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MARITIME SECURITY INPORTS
Capt Dirk Vernaeve
ITMMA 16th April 2007
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CONTENTS
maritime terrorist attacks Maritime Transportation Security Act CSI/CTPAT (supply chain security) SOLAS Ch. XI-2 and ISPS code EU measures for port security
critical infrastructure conclusions
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USS Co l ebombing
October 12, 2000 harboured in Yemeni port of Aden small craft exploded on port side gash in ships side of 35 x 36 blast hit ships galley
17 sailors killed, 39 injured
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m/t L im b u r g bombing (1)
October 6, 2002
in Gulf of Aden off Yemen
An explosives-laden dinghy rammedthe starboard side
vessel caught fire 90,000 barrels of oil leaked into Gulf
of Aden 1 crew member killed, 12 injured
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m/t L im b u r g
bombing (2)
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m/v Superferry 14 bombing
attack by Abu Sayyaf Group
on 27 February 2004: a televisionset filled with 8 lb (4 kg) of TNT
exploded 2 hours after leavingManilla
resulting fire caused ship to capsize
116 people were killed in the attack
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Piracy attack on cruise ship
Seaborn Spirit
November 5, 2005: pirate attack on inflatablespeedboats with grenade launchers andmachine guns
100 miles off the Somali coast at least one RPG hit the ship one crew member was lightly injured Seaborn Spirit managed to evade 25th such incident in the past six months
six vessels are currently being held by pirates
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What should be done?
naval patrols
effective sanctions increased crewing levels
co-ordinated government action technical assistance
ILO C185 (2003)
SUA Convention 1988(Convention for the Suppression of Unlawful Acts against theSafety of Maritime Navigation was adopted in Rome in 1988)
M iti T t ti
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Maritime Transportation
Security Act of 2002 (MTSA)
Goal of MTSA is to prevent a MaritimeTransportation Security Incident (MTSI) with: >loss of life
> environmental damage> transportation system disruption
> economic disruption of a particular area
MTSA calls for a series of plans on the national,port and individual vessel/facility levels (AMSP:Area Maritime Security Plan)
Developed and implemented by an Area MaritimeSecurity Committee (AMSC)
CSI/CTPAT (SUPPLY CHAIN
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CSI/CTPAT (SUPPLY CHAINSECURITY) (1)
CSI focuses on four core elements:1. using automated information to identify and target high-risk
containers2. pre-screening containers as high risk before they arrive at a US
port3. using detection technology to quickly pre-screen high-risk
containers4. using smart, tamper-proof containers
CSI/CTPAT (SUPPLY CHAIN
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CSI/CTPAT (SUPPLY CHAINSECURITY) (2)
C-TPAT is a joint government-business initiative tobuild co-operative relationships that strengthen
overall supply chain and border security
Benefits certified C-TPAT members:> reduced number of CBP inspections> priority processing for CBP inspections> potential eligibility for CBP Importer Self-Assessment
programme (ISA)
> eligibility to attend C-TPAT supply chain security trainingseminars
SOLAS Ch XI 2 d ISPS l
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SOLAS Ch. XI-2 and ISPS - special
measures to enhance maritime security
Ship Security Assessment (SSA) Ship Security Plan (SSP)
Ship Security Officer (SSO) Company Security Officer (CSO) Automated Identification System (AIS) Reg. XI-2/3: SL for ships by flag state
Reg. XI-2/8: Master decides on safety of shipand how to maintain security measures
Reg. XI-2/5: ship security alert system shallinitiate and transmit a ship-to-shore security alert to
a competent authority Reg. XI-2/6: extension to ship/shore interface
(ISPS)
International Ship and Port Facilities
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International Ship and Port Facilities
