Po r t. S e c u r i t y. Security Challenges in the Ports,,

Transcription

1 Po r t S e c u r i t y Security Challenges in the Ports,,

2 Background 2

3 Background 3

4 Background 4

5 Background 5

6 Background 6

7 A new type of terrorism, aiming to destabilize the global economy, with long term focus, well financed and high degree in sophistication in planning and execution. 7

8 Maritime Security - Issues of Complexity Cargo Using cargo to smuggle people and/or weapons. Using cargo to transport conventional, nuclear, chemical or biological weapons. People Attacking the ship to provoke human casualties. Using the cover of seafarer identities to insert terrorist operatives. External Impacts Loss of life and damage to property. Disruption to trade flows. Additional cost of transport due to additional security measures Vessels Using the vessel as a weapon Using the vessel to launch an attack. Sinking the vessel to disrupt infrastructure Money Using revenue from shipping to fund terrorist activities. Using ships to launder illicit funds for terrorist organisations. 8

9 Seaport Community 9

10 Strategies to encounter new terrorism CSI (USC container security initiative) C-TRAT (USC trade partnership against terrorism) CSP (Crew security plan) AMS (Automated manifest system) ISPS (International Ship and Port facility Security Code) SSN (Safe Sea Net ) AIS (Automatic identification system) In short: Transparency, clarification of responsibilities and proactive intelligence, seems to be the key strategies. 10

11 Security in Maritime Trading Systems What are the Challenges? Approx. 90% of world trade moves in shipping containers - Any reduction of throughput is likely to have a significant impact on regional and national economies. Global business enterprise, and trading systems in particular, are vulnerable to terrorist incidents - Perturbation of maritime supply chains will impact on movements of material across large sections of the network. The asymmetry of approach in modern terrorism can make use of systems of commerce - Maritime trade as a vector for terrorism. 11

12 Security Initiatives across Supply Chains Composition Decomposition Producer Trans Maritime Trans Buyer Customs (Port) Customs (Port) C-TPAT CSI ISPS 12

13 ISPS International Ship and Port facility Security Code Initiated by IMO (International Maritime Organization) in December Part of the 1974 SOLAS convention (148 Contracting Governments) Implemented from 1st July 2004 Considered to be of crucial significance not only to the international maritime community but the world community as a whole, given the pivotal role shipping plays in conduct of world trade 13

14 ISPS the requirements Mandatory Ship Security plans Ship security officers Company security officers Certain onboard equipment Port facility security plan Port facility security officer Certain security equipment Monitoring and controlling access Monitoring the activities of people and cargo Availability of security communication Marsec level 1,2 and 3 Non-mandatory Guidelines on how to meet the requirements ISPS is risk management of ports, offshore terminals or when underway at sea, with objective to reduce the vulnerability related to the threat of terrorism. 14

15 ISPS implementation 90% of all ships and ports certified already Huge variation in how the ISPS is implemented in the Ports: Bare minimum approach most common. US and Panama more strict Huge variation in how the ISPS is implemented onboard the vessels Bare minimum approach most common Chemical, container, Ro/Ro & cruise more strict. Limited experience related to impact on changes in security level Marsec 2 or 3 is expected to have serious negative impact on operations. In general : Now considered to be a part of the normal business. The implementation of ISPS took only 18 months, against the usual 6 to 8 years for other IMO adoptions. 15

16 Countries Currently not in Compliance with ISPS Albania Benin Dem. Rep. of Congo Equatorial Guinea Guinea Guinea-Bissau Kiritbati Lebanon Liberia There are no penalties or black list of countries not complying with ISPS. It s expected that market force and economic factors will drive compliance. Madagascar Mozambique Nauru Nigeria Serbia and Montenegro Sierra Leone Solomon Islands Suriname 16

17 Consequences of non-compliancy to various security measures Cargo / containers rejected for loading Vessels to be denied berthing Terminals declined as option for port call Ports excluded as option for port calls Countries to be found too risky and thus not preferred as trade partner. The consequences of either failing to comply or failing to maintain continuous compliance with IMO s special measures to enhance security, could be serious and far reaching 17

18 Future? How will the terrorists success in the future? How effective are the security measures implemented? What kind of impact will the security regulation have on trades? The effect of fear driven security regulation to ensure stable operations environment would need to be balanced against the negative impact these regulations might have on the global trade. 18

19 19

20 Security of a Port Facility Technology is important but not forgotten the importance of 1. People 2. Policy 3. Procedures, rules and laws 20

21 Globalization of Port Security Its Origins, Its Transition and Its Current Status 21

22 Three Phase Development Phase 1 - Harmonizing divergent Customs Practices Phase 2-9/11 and Port Security Phase 3 - Chain of Custody 22

23 Phase 1: Pre 9/11 ( ) Recognition of the Need for Cooperation and Modernization 23

24 Modernizing Customs Revised Kyoto Convention of 1999 a) simplifying Customs procedures b) information technology c) automated targeting systems d) maximum use of information technology f) e-commerce 24

25 Phase-2: Post 9/11 and the Maritime Model 25

26 MOMENT9/11 26

27 Emergence of Security Programs Customs Trade Partnership Against Terrorism (C-TPAT), 2001 a) Originally 7 companies b) Now 8,322 firms c) 7 security areas mandated d) focus on importer, vessel carrier, and port/terminals U.S. Container Security Initiative (CSI), 2002 a) Generated the 24 hr. Rule b) 32 Countries participating, 58 Ports 27

