International Ship and Port Facility Security Code

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ISPS Code being applied in Southampton, England, with signs prohibiting access to areas next to ships. ISPS code Southampton.jpg
ISPS Code being applied in Southampton, England, with signs prohibiting access to areas next to ships.
ISPS Code sign in Youghal, Ireland Youghal port sign.jpg
ISPS Code sign in Youghal, Ireland
The cruise ship Sea Princess leaving the port of Southampton; fences are visible on the right, which prevent access to the ship under the ISPS Code. Sea Princess Southampton.jpg
The cruise ship Sea Princess leaving the port of Southampton; fences are visible on the right, which prevent access to the ship under the ISPS Code.
ISPS Sign in Port ISPScodenorway.jpg
ISPS Sign in Port

The International Ship and Port Facility Security (ISPS) Code is an amendment to the Safety of Life at Sea (SOLAS) Convention (1974/1988) on Maritime security including minimum security arrangements for ships, ports and government agencies. Having come into force in 2004, it prescribes responsibilities to governments, shipping companies, shipboard personnel, and port/facility personnel to "detect security threats and take preventive measures against security incidents affecting ships or port facilities used in international trade."

Contents

History

The International Maritime Organization (IMO) states that "The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities in the wake of the 9/11 attacks in the United States" (IMO).

Development and implementation were sped up drastically in reaction to the September 11, 2001 attacks and the bombing of the French oil tanker Limburg . The U.S. Coast Guard, as the lead agency in the United States delegation to the IMO, advocated for the measure. [1] The Code was agreed at a meeting of the 108 signatories to the SOLAS convention in London in December 2002. The measures agreed under the Code were brought into force on July 1, 2004.

Appointed officers

ISPS Code demands that every ship must have a Company Security Officer (CSO) [2] and Port Facility Security Officer (PFSO) that will work alongside the Ship Security Officer (SSO) [3] for security purposes. The CSO takes data from the Ship Security Assessment or Vessel Security Assessment to advise on possible threats that could happen on the ship. He will ensure that the Ship Security Plan (SSP) is maintained in an efficient manner by the SSO. [4] Port Facility Security Officer (PFSO) is an officer employed by the port and designated as responsible for the development, implementation, revision, and maintenance of the port facility security plan and liaison with the port authorities, Ship Security Officer (SSO), and Company Security, Officer (CSO). [5] The Ship Security Officer has full responsibility of the vessels security with the captain's approval as stated in chapter XI-2/8. [4] The SSO maintains the SSP and conducts regular security inspections to make sure that the appropriate security steps are always taken. The SSO also ensures that the security crew is trained for high security level purposes. [4]

Scope

The ISPS Code states that it is the sole responsibility of the Company Security Officer (CSO) and Company to approve the Ship Security Officer (SSO). This process must be approved by the administration of the flag state of the ship or verified security organization with approval of the Ship Security Plan or Vessel Security Plan (VSP). [6] The ISPS Code ensures that before the VSP is set in place that Vessel Security Assessments must be taken (VSA). [7] The Vessel Security Plan must address every requirement in the Vessel Security Assessment. [7] The VSP must establish a number of important roles and steps to provide safety for the marine vessel. Therefore, the VSP must include procedures to allow necessary communication that shall be enforced at all times. [7] The VSP has to include procedures that assessed for the performance of daily security protocols. It also must include the assessment of security surveillance equipment systems to detect malfunctioning parts. [7] ISPS code requires that the Vessel Security Plan must have strict procedure and practices for the vital protection of Sensitive Security Information (SSI) that is either in the form of electronic or paper. Observation of procedures has to include timed submissions, and assessments of security reports pertaining to heightened security concerns. [7] ISPS code requests that the VSP maintain an updated inventory of dangerous or hazardous goods and substances that are carried aboard the ship. [7] The location of the goods or substance must be stated in the inventory report. [7]

The ISPS Code is implemented through chapter XI-2 Special measures to enhance maritime security in the International Convention for the Safety of Life at Sea (SOLAS).

Regulation XI-2/3 ensures that administrations establish security levels and guarantee the provisions of strict security level data to ships that fly their flag. [8] Ships that are prior to docking in port must immediately comply with all requirements for security levels that are determined by that contracting government. [8] This also pertains to the security level that is established by the Administration for that ship.

Regulation XI-2/6 makes sure that all ships are equipped with a security alarm system. [8] The alarm system works from the ship to administration ashore with transmitted signals that are communicated via satellite. [8] The advanced security alarm system shall send a signal indicating the ship name, location, and the security threat that the ship is undergoing. The ships alarm system may be activated from the navigation bridge by the captain without alarming the crew on-board. [8]

The Regulation XI-2/8 establishes the main role of the Sea Master, which allows him to maintain order and conduct decisions for the sake of the personnel and security of the ship. Regulations XI-2/8 states that the Sea Master must not be challenged or withheld from completing his duties. [8]

The Code is a two-part document describing minimum requirements for security of ships and ports. Part A provides mandatory requirements. Part B provides guidance for implementation. Some contracting governments have elected to also treat Part B as mandatory.