Security Code (ISPS code)
ISPS code is limited to ships of over 500 GT and tothe ship/shore interface
Carry out and have approved, Port Facility SecurityAssessments (PFSA)
Develop Port Facility Security Plans (PFSP)
Designate a Port Facility Security Officer (PFSO) Ensure that PFSO and other appropriate
personnel receive adequate training and drills
Ensure that port facilities are sufficiently equippedand staffed in order to operate under the threesecurity alert levels
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Main objectives of ISPS
To detect security threats and implement securitymeasures
To establish roles and responsibilities concerning
maritime security for governments, localadministrations, ship and port industries atnational and international levels
To collate and promulgate security-relatedinformation
To provide a methodology for security
assessments so as to have in place plans andprocedures to react to changing security levels
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FGD
Internal Af fa irs
FGD
Mobi li t y and t ranspor t
FGD
Finances / Justi ce /
Defence / Intel l igence
Desig nated auth ori ty / mem ber state
Federal Com m ittee for Secu rit y of PF (FCSPF)
Internal affairs Security Finance JusticeTransportMobility
Ministries
Members FCSPF
National
Designated
Authority as
foreseen in the
ISPS code
Loca l Pol icePort
Commander s
Off iceIntel l igence
Lo cal representative of th e FCSPF
Lo cal Com m ittee for Secu ri ty of PF (LCSPF)
Members LCSPF
Audit team
Local
representatives of
the Designated
Authority
CustomsFedera l Po l ice
42 x IPZ Mar. Pol. A/G/Z/O Port lieutenantsIntelligence of the
StateCustoms
Federal Level
Local Level
DefenceIntelligence
ISPS
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ISPS process
ISPS code EU RD (FCBH)
MUSC
LCBH
PFSO
+
Toolkit
Port Security Assessment
Port Facil ity Security Plan
Port Facility Security Assessment
Authority
Advisory
Basis for
Performance
NO
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Completing
Toolkit
Draft ing
Act io n Plan
updates
needed?
completed?
Sel f Assessm en t
Acti on Pl an
Draft ing
PFSP
YES
YES
NO
Present PFSP
to LCBHG
Control by Port
Authorit y
Control by
Customs
Control by Local
Police
Control by S tate
Security
Control by Maritime
Police
I m p l em en t
add i t i ona l
measures
I m p l em en t
add i t i ona l
measures
OK?
OK?
OK?
OK?
OK?
Present PFSP
to FCBH
if at least
on e NOT OK
if all OK
Flow ChartPFSP
i
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ISPS practice
Ship Security Level (SSL 1,2 or 3) + SL last 10 PFsdeclared 24 h before arrival in port
Designated authority flag state that decides about
the SL of its ships Master takes extra security measures and can
overrule SL in case of safety of ship and or crew
Designated authority of the ports governmentdecides about SL of port facilities in the port area
SL PF > SSL: SSO has to adapt SSL
SL PF < SSL: DOS between SSO and PFSO
Security measures for each SL: see SSP/PFSP
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SEC/SAF registration in HIS
Non Sensi t ive Term inals - OBC
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Por t fac il it y
Marit im e Pol ice (SPN) check crew and other personn el aboard
Custom s check cargo
Patro l (Por t Author ity ) check ir regu lar it ies on w ater sur face
B LU-code (Stevedore - Term inal ) chec k loading/u nloadin g o f the sh ip
Crew dec lare in DOS that there needs to be contro l and reg is tration
of everybody w ho goes on board /f rom board
Secu ri ty L evel 1
Non Sens i t ive Term inals OBC(e.g. dr y/w et bu lk, general carg o )
Non Sens i tive Term inals - OB C
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PIDS
Por t fac i li ty
Br inging PIDS into place before arr ival of the ship or m aximum w ithin 4 hours
Ac tive acces s contro l of per sons and cargo (both on PF and gangw ay ) w ith phys ical and/or electron icdevices
Inform pol ice about higher r isk p robabi l i ty
Secure con tracts w ith securi ty f i rms
Effect ive rol l -out of this scenario every 2 exercises (i .e. once every three years)
Securi ty L evel 2
?