28 First U.S. Laws and Port Security Trade Act of 2002 as amended by The Maritime Transportation Security Act in November Advance Cargo Data (electronically) 2. Security-Related Vessel identification system Vessel security plans Port security assessments; and in the 3. Operational and efficiency Matters Maritime intelligence system Grants program 28

29 International Organizations/Standards 1. Transported Asset Protection Association (TAPA) issues Freight Security Requirements, International Maritime Organization (IMO) i. Creation of International Ship and Port ii. Facility Security Code (ISPS) ISPS went into effect 2004, Special Measures to enhance Maritime Security 29

30 UN Economic Commission for Europe Recommendation 33, (Approved September, 2004) The Single Window through which trade-related information and/or documents need only be submitted once at a single entry point to fulfill all import, export, and transit-related regulatory requirements. 30

31 Phase-2 Culminates In The Maritime Model: Port-to-Port Security 31

32 Until The Maritime Focus 32

33 The layers concept - Strategy The problem in maritime security is to prevent a single point of failure. Depends on scalable layers of security Full and complete national and international coordination, cooperation, and intelligence and information sharing among public and private entities are required to protect and secure the maritime domain. Five strategic actions: Enhance International Cooperation Maximize Domain Awareness Embed Security into Commercial Practices Deploy Layered Security Assure Continuity of the Marine Transportation System 33

34 Security Layers Physical protection is a fundamental layer of security. Primary protection measures by government agencies include: Maritime security or enforcement zones Vessel movement Control Inspection of targeted cargo. Security zones are established and enforced around designated fixed facilities, certain vessels in transit, and sensitive geographic areas to provide an exclusion zone for controlled access and use only by the government. Around these zones, the private sector employs other layers of physical security, such as access barriers, fencing, lighting, surveillance cameras, and guards, along with oversight procedures, to ensure system integrity for the critical infrastructure and key resources that they own and operate. 34

35 Security Layers Physical cargo inspection adds another layer of security. Interdiction of personnel and materials that pose a threat. Cargo inspection according to e- papers or Documents Vessel inspection according to network intelligence information etc 35

36 Phase-3: A New View: Origin to Destination 36

37 Modernizing Customs Kyoto Convention ICT Guidelines (Information and Communication Technology) 2004 electronic exchange of information at export and import chain of electronic data single global schema linked electronically 37

38 The EU Factor EC Regulation No. 1935/2004 a) origin to destination and traceability b) safety of foodstuffs EU report # a) security essential to supply chain b) supply chain secure origin to destination 38

39 The EU s AEO AEO (Authorized Economic Operator) 2006 a) Use of advance electronic data b) Electronic records c) Security Compliance to SAFE Framework d) Adopting of Single Window Concept e) Authorized access to cargo and control of seals f) Control of cargo from loading to unloading g) Generally Consistent to C-TPAT 39

40 What Does it All Mean? The New Model: Electronic Global Chain of Custody (EGCC) 40

41 Maritime Model Obsolete 41

42 The New EGCC Global Supply Chain Defined a) No longer port-to-port b) Now Origin to Destination Technology Needed a) No longer RFID-only b) Satellite c) GSM/Zigbee d) 3 rd party platforms, servers, and call centers A SINGLE WINDOW Implementation In U.S. 42

43 U.S. Single Window International Trade Data System (ITDS) establishes a single portal system: ACE ACE (Automated Commercial Environment) Eventually Combines: a) Automated Manifest System (AMS) b) Automated Broker Interface (ABI) c) Automated Export System (AES) d) Automated Commercial System (ACS) 43

44 Types of Data: CSI s 24-hr. Manifest Carrier SCAC Code Foreign Port of Lading Last Foreign Port First Foreign Place of Receipt Vessel Name Vessel Country Voyage Number Date of Arrival at First US Port IMO Vessel ID Number Port of Unlading Date of Departure from Port Time of Departure from Port Container Number Commodity Description (with HTS-6) Commodity Weight Bill of Lading Number Shipper Name and Address Consignee Name and Address Hazmat Code Seal Number Numbers and Quantity 44

45 Proposed Data Manufacturer Name and Address Seller Name and Address Buyer Name and Address Ship To Name and Address Container Stuffing Location Consolidator Name and Address Importer of Record Number Ultimate Consignee Number Country of Origin Commodity/HTS-6 digit Stow Plan Container Movement Data 45

46 EGCC Today Origin to Destination 46

47 Electronic Global Chain of Custody Model 47

48 Electronic Global Chain of Custody Paradigm Place of Origin 1.Container # 2.Device# 3.Date/time/seal 4.Aurthorization ID 5..Activation Virtual Network Sails to destination port Customs and Border Protection Internet 1.Container# 2.Device# 3.Date/Time 4.Integrity Reading PORT OF ORIGIN 24 hr. Manifest EGCC Capabilities Tracking Detecting Recording Transmitting 3 rd Party Verifying PORT OF DESTINATION Place of Destination 48

49 .... And one Comment Safety Security Security vs Safety

50 Thank you for your attention