Reference scenario
Often located near cities, ports play an essential role in transport logistics system since they provide a link between the maritime and overland cargo and passenger traffic routes.
The impact of ordinary and special threats to port security is particularly important and appears in full force when one considers that:
- 90% of all non-EC trade travels by sea;
- 40% of all trade within the EC travels by sea;
Thus the Supply and Trade routes must be safeguarded in order to raise the trust and sense of security in Port facility users, prompting them to choose one port over another.
An important factor for economic growth is therefore linked to increasing the volume of goods and numbers of passengers transported by sea and this can occur through consolidated blending of the two words "Security and transport", making the most of the organizational context, standards and technology.
Organizational context
To organize an effective security system, various aspects must be kept in mind and the risk assessment for the terminal involved must:
- identify threats and vulnerabilities;
- analyse controls already in place;
- evaluate the likelihood of harmful events;
- evaluate the facility to estimate potential losses;
- determine the levels of risk;
- enact countermeasures able to implement both monitoring and corrective operations to reduce the level of risk.
A program, specialized in risk assessment and planning of security measures, broken down into four phases:
- Planning
- Implementation
- Control
- Correction
The above-mentioned cycle is quite useful in improving quality and does so by applying an orderly, effective method to management of port contexts.
Regulations
The regulations governing port facility security considers several aspec
- high traffic of goods, means of transport and individuals involved in the maritime supply chain;
- just think of the high number of "Containers" expedited in the commercial and industrial ports each day or the number of seamen that pass through, and this without counting the number of people that transit the tourist ports during the summer months;
- the different modes of international transport used to move goods from production to final destination, with interoperability of the standards for rail, road, sea, air or river transport;
- potential conflicts of jurisdictional competence due to the presence, in the port area, of institutional representatives and others assigned to public safety such as: Harbour Master’s Office, Tax Police, Customs, Fire Brigade, Border Police;
- the high number of people working in the Port area, truck companies, shipping companies, maritime agents, etc.;
- involvement of the public and private parties called to bear the costs of the port project.
At the European level, the reference standard is UE Directive 725/2004 which reflects the International standard: chapter Xi-2 of the SOLAS convention (International Convention for Safety of life at sea) and the ISP CODE (International Ship and Port Facility Security Code).
In Italy, Port Security is based on governmental functions performed by CISM (International Committee for Maritime Security in Ports), which works up a national program against terrorist attacks in the maritime sector and establishes the level of security according to the requirements of the IMO (International Maritime Organization).
The International Maritime Organization
In December 2002, only one year after the attacks on the World Trade Center of New York, under pressure by the United States, the IMO – ISPS Code was issued.
The new mandatory arrangements, issued to reinforce protection of maritime transport, provide a series of active and passive security measures broken down on three levels classified as; normal, reinforced and high. Concrete implementation of these measures is related to careful analysis of the risks.
In particular, the new organization of transports by sea requires mandatory naming of the parties responsible for ensuring that the security measures for both vessels and Port Facility systems are applied correctly: on board vessels this person is the shipping company security agent while in port it is the Port Facility Agent. Likewise a Security Plan is required (prepared both by the shipping company and the terminal operator for the port facility) which carefully analyses the risks for both vessels and Port.
European Directive
EU Directive U.E 2005/65, along with It. Leg. Decree 203/2007, has helped expand the concept of port security, issuing a series of requirements that involve the entire system of vessel mooring and movement of persons and goods arriving by sea and which require more accurate, selective controls for access to the terminal itself.
This procedure is based on the application of risk assessment and security planning applied to a vast, complex area characterized by common spaces, transit areas and traffic routes, depots, parking lots, storage of both full and empty containers, all linked to maritime transport even if located quite a distance from the ship/port interface.
On the basis of this international standard integrated by national guidelines, the port maritime sector has been involved in a vast plan to update its own security system.
Port Security - Port Facility Security Assessment (PFSA)
The Port Authority (where one has been set up, otherwise the Maritime Authority) is responsible for assessing the risks of the port facility system and its common parts.
In order to make the most of what is indicated in the standard, the designated Authorities can turn to consultants from companies specialized in the field of port security for the planning and management of the security system.
On the basis of the CISM guidelines, risk assessment is performed as follows:
- Evaluation of scenarios and identification of possible objectives:
scenarios related to risks linked to terrorist attacks, theft and human trafficking are duly considered; - Identification of weaknesses and evaluation of the related risks:
events, even highly unlikely events that would have high potential impact in terms of loss of human life and damage to the port facilities, are taken into account; - Indication of mitigation measures:
the PFSA must contain indications of possible mitigation measures related to both the organization and infrastructures, with an eye to reducing the likelihood and incidence of such events.
