RECOMMENDATIONS TO ENHANCE SHIP AND PORT FACILITY SECURITY UNDER ISPS CODE INQUANG NINH PORT AREA

MINISTRY OF TRANSPORTATION – MINISTRY OF EDUCATION & TRAININGVIETNAM MARITIME UNIVERSITY STUDENT NAME: VU PHUONG THAO DISSERTATION GLOBAL STUDIES AND MARITIME AFFAIRS RECOMMENDATIONS TO

MINISTRY OF TRANSPORTATION – MINISTRY OF EDUCATION & TRAINING

VIETNAM MARITIME UNIVERSITY

STUDENT NAME: VU PHUONG THAO

DISSERTATION GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO ENHANCE SHIP AND PORT FACILITY SECURITY UNDER ISPS CODE IN QUANG NINH

PORT AREA

HAI PHONG – 2015

STUDENT NAME: VU PHUONG THAO

DISSERTATION GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO ENHANCE SHIP AND PORT FACILITY SECURITY UNDER ISPS CODE IN

QUANG NINH PORT AREA

Supervisor: MSc Hoang Thi Lich

Division: Global Studies and Maritime Affairs

Faculty: Economics

HAI PHONG – 2015

In the modern world where security has become one of the top topic attracting muchattention of the public, it is very necessary for each country and region to identifyspecific threats probably happening in order to propose appropirate methods andplan to avoid and response to emergency situation

Inspired by this necessity of the issue, I decided to do the research about Ship and

Port Facility Security under ISPS code in Quang Ninh Port Area, since the

scope is in strong realtion to where I had my final internship, MaritimeAdministration of Quang Ninh After researching, I desire to recommendation toimprove the security there with the ambition to get a port area that is free fromthreats and friendly to all vessels and passengers visiting

I declare that this report is my own unaided work It has not been submittedbefore

If violated, I am solely responsible for and bear the punishments of the InternationalSchool of Education and Vietnam Maritime University

Student

Vu Phuong Thao

I truly desire to describe my progress in knowledge, skills and experience when

completing this disseration Researching about the topic Recommendations to

enhance ship and port facility security under ISPS code in Quang Ninh area

not only helped me to enrich my knowledge in the field of maritime security butalso trained me to manage time, deal with other organizations, get used to process

of making dissertaion and link theory and practice I have known how to organized

my schedule properly to meet the deadlines, how to get access to the MaritimeAdministration of Quang Ninh as well as how to write a disseration with suitableformat and content

I wish to sincerely express my grattitude to MSc Hoang Thi Lich, Deputy Head ofGlobal Studies & Maritime Affairs Division, for suppying me with clear guidanceand helpful advices that kept me on the right track throughout the whole course

I also would like to thank Mr Nguyen Van Phuc, Director of MaritimeAdministration of Quang Ninh, for giving me the internship there, and Mr HoangVan Hoan, Head of Maritime Safety and Inspection Division, for directly instructing

me and giving practical comments on my dissertation

TABLE OF CONTENTS

LIST OF ABBREVIATIONS

IMO International Maritime Organization

ISPS International Ship and Port Facility Security Code

PFSA Port Facility Security Assessment

PFSO Port Facility Security Officer

PFSP Port Facility Security Plan

SSA Ship Security Assessment

SSP Ship Security Plan

LIST OF TABLES

LIST OF FIGURES

INTRODUCTIONNecessity

In the modern era, maritime economic has been growing its important role in thehuman life The very first benefit it brings about is transportation that is recognized

as Silk Road on the sea, handling approximately 90 per cent of commercialmerchandise of the international trade This way of transportation guarantees cargomovement within a region or even from continent to continent The relatively lowcost, in comparison with other modes of product shipping, boost up the massproduction, particularly outsourcing activity of numerous firms that allows aworldwide products distribution Apart from economics, maritime development hasmany benefits in larger fields The sea accounts for three-quarter of the global area

on the Earth; therefore, taking control of the sea brings much greater power thanland power does This special territory not only provides a new economic space butalso create a new trend of science, technology research in exploring and exploitingnatural resources for fuel, materials, energy, food and living space in the near future.However, as a large area with low population density, the sea turns out to be a veryvulnerable destination where various threats to individuals, organizations and evengovernments may occur Once these threats happen, they are likely to cause severedamages in different aspects This is the reason why offshore security has become