(e.g. dr y/w et bulk , general cargo )
Non Sens i tive Term inals - OB C
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Por t Fac i li ty
Bringin g PIDS into p lace before arr ival of the ship or m aximu m wi th in 4 h ours
Ac tive access co ntro l tow ards perso ns and c argo (b o th on PF and gangw ay)
With dogs , armed secur i ty guards and pro bably arm y forces
Secure con tracts w i th secur i ty f i rms
Effect ive ro l l -out of th is s cenar io every 2 exerc ises (i .e . on ce every thr ee years)
In form Pol ice abou t h igher r isk prob abi li ty
Securi ty Level 3
FCBH
Non Sens i tive Term inals OB C(e.g. dr y/w et bu lk, general cargo )
CCTV / AIS / RADAR / GIS
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CCTV / AIS / RADAR / GIS
PATROL BOATS
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PATROL BOATS
Sensitive Terminals - CONTAINER
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Sensitive Terminals CONTAINER(e.g. container, Ro/Ro, petrochemical)
Port facility
Active access control of persons, cargo and vehicles (both on PF and
gangway) with physical and/or electronic devices Effective fencing
Security Level 1
PI/O visitors
employees
Sensitive Terminals - CONTAINER
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Port facility
Security Level 1 +
More frequent contact between SSO and PFSO
Higher level of control by security guards
Inform police about higher risk probability
Security Level 2
(e.g. container, Ro/Ro, petrochemical)
Sensitive Terminals - CONTAINER
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Port facility
Security Level 2 +
Advice by Federal Committee for the Security of Port Facilities
Security Level 3
FCBH
(e.g. container, Ro/Ro, petrochemical)
Detection Patrols
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Detection Patrols
Passenger Term inals - PAX
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Por t Fac i li t y
Effect ive fencing (per imeter o f the ship ) depending on the Secur i ty Level
Contro l of the bui ld ing and i ts environm ent
Access Contro l at Por t Fac il it y
Co-ordination of secur i ty m easures w i th SSO in DOS
Physical co ntro l of a cer ta in % of the lugg age by the SSO (agree upo n % in DOS)
Pre announ cem ent of ship c handlers
SPN: 1. Cont ro l o f c rew and passengers f rom non -Schengen coun t r ies
2. Contro l of the w aters ide i f po ssib le
Custom s: Possib le con tro l if com ing f rom other countr ies wi tho ut b i lateral agreem ents wi th Belg ium
Securi ty Level 1
Customs
Police
?
(e.g. Crui se ship s, ferry)
Passenger Term inals - PAX
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Secur i ty Level 1 +
Higher level of con trol by secur i ty gu ards
Access con tro l w ith m etal detec to r / X-ray scan
Secur i ty Level 2
Por t Fac i li tyCus toms
Pol ice
(e.g . Cru ise sh ips , ferry)
Passenger Term inals - PAX( C i hi f )
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Por t Fac i li t y
Securi ty L evel 3
FCBH
Customs
Police
Secur ity Level 2 +
Ad vice from the Federal Com m ittee fo r the Securi ty o f Port Fac i l i t ies
(e.g. Crui se ship s, ferry)
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registration
access control
protocol
XML
port of Ghent
visitors card
database
white list
black list
Software Development Kit
API - LibraryC/C++
Java
Visual Basic
company 1
company 2 company 3company 4
registration
access control
registration
access controlno registration &no access control
reader
ACCESS CONTROL
Access control by e ID card
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Access control by e-ID card
RFID-card
biometrics
Access control Belgian driver
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driver with Belgian e-ID has a
delivery for
at access control
registration of e-IDby handset reader
data
base
handset terminal
sendsinformation to
database
company
at SL 2-3 data can be sent
to national authority for
security
g
Access control foreign driver
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g
makes a visitors card for a foreign driver who comes on
a weekly basis to the terminal; driver is registeredby website (validation 1 year)
driver can visit site A but can NOT enter site B
together with ID-data and validation of the
visitors card for 1 year, the entrance rights toenter site A are put on his visitors card
by means of card readers at the access control points the driver receivesentrance rights for 1 year for gate A
A
B
EU transport security legislation
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IMO/Solas Regulation EC nIMO/Solas Regulation EC n725/2004 maritime & port725/2004 maritime & portfacility securityfacility security
ISPS transposed into the EC law
Extented to inner EU traffic European inspection regime
2. Directive Port Security EC2. Directive Port Security EC nn MonitoringMonitoring 65/200565/2005
Based on the ILO/IMO Code of Conduct Security measures extended to the whole port area
Commission regulationCommission regulation 884/2005 on inspections884/2005 on inspections
Regulation EC nRegulation EC n648/2005 Community Customs Code648/2005 Community Customs Code Integrated management of external border (cargo) Authorised Economic Operator
EU transport security legislation
Regulation (EC) n725/2004
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g ( )of 31 March 2004
Is based on SOLAS chapter XI/2 and the ISPS Code, inforce since 19/05/2004.