Port Facility Security Plan (PFSP)
The Port Facility Security Officer (PFSO) is responsible for drawing up the Port Facility Security Plan on the basis of the indications found in the PFSA and the reference standards.
This document contains all indications regarding the organizational, technical and infrastructural measures that the terminal company must implement to defend itself as well as the interface between vessel and port; this must be applied for all three levels of Security envisaged by the standard.
The ISPS Code identifies the main components of the Port Facility Security Plan:
- Access to the Port Facility:
strict controls are envisaged for access to the port areas to guarantee both security and safety of the users at this particular infrastructure. - Restricted access zones:
this expression is used to identify particularly sensitive areas of the site (fuel-lubricant storage areas in general, electrical power, telephone and radio stations, control rooms and anything else envisaged by the various plans for the particular facility) as these areas are deemed to be crucial requiring specific protection in case of outside attack. - Cargo handling:
The handling of cargo, both incoming and outgoing to and from the territory, is a particularly delicate, crucial phase of the business of a Terminal and thus must be regulated through the PFSP , applying clear-cut security protocols in order to guarantee utmost security for both port facility clients and operators. - Delivery of supplies on-board:
Supplies must only be brought on-board vessels after the identity, the reason and type of goods being delivered have been accurately controlled. - Handling of unaccompanied baggage:
In the case of cruise ships, baggage handling is particularly critical, especially they are not accompanied by the owner. In this regard the National Maritime Security Programme provides minimum procedures to be considered both for the organization of training and for the choice of baggage control instruments. - Surveillance and patrol:
In the realm of port facility surveillance, the use of technology and human resources well-versed in this field is indispensable for controlling the port facility system — understood as both quays and depots. As a general rule, the personnel used in patrol activities must be specifically trained and are often flanked by some level of video-surveillance. The choice of the solution depends mainly on the level of risk, accurately determined during the risk assessment, and on the port infrastructure. - Security communications:
the ability to communicate security-related issues taking place inside and outside the vessels must be guaranteed (both through radio and telephone systems and over the internet) at all times, especially during emergency situations. - Training, information, awareness:
The ISPS and the National Maritime Security Programme envisage specific training processes for all those involved in security at any level.
The PFSOs and their deputies are to receive such training. Information given to personnel with direct security-related duties cover the content of the PFSP, while all other Port facility personnel are to have a minimal degree of familiarity with the security protocols. All are subject to drills and certification renewals.
Integrated port security system
TO IMPLEMENT AN EFFECTIVE, FULL-RANGE SECURITY SYSTEM, IT IS IMPORTANT TO DRAW UP A PROJECT THAT USES CAREFUL ON-SITE INSPECTIONS AND ACCURATE CALCULATIONS THAT TAKE CURRENT LAW INTO ACCOUNT.
- Security control room:
must be composed of a control room where the port areas, perimeters, access points, image filing and processing systems, and alarms from the field are kept under constant control. This makes it possible to manage passage from one level of security to a higher one and vice versa, and also guarantees effective interaction with the competent authorities; - Security system integration:
a scalable software platform that can integrate port security systems; in fact, the use of a single interface makes it easy for the operator to use the system; - Control of points of entry for individuals and Monitoring of quays and internal areas; use of qualified, adequately trained personnel able to check both documents and registrations; for commercial facilities they shall also be able to perform weighing in compliance with the standards and all the most important areas are monitored by video cameras;
- Perimeter control:
a system of video cameras and dynamic surveillance where needed; - High security areas for cruise ships:
passenger and baggage controls, with the use of equipment needed to control persons and baggage that may be embarked (such as metal detectors, X-ray scanners for baggage); - Regulation of internal traffic and parking:
use of adequately trained personnel to make the most of the space available; - Control of the dangerous goods storage areas:
performed using qualified personnel able to limit access solely to those persons authorized to enter said sensitive areas; - Control of access by motor vehicles to be embarked;
- Scanner for containers:
use of scanners, when present, and the design and use of other types of scanners, always operated by qualified personnel; - Radio communications networks:
all employees will be supplied radio transceivers and mobile telephones and will have available all useful names/numbers to contact in case of need; - Protection of technical and sensitive areas;
- Where requested, qualified surveillance personnel will be on shift 24/7.
CNS Group - Safety Security
The group was founded in response to the need to create a training centre for Safety Security personnel, both private and public, the goal being to become Security Partners for demanding customers.
The group, which already operates within some Port Facilities, has created this centre to offer innovative, integrated solutions for various market sectors already present within the territory
