Looking at the big picture

Ezequiel Dias, managing direct of EGAPI ID-System, Portugal’s leading maritime security provider, is a fan of integrated systems: “Ports that we work with would prefer to adopt a complete security solution, but are often unable to do so because they have previously acquired partial solutions, which means needing to find a way to integrate these,” he says.

EGAPI has worked with both Sines and Leixões, for which it supplied ID systems in support of the IMO ISPS code, covering access control for both people and vehicles. In addition, for Sines, it also developed an electronic platform that centralises and streamlines processes linked to port access requests and also specific components allowing containers to be electronically checked on both departure and arrival.

Ports, says Mr Dias, should also look to adopt a complete solution where possible, since this is operationally more cost effective and because the various components of the system can be more easily integrated into a single platform.

He gives as a prime example a port equipped with a stand-alone access control component: if a door is forced open, somebody then has to manually zoom into that area using an independent CCTV component, which often means first having to identify a suitably placed camera. “In a complete and integrated solution, it is simply a question of identifying that a security breach has taken place, with a CCTV camera then automatically giving video feedback without having to be asked to do so,” says Mr Dias.

Quite how easy it is for a company such as EGAPI to undertake a complete integration, involving both legacy equipment and new system, depends heavily on the type of equipment involved and the overall solution capabilities, he says. Nevertheless, his company does have a certain advantage in that its solutions are hardware independent.

“We work with a range of equipment manufacturers, which means that our solution isn’t restricted to certain products. We can integrate any non-proprietary equipment – such as cameras or intrusion alarms – that is already in place with new equipment that we might be asked to provide.” If ports have only a limited budget, but believe their security needs upgrading, he believes it makes sense to look more at procedures than actual equipment.

Indeed, ports can buy whatever technology is out there, but if they have not previously defined exactly who will be using it and interfacing with it, the solution will fail at the first hurdle. “Furthermore, this initial analysis must be interactive and evaluate where the limited budget can be applied to ensure value for money can be achieved,” says Mr Dias.

Creating boundaries

In terms of vulnerability, he identifies the international areas of ports. These are where ships’ crew enter or leave the country. They are also the easiest to fix, since perimeter fences will do the job, along with validation systems, which can also be mobile in nature, if necessary.

At the same time, fixing this area means having to interact with immigration officials and border police, as well as complying with maritime policy. This all means getting approval and authorisation from all stakeholders, without there necessarily being a one-stop-shop mechanism in place.

“In the past, some ports and terminals have spent money badly on security systems. In respect of access control, for example, they have bought systems to simply open and close doors, but without fulfilling their real requirements in that area,” he says.

Indeed, ports have a wide range of users that need to access facilities: these being employees, external service providers, contractors, crew members, visitors and so on. Mr Dias believes the overall access system is effectively compromised if there is not a credential management system in place applying security procedures to several different groups of users.

“Worse still, not all manufacturers of security equipment sufficiently understand the unique problems of putting security equipment into a port environment. They often suggest supplying the same equipment to ports they would install in urban facilities, ignoring the fact that environmental conditions within ports are very harsh,” says Mr Dias.

Since 2003, EGAPI has built its own access control terminals specifically for maritime facilities. “We have been very pleased with these. None of the units we installed at Sines in 2003, for example, have failed or even needed repair of any kind.”