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Maritime security Historically, piracy was a ship-to-ship attack for cargo and passengers. IMO added: new offences to the International Convention for the Safety of Life at Sea (SOLAS) ISPS Code required ships and ports to develop nationally certified security plans.
Maritime security Historically, piracy was a ship-to-ship attack for cargo and passengers. IMO added: new offences to the International Convention for the Safety of Life at Sea (SOLAS) ISPS Code required ships and ports to develop nationally certified security plans.
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Maritime security Historically, piracy was a ship-to-ship attack for cargo and passengers. IMO added: new offences to the International Convention for the Safety of Life at Sea (SOLAS) ISPS Code required ships and ports to develop nationally certified security plans.
Droits d'auteur :
Attribution Non-Commercial (BY-NC)
Formats disponibles
Téléchargez comme PDF, TXT ou lisez en ligne sur Scribd
Adjunct Research Professor, Carleton University Professor Emeritus, University of New Brunswick Senior Advisor, Association of Canadian Port Authorities Introduction Shipping underlies global economy: global economic growth: 3.5% in 2010 world fleet: 1.3 billion DWT in 2010 - 60% increase from 2000 (container fleet: 264%) Global container port throughput: 231,689 TEU in 2000 541,000 TEU in 2010 (234%) Introduction Container growth led to larger ships: post-Panamax ships (6,000+ TEU) now common Emma Maersk - largest ship, 14,800 TEU new build order for 18,000 TEU ships Canadian ports essential for trade, handling: 280+ million tonnes, worth $162+ million Canadian ports transship U.S. cargo creating a need for complementary security programs Maritime Security Historically, piracy was a ship-to-ship attack for cargo and passengers UN Convention on the Law of the Sea (UNCLOS) piracy - a universal crime, punishable in every state In 2010: 53 ships hijacked and 1,181 seafarers captured in 445 attacks Maritime Security Terrorism undermined definition of piracy: 1985 hijackers of Achilles Lauro sought political and religious goals IMO - 1988 Suppression of Unlawful Acts against the Safety of Maritime Navigation (SUA): - violence on board - damaging or destroying a ship or cargo - damaging navigation equipment ISPS Code September 11, 2001- demonstrated a clear need for marine security December 2002 IMO added: new offences to SUA, and International Ship and Port Facility Security (ISPS) Code to the International Convention for the Safety of Life at Sea (SOLAS) ISPS Code ISPS Code included: mandatory requirements for governments, ports, ships and shipping companies guidelines for developing multi-layered risk assessment security plans National governments: set security threat levels provide instructions and information on threats approve/certify security plans ISPS Code Ships and ports required to: develop nationally certified security plans designate ship and port security officers provide onboard equipment: - security alert alarms - GPS and ship ID number for long Range Identification and Tracking (LRIT) ensure security awareness, access control, training provide communications to coordinate ship/port response ISPS Code Port and ship security plans were to be in place by July 1, 2004 IMO global ISPS compliance survey: ships - 86%, ports - 69% (2004) all major Canadian ports compliant by 2005, ports 97% and ships 90%+ compliant: No noticeable disruption in world trade. U.S. Maritime Security Response Americas ports have become more secure since 9/11. The primary emphasis in port security has gone from preventing cargo theft, to protecting people and facilities from terrorism. That's a major shift. (Kurt Nagle, AAPA, 2006) U.S. went beyond ISPS Code: Maritime Transportation Security Act (MTSA) Container Security Initiative (CSI) Customs-Trade Partnership Against Terrorism (C-TPAT) Security and Accountability for Every Port Act (SAFE) U.S. Maritime Security Response MTSA (2002): implemented ISPS Code established Area Maritime Security Committees undertook security plan vulnerability assessments to ensure: - security patrols - restricted areas and access controls - appropriate identification procedures (TWIC) - presence of surveillance equipment U.S. Maritime Security Response Container Security Initiative (CSI) (2002): extended screening out to foreign ports electronic manifests 24 hours prior to loading U.S. Customs in foreign ports radiation and gamma/x-ray screening (about 5%) electronic seals Halifax, Montreal and Vancouver - 1st to join CSI 58 world ports participate CSI containers not re-inspected on U.S. arrival U.S. Maritime Security Response Customs-Trade Partnership Against Terrorism (C- TPAT) (2001): voluntary program to secure U.S. supply chains by 2008, some 8,150 companies enrolled joint private/public development: - security criteria - sharing best practices and procedures U.S. Customs teams visit partner/vendors parallel Canadian program U.S. Maritime Security Response Security and Accountability for Every Port Act (SAFE) (2006): TWIC, CSI, C-TPAT interagency operational centers Port Security Grant Program: - training, communication, equipment, facilities 100% container screen in foreign ports by 2009 - EU concluded SAFE costly, disrupts trade, and doesnt improve security - technical problems led to an extension to 2014 Canadian Maritime Security Response ISPS Code: Transport Canada lead department CPAs initially concerned about lack of TC guidance Marine Transportation Security Regulations (June 2004), currently under review to: - address gaps, ambiguities, omissions - clarify interpretations - harmonize with partners (particularly with U.S.) Canadian Maritime Security Response Maritime Security Contribution Program (2004): $115 million for ports ($1.7 billion in U.S.) security initiatives include: - fencing, CCTV cameras, equipment - access control, restricted areas, secure communications gamma/x-ray/radiation portals for containers $432 million to federal departments and agents: - Marine Security Operations Centers - on-water security presence, communications Canadian Maritime Security Response Marine Transportation Security Clearance Program (2003): background checks for port workers controversial consultations, resulted in: - risk-based criteria for specific duties - smaller restricted areas - independent appeal review mechanism - minimum information for fair assessment need for national/international TWIC: - sailor's shore leave Gamma/X-Ray Image Conclusion Canadas maritime sector has enhanced security: programs complement U.S. initiatives Transport Canada responsible for ISPS and other marine security programs Additional port security enhancements are needed: but added security must be balanced with efficient trade flows further federal funding needed to remain competitive with US counterparts