The ISPS Code applies to ships on international voyages (including passenger ships, cargo ships of 500  GT [9] and upwards, and mobile offshore drilling units) and the port facilities serving such ships. The Code does not apply to warships, naval auxiliaries, or other ships owned or operated by a contracting government and used only on government non-commercial service.

MARSEC levels

Maritime Security (MARSEC) levels were constructed for quick communication from the ship to the U.S Coast Guard for different levels of threats aboard or ashore. [10] The three security levels listed below are introduced by the ISPS Code.

MARSEC Level 1 is the normal level that the ship or port facility operates at on a daily basis. Level 1 ensures that security personnel maintain minimum appropriate security 24/7. [10]

MARSEC Level 2 is a heightened level for a time period during a security risk that has become visible to security personnel. Appropriate additional measures will be conducted during this security level. [10]

MARSEC Level 3 will include additional security measures for an incident that is forthcoming or has already occurred that must be maintained for a limited time frame. The security measure must be attended to although there might not be a specific target that has yet been identified. [10]

Security level 3 should be applied only when there is reliable information given for that particular security threat that is probable or at hand. [11] Security level 3 must be set for a timed duration for the identified security incident. [11] Although the security levels will change from security level 1 to security level 2 and to security level 3, it is highly possible for the security levels to change drastically from security level 1 to security level 3. [11]

National implementation

Europe

Europe has enacted the International regulations with EC Regulation (EC) No 725/2004 of the European Parliament and of the Council of 31 March 2004, on enhancing ship and port facility security.

United Kingdom

The UK has enacted The Ship and Port Facility (Security) Regulations 2004, (S.I.1495 of 2004) these bring the EU regulation 725/2004 into UK law. [12]

United States

The United States has issued regulations to enact the provisions of the Maritime Transportation Security Act of 2002 and to align domestic regulations with the maritime security standards of SOLAS and the ISPS Code. These regulations are found in Title 33 of the Code of Federal Regulations, Parts 101 through 107. Part 104 contains vessel security regulations, including some provisions that apply to foreign ships in US waters.

See also

Related Research Articles

<span class="mw-page-title-main">International Maritime Organization</span> Specialised agency of the United Nations

The International Maritime Organization is a specialised agency of the United Nations responsible for regulating maritime transport. The IMO was established following agreement at a UN conference held in Geneva in 1948 and the IMO came into existence ten years later, meeting for the first time on 17 March 1958. Headquartered in London, United Kingdom, the IMO, in 2024, has 176 Member States and three Associate Members.

The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime treaty which sets out minimum safety standards in the construction, equipment and operation of merchant ships. The International Maritime Organization convention requires signatory flag states to ensure that ships flagged by them comply with at least these standards.

<span class="mw-page-title-main">Chief mate</span> Licensed mariner and head of the deck department of a merchant ship

A chief mate (C/M) or chief officer, usually also synonymous with the first mate or first officer, is a licensed mariner and head of the deck department of a merchant ship. The chief mate is customarily a watchstander and is in charge of the ship's cargo and deck crew. The actual title used will vary by ship's employment, by type of ship, by nationality, and by trade: for instance, chief mate is not usually used in the Commonwealth, although chief officer and first mate are; on passenger ships, the first officer may be a separate position from that of the chief officer that is junior to the latter.

A second mate or second officer (2/O) is a licensed member of the deck department of a merchant ship holding a Second Mates Certificate of Competence, by an authorised governing state of the International Maritime Organization (IMO). The second mate is the third in command and a watchkeeping officer, customarily the ship's navigator. Other duties vary, but the second mate is often the medical officer and in charge of maintaining distress signaling equipment. On oil tankers, the second mate usually assists the chief mate with the cargo operations.

International Convention on Standards of Training, Certification and Watchkeeping for Seafarers (STCW) sets minimum qualification standards for masters, officers and watch personnel on seagoing merchant ships and large yachts. STCW was adopted in 1978 by the International Maritime Organization (IMO) conference in London, and entered into force in 1984. The Convention was significantly amended in 1995 and 2010 entered into force on 1 January 2012.

<span class="mw-page-title-main">Port security</span> Security of commerce ports

Port security is part of a broader definition concerning maritime security. It refers to the defense, law and treaty enforcement, and Counterterrorism activities that fall within the port and maritime domain. It includes the protection of the seaports themselves and the protection and inspection of the cargo moving through the ports. Security risks related to ports often focus on either the physical security of the port, or security risks within the maritime supply chain.

<span class="mw-page-title-main">MARSEC</span>

MARSEC is the North American three-tiered Maritime Security system. It is used by both Canada and United States. United States Coast Guard designed it to easily communicate to the Coast Guard and the maritime industry pre-planned scalable responses for credible threats. Its objective is to provide an assessment of possible terrorist activity within the maritime sectors of transportation, including threats to nautical facilities and vessels falling within the jurisdiction of the United States and Canada that could be targets of attack.

