sea are an obviously essential link in this chain.
The threat to Ireland’s ports comes from foreign and domestic sources. Probably the
most likely closure of an Irish port will come from an industrial relations related
action from striking crew members of a merchant vessel (ferry) or civil disobedience
/protest from local or foreign fishermen or port workers. A further and more
devastating action would be accidental or deliberate grounding of a vessel that would
block the exit/entry channel. Examples of such incidents have actually occurred in
Ireland have been attempted, in the past.
An essential component of any prevention or resolution of port closure is the Naval
Service (NS). To counter or mitigate port disruptions, the Naval Service as the sole
seagoing agency in the state, with the assets and expertise capable of sustained
operations in the maritime environment, will certainly be required. The NS can
maintain a prolonged and credible presence afloat to deter or counter, disobedience by
breaking or preventing a blockade, in addition to providing a secure equipment
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platform for other agencies such as An Garda Siochana and Customs in the ATCP
role or the Army Ranger Wing in a more heightened maritime counter terrorism role.
NS Ships act as the ‘On Scene Coordinator’ to manage and direct any sea based
efforts in the event of a maritime accident or disaster that might result in a port
blockage.
Impact of Closed Ports on Energy Security, Economic Recovery and Supply
Chain
In 1982, all our major ports were closed for several days by protesting Irish
Fishermen. At that time, Dublin Port had an annual throughput of 3 Million tons. In
2012 the annual throughput was 28 Million Tons.
Our seaports are active 24 hours every single day of the year. An unplanned closure
for even a single day, or an extended closure, will very soon bring the country and its
people to a halt in terms of transport, heat, electricity, jobs, essential services and so
on. While this may be obvious to some, many of our people are not fully aware of
our dependence on Sea Lines of Communication of which our ports are an essential
part.
Oil Products
One hundred per cent of Irelands oil is imported by ship, whether as crude oil or
refined products. The refined products produced in our sole refinery in Cork Harbor,
are exported or transported domestically by ship also. Oil Products include petrol,
diesel, and kerosene, which are used for jet aircraft fuel and home heating oil. Almost
sixty per cent of the country’s oil products come in through a single jetty in Dublin
Port. In 2012, 441 tankers discharged 3.5 million tons of oil products at this jetty
alone. This is more than one tanker every single day of the year. Should this single
jetty for example, suffer an unplanned closure for any reason, the effect on road, rail
and air transport on the Eastern Seaboard would be almost immediate and certainly
within 24 hours. The available capacity to transport oil by road from other ports is
extremely limited if it exists at all. The state’s main population center would be
reduced to little or no transport and the obvious chaos that would result. Long petrol
queues, far greater than those experienced during the fuel crises of the late seventies,
would soon develop. Loss of essential services would soon follow leading to
widespread job losses.
Energy Security.
While much of Irelands electricity is now generated by gas, Money Point power
station on the Shannon is our largest power station capable of providing 25% of the
country’s electricity and primarily uses coal to generate electricity. If the gas supply is
interrupted this source will be critical to the national grid. The station was built on
the Shannon with a deep-water berth to facilitate the large ships that carry the coal
from far off sources such as South America and various other countries around the
world. A typical ship would unload 60,000 tons of coal. This quantity is required
approximately every two weeks. Should the deep-water berth be closed, nationwide
power failure would follow.
Supply Chain
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Every morning, five ferries from the UK enter Dublin Port. They depart 3-4 hours
later and all return and depart again in the evening. The ten ferry visits every day is
essential to the economy and the jobs it brings. They facilitate the movement of
goods and passengers in and out of Ireland. The ferry service mainly transports fresh
goods and foodstuffs for immediate use, which may have a short shelf life. A large
part of the goods will be in shops, both sides of the Irish Sea, within hours of arrival.