as a widely concerned topic all over the world

As a nation with the coastline of over 3,000 km, Vietnam is also concern about thematter of maritime security According to UNCLOS 1982, the sea area of Vietnam

is up to 1 million km2 together with approximately 3,000 islands, 48 bays and morethan 100 river entrances In term of population, 29 cities and provinces are locatednearby the sea with the population of over 20 million people In addition, there are awide range of economic activities are currently happening there such as portoperation, fishery, tourism, salt production, and so on Therefore, the sea has astrong connection to Vietnamese in various fields, which requires a thoughtful carefor a comprehensive and secured development in a long run

Being connected to one of the most principal trade routes on the sea that passingStrait of Malacca, is an advantage but also a disadvantage to Vietnam To thepositive side, this route serves the majority of global shipment, hence, the volume ofcargo are likely through Vietnam can be really high According to CIEM –

Information & Data Center, this figure may double or triple in the few decades.Furthermore, being next to giant hubs of the world like Singapore, Shanghai andHong Kong, transmitting port of Vietnam are usually busy with fleets on the routeto/from those destinations Nevertheless, this also has a number of drawbacks sinceStrait of Malacca has been well known as an unstable location in the field of safetyand security This is where serious piracy and other types of threats are very pro-active, thus the possibility that this issues may spread and have negative impacts onVietnam maritime is comparatively high

The economic feature is emphasized together with the maritime security, since onlywhen the security is guaranteed; the economics has a concrete basis to develop andattracts interest of investors Especially at this point of time when maritimetransportation has been increasingly popular and essential, the issue of pirates,armed – pilferage on board the ships become a global phenomenon Recently, thefrequency of pirate attacks in the Southeast Asia has been rose noticeably, raising agreat concern within not only domestic maritime association but also all over theworld

Research object

The dissertation is subjected to maritime security at Quang Ninh port area,including ship security and port facility security on the perception of Governmentalauthorities From the perspective of the authorities bodies, ship and port facilitysecurity is a flow including adopting International Conventions and Vietnam Laws,issueing official process to assure maritime security in related units and inpectionthe implementation of those units such as ship companies and port operator.According to this fact, the dissertation is subjected to study, analyze and evaluatethe whole flow before giving some recommendations to improve the workingprocedures in terms of ship and port facility security of governmental bodies inQuang Ninh port area

• Summarize systematically all processes ang performances of maritime security

at identified area (namely: Quang Ninh ports area)

• Analyze and evaluate the maritime security status at Quang Ninh port area

• Propose some recommendation in order to enhance ship and port facilitysecurity at Quang Ninh ports area on the basis of mentioned evaluation

Research findings

After researching, I managed to collect, organize and analyze information aboutprocess of ship and port facility security performance in Quang Ninh port area Inaddition to that, the disseration also reports figures related to result of ship and portfacility security of this province since 2010 On the basis of these data, the studywas continued with evaluating and recommending the topic on the four criteria:compliance with ISPS code and Vietnam regulations, implementation of proposedprocedure, cooperation of related organizations, and human resources

The main content of this dissertation include three chapters as below:

Chapter 1: Literature review

Chapter 2: Evaluation of ship and port facility security at seaports of Quang Ninhunder ISPS code

Chapter 3: Recommendations to enhance ship and port facility security under ISPScode at seaports of Quang Ninh

CHAPTER 1: LITERATURE REVIEW1.1 Overview of maritime security

Maritime security became an international issue, drawing numerous attention of theglobal public, when it has been listed as a mission of Maritime Safety Committee(MSC) of the International Maritime Organization (IMO) First of all, in order toevaluate the issues properly, it is necessary to figure out what maritime securitymeans Although there has been no universal legal definition for this term so far,experts attempt to clarify its inner factors, namely the threats causing violation tomaritime security According to Tom Kelly, the acting assistant secretary in thePolitical-Military Affairs of the U.S.A, maritime security is the act to ensure that theocean is free from threats (Kelly, 2014) These threats are supposed to consist ofinter – state disputes, maritime disputes, piracy, trafficking, proliferation, illegalfishing, environmental crimes, maritime accidents and disaster (Bueger, 2014).Therefore, maritime security covers all the activities handling the dangersmentioned above In addition, RAND corporation announced that there are threepossible tiers threatening to the maritime security, namely:

