THE FUTURE OF SEA POWER

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The Future of Sea Power
52 Interviews, Ministry of Home Affairs and Ministry of Foreign Affairs, Singapore, September
2005.
53 According to one US-based maritime security analyst, as little as a foot of water accumulated in
a single location could upset a ship’s centre of gravity through the so-called ‘free surface effect’.
Interview, Washington DC, August 2005. It should be noted that certain countries have moved to
address this specific structural vulnerability. In the UK, for instance, ferries are now constructed
with drains in their car decks to prevent the free-surface effect. Many also have additional buoyancy
devices, such as air-filled tanks strapped to either side of the vessel.
54 See Matthew Hunt, ‘Bleed to Bankruptcy’, Jane’s Intelligence Review, January 2007, pp. 14-17;
‘Bin Laden: Goal is to Bankrupt the US’, CNN.com, 1 November 2004, www.cnn.com/2004/
WORLD/meast/11/01/binladen.tape/; and Douglas Jehl and David Johnston, ‘In Video Message,
bin Laden Issues Warning to US’, The New York Times, 30 October 2004.
55 Author interviews, Control Risks Group and Lloyd’s, London and Amsterdam, September 2005.
See also Catherine Zara Raymond, ‘Maritime Terrorism, A Risk Assessment: The Australian
Example’, in Joshua Ho and Catherine Zara Raymond (eds), The Best of Times, the Worst of Times,
World Scientific Publishing, Singapore,:2005, p. 179; and Martin Murphy, Maritime Terrorism:
The Threat in Context, Adelphi Paper 388, International Institute of Strategic Affairs, London,
2007, p. 20.
56 Michael Richardson, A Time Bomb for Global Trade, ISEAS, Singapore, 2004, p. 7.
57 By contrast, re-routing around the Cape of Good Hope as opposed to transiting through the Suez
Canal would lengthen a vessel’s journey by around three weeks, adding an estimated $1.5 to $
million to an average shipment in terms of extra fuel, time and labour.
58 Chalk, The Maritime Dimension of International Security: Terrorism, Piracy and Challenges for the
United States, p. 23.
59 Ben Sheppard, ‘Maritime Security Measures’, Jane’s Intelligence Review, March 2003, p. 55;
Richardson, A Time Bomb for Global Trade, p. 70; and Herbert-Burns, ‘Terrorism in the Early 21 st
Century Maritime Domain’, p. 165.
60 Interviews, Lloyds of London, London, September 2005. See also Herbert-Burns, ‘Terrorism in
the Early 21 st Century Maritime Domain’, pp. 158-159 and OECD, Security in Maritime Transport:
Risk Factors and Economic Impact, Paris, July 2003.
61 Interviews with maritime experts and intelligence officials in Singapore, London and Amsterdam,
September 2005. See also John Fritelli (et al), Port and Maritime Security: Background and
Issues for Congress, RL31733, Congressional Research Service, Washington DC, 30 December
2004, p. 4; Catherine Zara Raymond, ‘Maritime Terrorism, A Risk Assessment’, in Ho & Raymond,
The Best of Times, the Worst of Times, p. 187; N Brew, ‘Ripples from 9/11: The U.S. Container
Security Initiative and Its Implications for Australia’, Current Issues Brief, no 28, 2003,
p. 5; and Customs and Border Protection, Fact Sheet: Cargo Container Security - US Customs
and Border Protection Reality, October 2004, www.cbp.gov/linkhandler/cgov/newsroom/fact_
sheets/2004/5percent_myth.ctt/5percent_myth.doc.
62 Robert Block, ‘Security Gaps Already Plague Ports’, The Wall Street Journal, 23 February 2006.
63 Fritelli, Port and Maritime Security, p. 9; James Hoge and Gideon Rose (eds), How Did This Happen,
Public Affairs, New York, 2001, p. 188.
64 See, for instance, J Saunders, ‘Marine Vulnerability and the Terrorist Threat’, International
Chamber of Commerce, London, 2003, p. 4.
65 A standard seal can be purchased for a few cents if ordered in bulk, whereas more robust versions
might run to several hundreds of dollars.