In addition to ferries, numerous container ships transport Irelands exports and imports
through all our ports on a daily basis. In 2012, a total of 6746 ships visited Dublin
alone. Approximately 250,000 shipping containers passed through Dublin Port every
year. An average of four large container vessels visit Dublin every day. Specialized
vessels also bring in other cargos such as large quantities on animal feed essential for
agriculture, road vehicles, project cargos for major projects such as the Dublin Port
Tunnel, Samuel Beckett Bridge, Aviva Stadium and large generators for wind farms
etc. Consider our roads if the rock salt could not get in during the freezing weather
Past Blockades
In 1982, Dublin, Dun Laoghaire, Rosslare and Waterford Ports were closed for
several days by a highly organized nationwide protest by Irish fishermen with the
blessing and assistance of their organizations. Hundreds of fishing vessels were
heavily chained together to form lines at port entrances and successfully blockaded all
east and southeast coast ports. Having exhausted all other options the Government
ordered the Naval Service to clear the ports, by whatever means necessary. The NS
using the principle of minimum force carried this out in an efficient, timely and
professional manner. Very little damage was done and there were no personal
injuries and all the ports were re-opened. No other state agency had the assets or
capability to remove this blockade and this remains the case today.
Since then, there have been isolated instances of partial blockades in Cork and Dublin
by persons engaged in protests and industrial action. The Naval Service was tasked
on two occasions in Cork to enable free movement of shipping and maintain order
and safety. This was accomplished.
Terrorism
Previous Acts
In Feb 1981, seven members of the provisional IRA boarded the M.V. Nelly M while
she was anchored in Lough Foyle waiting to enter Derry. Two bombs were planted in
the engine room, which later detonated, and the vessel sank. The objective was to sink
the vessel in the main channel and thereby close the port. On this occasion the bomb
was delivered by commandeering the Pilot Boat. Naval Divers were tasked with
clearing the vessel of any further explosive devices, which they did and the vessel was
salvaged. A year later a second vessel, the St Brendan of Glasgow was also bombed
and sunk by the IRA.
A sunken vessel can easily block a port channel at a choke point. Depending on the
circumstances this would take weeks or months to remove, with the obvious
consequences as outlined above.
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Terrorist Threat
The International Code for the Security of Ships and Port Facilities (ISPS)
Was adopted in Dec. 2002. (ISPS)
Following the tragic events of 11th September 2001 the International Maritime
Organization (IMO) of which Ireland is a member unanimously agreed to the
development of new measures relating to the security of ships and port facilities. The
International Code for the Security of Ships and Port Facilities (ISPS) was
subsequently agreed and is mandatory. No port can operate unless compliant.
Numerous measures are required to be put in place by governments, ports, shipping
companies and by ships. While the code does ‘not extend to the actual response to
attack or any necessary clear-up after such an attic’ it clearly recognizes that a
terrorist threat can arise. Section 6 of the Green Paper correctly refers to the security
situation in Denmark worsened significantly without notice following a cartoon
publication.
In Ireland, the State agency with responsibility to establish and certify port
compliance by regular inspections is the Marine Surveyors Office at the Dept of
Transport Tourism and Sport.
The Marine Surveyors Office and The Naval Service have a Service Level Agreement
(SLA) for joint ISPS Port inspections. Military advice as well as assistance with
inspections is provided by the NS to the Marine Surveyors Office due to the
marine/security expertise held by Naval personnel. The NS has qualified a number of
personnel through Bureau Veritas as Maritime Security Assessors.
The joint inspections take place on foot of a port assessment and a port security plan,
which is prepared by a Recognised Security Organisation (RSO) and approved by the
inspection team. The inspections take place every five years with an interim
inspection after about 2-3 years during mid-term. The current five-year cycle starts
for most ports again in 2014. (ISPS introduced in 2004). In Dublin Port the
inspections were carried out in May / June 2013.
Hijacking of Passenger Liners and Ferries
Irish Ports such as Cork, Waterford and Dublin receive frequent visits by large
Passenger Liners. Many of these vessels are 300 meters long with up to 4,000 persons
on board. In Dublin Port alone there will be 100 visits by Liners in 2013.
On 7
October 1985, four heavily armed Palestinian terrorists hijacked the Italian Liner
Achilles Lauro in the Mediterranean Sea and forced her to Port Said where they
murdered a passenger in a wheelchair. They demanded the release of 50 Palestinian
militants imprisoned in Israel. It is clear that instances of piracy and terrorism in our
ports and coastal waters require the services of NS as a major part of any resolution.