Table 1.1 Three approaches defined by RAND

I Non – state threats Piracy, terrorism, natural disasters, accidents,

criminal gangs

II Rogue and Failed States Non government, government without real

powerIII State to State Conflicts Conflicts between countries

(Nincic, 2014)

In detail, the non-state threats usually include maritime piracy, maritime terrorism,natural disasters, accidents and criminal gangs The rogue and failed states occurswhen there is no government in that country or the government is unable to doanything to handle the maritime security violation Somalia can be a typicalexample for this tier, because their government has failed to control the nation,leading to the rise of starving and out-of-control piracy Ultimately, the tier III hasbeen happened less frequently in the modern era thanks to globalization trend thatnations are more likely to cooperate with each other in the win-win relation instead

of competing and arguing However, the conflict still happen occasionally in some

specific location such as in the South China Sea between China and ASEANnations, or the Senkaku island dispute between China and Japan

Certainly, as an official international matter, maritime security requires a series oflegal documents to provide guidance as well as regulations Based on thepresentation of Michele Ameri and Michael Shewchuk (Michele Ameri, 2007),relevant information about threats to maritime security can be found in Charter ofthe United Nations, UNCLOS, other global conventions and so on

1.2 Maritime security under ISPS code

1.2.1 Introduction to ISPS code

International Code for the Security of Ships and Port Facilities was under anInternational Convention, SOLAS This code was to establish an internationalframework involving co-operation between Contracting Governments, Governmentagencies, local administrations and the shipping and port industries to detectsecurity threats and take preventive measures against security incidents addictingships or port facilities

Those objectives are supposed to achieve by appointing proper staff/officer onboard or at each terminals of ports and in shipping lines in order to prepare andmake security plan for each vessel and port

Part A of ISPS code is mandatory provisions to which reference is made in chapterXI-2 of the International Convention for the Safety of Life at Sea, 1974 as amended

In the meanwhile, Part B is the guidance regarding the provisions of chapter XI-2 ofthe annex to the international convention for the safety of life at sea, 1974 asamended and part A of this code

1.2.2 Security levels

Table 1.2 Security levels under the ISPS code

Security

level 1

Minimum appropriate protective

security measures shall be

implemented at all times

Counter most forms of criminality(trespass, pilferage, stowaways)Allow normal commercial operationSecurity Appropriate additional protective Allow commercial operation of port,

level 2 security measures shall be

maintained for a period of time as

a result of the heightened risk of a

Further specific protective

security measures shall be

maintained for a limited period of

time when a security incident is

probable or imminent, although it

may not be possible to identify a

specific target

Possibilities of suspension ofcommercial activities

Control transferred to Governmentorganizations

(Source: Guide to maritime security and the ISPS code, 2012 edition)

1.2.3 Application

Even though this is an international code, ISPS does not apply to all kinds of ships.There are just some kinds of vessels and ports under the ISPS (IMO, 2005), namely:

- for vessels on international voyages

o passenger ships, including high – speed passenger craft

o cargo ships , including high – speed craft, of 500 gross tonnage andupwards

o mobile offshore drilling units

- for ports: port facilities vessels on international voyages that are mentionedabove

The code does not apply to warships, naval auxiliaries or other ships owned oroperated by a Contracting government and used only on Government non-commercial service

1.2.4 Ship security

Ship security is the application on board in order to protect human, cargo, unitstransporting the shipments, ship supplies or the vessel from risk of maritimeincidents

1.2.4.1 Ship security assessment (SSA)

Under ISPS code, Ship Security Assessment is the very first step in the process ofbuilding up a plan for ship security The company or shipping line is in charge of

carrying out this stage under the supervision of concerned party The chief securityoffier of the vessel is responsible of assuring that people with necessary skills assessthe security of the ship It should be noted that even if there are several ships in onefleet, a Ship Security Assessment is still mandatory for each separate ships (IMO,2005)

