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) and Port Facility Security Officer (PFSO) that will work alongside the Ship Security Officer (SSO) [2] 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. [3] 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). [4] The Ship Security Officer has full responsibility of the vessels security with the captain’s approval as stated in chapter XI-2/8. [3] 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. [3]

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). [5] The ISPS Code ensures that before the VSP is set in place that Vessel Security Assessments must be taken (VSA). [6] The Vessel Security Plan must address every requirement in the Vessel Security Assessment. [6] 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. [6] 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. [6] 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. [6] ISPS code requests that the VSP maintain an updated inventory of dangerous or hazardous goods and substances that are carried aboard the ship. [6] The location of the goods or substance must be stated in the inventory report. [6]

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. [7] Ships that are prior to docking in port must immediately comply with all requirements for security levels that are determined by that contracting government. [7] 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. [7] The alarm system works from the ship to administration ashore with transmitted signals that are communicated via satellite. [7] 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. [7]

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. [7]

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 [8] 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. [9] 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. [9]

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. [9]

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. [9]

Security level 3 should be applied only when there is reliable information given for that particular security threat that is probable or at hand. [10] Security level 3 must be set for a timed duration for the identified security incident. [10] 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. [10]

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. [11]

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 U.S. waters.

See also

Related Research Articles

International Maritime Organization Specialised agency of the United Nations

The International Maritime Organization is a specialised agency of the United Nations responsible for regulating shipping. 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 in 1959. Headquartered in London, United Kingdom, IMO currently has 175 Member States and three Associate Members.

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

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 Competency, which is issued by the administration. 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), 1978 sets minimum qualification standards for masters, officers and watch personnel on seagoing merchant ships and large yachts. STCW was adopted in 1978 by conference at the International Maritime Organization (IMO) in London, and entered into force in 1984. The Convention was significantly amended in 1995 and 2010 enter into force on 1 January 2012.

Port security

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.

MARSEC

MARSEC is the three-tiered United States Coast Guard Maritime Security system designed 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 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.

Sea captain Commander of a ship or other sea-going vessel

A sea captain, ship's captain, captain, master, or shipmaster, is a high-grade licensed mariner who holds ultimate command and responsibility of a merchant vessel. The captain is responsible for the safe and efficient operation of the ship, including its seaworthiness, safety and security, cargo operations, navigation, crew management, and legal compliance, and for the persons and cargo on board.

Maritime security is an umbrella term informed to classify issues in the maritime domain that are often related to national security, marine environment, economic development, and human security. This includes the world's oceans but also regional seas, territorial waters, rivers and ports, where seas act as a “stage for geopolitical power projection, interstate warfare or militarized disputes, as a source of specific threats such as piracy, or as a connector between states that enables various phenomena from colonialism to globalization”. The theoretical concept of maritime security has evolved from a narrow perspective of national naval power projection towards a buzzword that incorporates many interconnected sub-fields. The definition of the term maritime security varies and while no internationally agreed definition exists, the term has often been used to describe both existing, and new regional and international challenges to the maritime domain. The buzzword character enables international actors to discuss these new challenges without the need to define every potentially contested aspect of it. Maritime security is of increasing concern to the global shipping industry, where there are a wide range of security threats and challenges. Some of the practical issues clustered under the term of maritime security include crimes such as piracy, armed robbery at sea, trafficking of people and illicit goods, illegal fishing or marine pollution. War, warlike activity, maritime terrorism and interstate rivalry are also maritime security concerns.

Sector Commander is the position title of the commanding officer of a United States Coast Guard Sector, usually of the rank of Captain (O-6). The Sector Commander's second-in-command is the Deputy Sector Commander. Also reporting directly to the Sector Commander are the Command Master Chief (CMC), the Senior Reserve Officer, and the Sector's Auxiliary Coordinator.

The International Safety Management (ISM) Code provides an international standard for the safe management and operation of ships at sea.

Maritime Security Regimes are codes and conventions of behavior agreed upon by coastal states to provide a degree of security within territorial waters and on the high seas.

IMO number International ship identification number

The International Maritime Organization (IMO) number is a generic term covering two distinct meanings: the IMO ship identification number, a type of hull number used as a unique ship identifier, and the IMO company and registered owner identification number, used to identify uniquely each company and/or registered owner managing ships of at least 100 gross tons (gt). The schemes are managed in parallel, but IMO company/owner numbers may also be obtained by managers of vessels not having IMO ship numbers. IMO numbers were introduced to improve maritime safety and reduce fraud and pollution, under the International Convention for the Safety of Life at Sea (SOLAS).

USCG Activities Europe

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

Dromon Bureau of Shipping is an International Classification Society, providing classification and statutory certification services to ships and other marine structures, based on International Conventions, Rules and Regulations.
DBS maintains a Quality Management System applicable to Classification of Ships and Vessels / Statutory Marine Certification Services. The System has been assessed and registered by NQA against the provisions of BS EN 9001:2008.

A Bridge Navigational Watch Alarm System, abbreviated BNWAS, is an automatic system which sounds an alarm if the watch officer on the bridge of a ship falls asleep, becomes otherwise incapacitated, or is absent for too long a time. The BNWAS is automatically engaged when the ship's autopilot is activated.

Offshore installation security

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 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.

Private maritime security companies (PMSCs) are private security companies with a focus on providing maritime security. PMSCs are sometimes referred to as Private Security Companies (PSCs) or Private Military Security Companies (PMSCs), which are private land-based security companies that also offer maritime services.

References

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