Its scope is also limited to ships, companies and portfacilities.
International maritime traffic covered since 01/07/2004
Class A national maritime traffic since 01/07/2005
Other national maritime traffic from 01/07/2007, dependentupon the result of a compulsory security risk analysis to beconducted by each Member State.
Some provisions of ISPS part B are mandatory.
Importance of Community inspection regime, essential toallow consistency.
Directive 2005/65/EC on
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Port Securityof 26 October 2005 (1)
Based on the ILO/IMO Code of practice.Applies to any port in which one or more port facilities are
situated to which Regulation 725/2004 applies.
It complements maritime and ship/port interface security and
expands into all security relevant port areas;
Boundaries of the port to be defined on a case by case basisby the Member States.
Directive 2005/65/EC on Port
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Security
of 26 October 2005 (2)
Using the same tools as Regulation 725/2004 (security
assessment, security plan, 3 security levels, approvalby Member States, Port Security Authority).
Minimum requirements for PSA, PSP, training and RSO(detailed in annexes).
Port security officer to be nominated.
A port security committee maymay provide practical advice
on security matters.
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25 JAN 2006N TION L COLLOQUIUM H VENBEVEILIGING
8
Risk matrix
Step 1
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25 JAN 2006N TION L COLLOQUIUM H VENBEVEILIGING
7
54321
108642
1512963
20161284
252015105EF
F
E
C
T
VULNERABILITY
Increases with chances of succesful attack
Decreases with protection against attack
Number of victims
Direct damage
Indirect damage
Psychological impact
Step 1Cycle 1 + n
Protected Critical Infrastructure
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Information (PCII) Programme
Analyzing and securing criticalinfrastructure and protected systems
Identifying vulnerabilities and developingrisk assessments
Enhancing recovery preparednessmeasures.
Critical infrastructures
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Transport
Water supply/wastewater treatment
Education
Public health
Prisons
Industrial capacity Waste services
Telecommunications
Energy Banking and finance
Emergency services
Government continuity
Information systems
Nuclear facilities
Special events
Agriculture/food supply
Defence industrial base
Chemical industry Postal/shipping services
Monuments and icons
Key industry/tech. sites Large gathering sites
CONCLUSIONS
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Todays international supply chains face a large number ofregulations and private initiatives prescribing measures to betaken in order to raise the level of supply chain security.
These measures range from putting up a fence around theterminal facilities at a seaport, to establishing a certified securityprogramme at the production facility (point of stuffing) in order
to be admitted to the "green lane", i.e. fast-track transportationdownstream in the supply chain.
Companies, ports and other parties are increasingly being forcedto participate in the security schemes in order to stay in business,
even though many of these schemes are not compulsory by law.Supply chain security is not just a cost factor.
Companies and ports can also use supply chain security as acompetitive advantage. The "green lane" is a clear example:
being part of a green lane supply chain can strengthen acompanies competitiveness, as it offers a number of logistical andcost advantages.
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22
Rotterdam Autom ated Con tainer Inspection Lane
Joint s tudy of Custom s, Port Authority and Port Business
Case Study:
Automated Container Inspection Lane
Fully automated
Non Stop, 13 km/h
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18 20
X-ray scan
Radiation Detection
OCR Cameras
RFID reading.
Terminal functions
Rotterdam Automated Container Inspection LaneJoint study of Customs, Port Authority and Port Business
14
R a d i a t i o n D e t e c t i o n
1 5
N o n i n t r u s i v e s c a n n i n g
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Thank you for your attention