In the event of an isolated security incident or the threat of one, or in the event of
heightened Security Level, there is no doubt the Naval Service will be required to
provide:
•
•
Sustained off-shore and inshore patrol on 24 hour basis
Monitor and provide assistance to vessels in Irelands territorial seas and port
approaches Ref ISPC 4.23 and 4.
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•
•
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Escort vessels that have been attacked or targeted or are considered to be a
threat
Provide on scene command, control and communications.
Provide a secure equipment platform and security for other state agencies,
Irish or Foreign in Irish territorial waters.
Accidents and Catastrophes
Ports are busy and hazardous vital installations. While the safety standards and safety
records in Irish ports are excellent, the possibility of accident or a catastrophe can
never be eliminated. They regularly occur in ports around the world. An example of
an accident would be a collision or grounding of small vessels with a small number of
injuries or fatalities and no environmental damage. An example of a catastrophe
would be a collision between a ferry carrying two thousand people and a tanker
carrying eight thousand tons of petrol/jet fuel or bitumen, or possibly a passenger
aircraft downed off the coast. Over 400 aircraft pass over Dublin Bay on approach to
Dublin Airport every day.
In 1991, The B&I vessel MV Kilkenny collided with a German vessel in Dublin Bay.
The Kilkenny sank with the loss of three lives. The Naval Service was involved in
the Search and Rescue operation, where LE Aisling took On Scene Command, and
assisted with the recovery of bodies, salvage and cleanup. While everything is done
to prevent such occurrences, the State must have standing assets to respond by
limiting loss of life, environmental damage and keeping the ports open for business.
Naval ships and personnel, as well as Naval Divers are essential elements of any such
response.
If the wreck of a fishing vessel, workboat or pilot boat is lying on the seabed with
casualties inside (or possibly survivors), the Naval Divers supported by a Naval Ship
are invariably tasked to deal with the disaster. Unfortunately there are multiple
examples of such operations, many of which have gone on for weeks.
Visiting Heads of State and Foreign Warships.
During visits and stopovers by foreign Heads of State, it is normal that the Navy will
be required to provide offshore cover under flight-paths and coastal/port areas
adjacent to the venue.
The British destroyer, HMS Manchester, while visiting Cork in 1996, required a
ship’s bottom search during the night, for attached explosive devices, following a
bomb threat. The threat was taken seriously in a period of heightened tension during
the marching season in the North. An Irish naval diving team, who were on standby
on the pier, for the entire duration of her visit, conducted the underwater search
immediately. In addition, they had earlier prevented republican protesters from
boarding the ship by physically stopping them at the gangway.
Visiting Warships in Irish Ports require security and expect protection from the host
state especially in times of heightened tension or previous attacks. This is an onerous
requirement for particular countries. The USA could be an example in recent and
present times and the UK in former times. The Naval Service can and do contribute
to this, usually by assigning a ship throughout the visit, conducting 24 hour harbour
patrols often accompanied by the Navy Divers.
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Conclusion
It is not an overstatement to say that ‘to loose the ports is to loose the country’. To
disrupt the ports is to disrupt the country, its citizens and economy, and certainly it’s
national recovery. Irish ports are spread out around the coast and their protection
requires a sufficient standing maritime force to deal with accidents and catastrophes,
natural disasters and terrorist attack.
In Ireland, it is clear that the Naval Service as the State’s principle sea going agency,
and the only state agency with the necessary assets and maritime competency, needs
to be maintained at a sufficient level to fulfill present and future security requirements
in the Maritime Domain.
Many in Ireland seem to be blind to the maritime reality of the extent of the maritime
activity and to the extent of the national importance of the ports and indeed the marine
activity in general. This has been reflected in previous land focused National Defence
and Security policies. The shift to a greater emphasis on the maritime sector must take
place now, to ensure that our natural resources and economy are protected and remain
secure into the future.
Submitted by
Declan Fleming
Maritime Pilot.
11-9-2013
Note: This is a personal submission and does not in any way reflect the opinion or
position of any company or organization.
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