The Maritime Transportation Security Act of 2002 (MTSA) is an Act of Congress enacted by the 107th United States Congress to address port and waterway security. It was signed into law by President George W. Bush on November 25, 2002.

Maritime security is concerned with the prevention of intentional damage through sabotage, subversion, or terrorism. Maritime security is one of the three basic roles of the United States Coast Guard has gradually developed in response to a series of catastrophic events, which began in 1917.

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<span class="mw-page-title-main">IMO number</span> International ship identification number

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The Ship Security Alert System (SSAS) is provided to a ship for the purpose of transmitting a security alert to the shore to indicate to a competent authority that the security of the ship is under threat or has been compromised. In case of attempted piracy or terrorism, the ship's SSAS beacon can be activated by the crew to continuously send silent alerts to predefined recipients. Technically, the SSAS consists of a GPS receiver linked to a transmitter, a power supply, software and activation buttons.

<span class="mw-page-title-main">USCG Activities Europe</span> US Coast Guard base in Chinnen, The Netherlands

United States Coast Guard activities Europe (ACTEUR) is a Coast Guard Marine Safety unit located in Schinnen, The Netherlands.

Vessel safety surveys are inspections of the structure and equipment of a vessel to assess the condition of the surveyed items and check that they comply with legal or classification society requirements for insurance and registration. They may occur at any time when there is reason to suspect that the condition has changed significantly since the previous survey, and the first survey is generally during construction or before first registration. The criteria for acceptance are defined by the licensing or registration authority for a variety of equipment vital to the safe operation of the vessel, such as safety equipment, lifting equipment, hull structure, static stability, ground tackle, propulsion machinery, auxiliary machinery, etc. The SOLAS Convention, specifies safety equipment for commercial vessels operating internationally.

<span class="mw-page-title-main">Offshore installation security</span>

Offshore installation security is the protection of maritime installations from intentional harm. As part of general maritime security, offshore installation security is defined as the installation's ability to combat unauthorized acts designed to cause intentional harm to the installation. The security of offshore installations is vital as not only may a threat result in personal, economic, and financial losses, but it also concerns the strategic aspects of the petroleum market and geopolitics.

Maritime anti-corruption initiatives have emerged in the last decades as a response to the growing threat of transnational corruption in the maritime domain, specifically in the shipping industry which is responsible for around 90% of world trade. In the past, paying bribes at ports to pass through customs was perceived as normal behavior, but such activities resulting in higher operational costs lead to increasingly stricter national and international anti-corruption regulations being put in place.

Maritime terrorism in Southeast Asia refers to acts of extreme maritime violence committed with political motives within the Southeast Asian region. Despite seaborne terrorist attacks accounting for only 2% of all international terrorist incidents from 1978 to 2008, according to RAND's Terrorism Database, Southeast Asia has proven a hotbed of maritime terrorism. Due to the high frequency of pirates in the region, many Southeast Asian-based terrorist groups have appropriated piratical tactics in carrying out their violent political struggles. In 2003, the International Maritime Bureau reported that out of the 445 actual or attempted piratical attacks on merchant vessels, 189 occurred in Southeast Asia, which was more cases than either Africa or Latin America, with 121 attacks occurring in Indonesian waters and 35 attacks occurring in Malaysian and Singaporean waters. In 2004, while the number of actual and attempted attacks fell to 325, Southeast Asia remained at the top of the regional rankings, with 93 incidents occurring in Indonesian waters. Between 2014 and 2018, 242 attacks occurred in Southeast Asia, with the majority occurring in Indonesian waters. The most popular weapons of choice among Southeast Asian maritime terrorists have been explosive devices and firearms, which were used in roughly 60% of maritime attacks in the region.

References

  1. World Cruise – Maximum Security – Cruise Ships Secure from Terrorist Threats
  2. ISPS Company Security Officer
  3. ISPS Code Requirements for Seafarers, Ships and Ports
  4. 1 2 3 "What Are The Duties Of Ship Security Officer (SSO)?". Marine Insight. 2 June 2012. Retrieved 10 April 2017.
  5. Port Facility Security Officer (PFSO)
  6. "FAQ on ISPS Code and maritime security". www.imo.org. Archived from the original on 16 April 2017. Retrieved 10 April 2017.
  7. 1 2 3 4 5 6 7 "Authenticated U.S Government Information" (PDF). GPO.
  8. 1 2 3 4 5 6 "FAQ on ISPS Code and maritime security". www.imo.org. Archived from the original on 16 April 2017. Retrieved 10 April 2017.
  9. "The ISPS Code For Ships-An Essential Quick Guide". www.marineinsight.com. Retrieved 13 May 2020.
  10. 1 2 3 4 "USCG: Maritime Security (MARSEC) Levels". www.uscg.mil. Retrieved 10 April 2017.
  11. 1 2 3 "FAQ on ISPS Code and maritime security". www.imo.org. Archived from the original on 16 April 2017. Retrieved 10 April 2017.
  12. "The Ship and Port Facility (Security) Regulations 2004".