In this stage, the Company Security Officer (CSO) needs to accomplish the securityassessment first According to part B of ISPS code, SSA should take into accountsthe elements on board the ship; information required to conduct the assessment;persons, services and operations to protect In addition to those three issues, allpossible threats and vulnerabilities also need to be considered thoroughly

During the course of a SSA, an on-scene survey must be conducted in order toexamine and evaluate the current measures, procedures and operation of securitymaintenance on board the vessel Under ISPS code, this survey includes thefollowing criteria:

- Identification of existing security measures, procedures and operations

These security measures, procedures and operations can be simply understood asability to respond to emergency situations, security patrol, securitycommunication system, handling of surveillance equipment (HITESHK, 2012)

- Identification and evaluation of key ship board operation that it is important

to protect

Ship board operation consists of cargo handling, navigation, machinery handlingand so on Additionally, some important spaces that are directly related to thoseoperations also need to be considered carefully, such as bridges, stores,machinery spaces and steering control system (HITESHK, 2012)

- Identification of possible threats to the key ship board operations and thelikelihood of their occurrence, in order to establish and prioritise securitymeasures

This part is one of the hardest one since it requires the imagination of thesecurity officer as well as the company They need to think and identify somethreat situations that are likely to happen to the ship However, there are some

components regarding to the ships that can be taken into consideration, forinstance, types of ship, crew, and type of cargo and so on (HITESHK, 2012)

- Identification of weaknesses, including human factors in the infrastructure,policies and procedures

Based on the four elements mentioned above, the weaknesses can be drawn outand the objectives or amendment can be listed such as new measures.(HITESHK, 2012)

1.2.4.2 Ship security plan (SSP)

On the basis of the SSA above, a Ship Security Plan (SSP) is made in order toguarantee the implementation of all possible method to protect human, cargo, cargotransporting unit, and stores on board the ship This plan must be submitted to anauthority organization in the Contracting Government for an approval before beingimplemented into practice The content of the plan should be differed from ship toship so as to suit with the particular characteristics of each vessel (IMO, 2005) The SSA is finished with specific features of the ship and potential threats as well aspossible vulnerabilities for the ship Turning to SSP, the security officer need toaddress in details all these features Ordinarily, Administration may give guidanceand advice to the company in the process of making SSP

1.2.4.3 Security officer (SSO)

For the security of the ship, there will be two kinds of security officers The first one

is called Company Security Officer This officer is designated by the

company/shipping line A shipping line may have more than one security officer aslong as it is identified clearly the vessels under the supervision of each officer.Similarly, one company officer can be in charge of more than one vessel (IMO,2005)

The other security officer involved in this process is the Ship Security Officer.

This position is designated on each ship The duty of this officer is to implementand maintain the SSP as well as to co-ordinate with company security officer andthe port facility officer (IMO, 2005)

1.2.5 Port facility security

Port facilities security is the protection for human (terminal employees),infrastructure (waterways, cargo way), assets (vessels) The threats to port facilitymay consist of seizure, exploitation, pilferage, piracy, terrorism and other causeshaving the same characteristics (Trynix Systems Group, LLC)

1.2.5.1 Port facility security assessment

Port Security Assessment is a critical activity in the security assurance procedureand contributes significantly to the building of Port Security Plan later on PortSecurity Assessment must be carried out by the Contracting Government that theports belong to The Government may designated a security organization to directlyinspect and check the port security

At least, Port Security Assessment includes the following criteria (IMO, 2005)

- identification and evaluation of important assets and infrastructure that areimportant to be protected

- identification of possible threats to the assets and infrastructure and thelikelihood of their occurrence, in order to establish and prioritise securitymeasures

- identification, selection and prioritization of counter measures andprocedural changes and their level of effectiveness in reducing vulnerability

- identification of weaknesses, including human factors in the infrastructure,policies and procedures

1.2.5.2 Port facility security plan (PFSP)

Port facility security plan is based on the port facility security assessment so as toeliminate or minimize the risks identified in the assessment report The result ofport facility assessment may draw out the particular feature and potential threats tothe port, which cause a necessity to designate a port facility security officer and tomake a port facility security plan (IMO, 2005) This plan varies from port to portdue to the distinct features such as infrastructure, interface, or facility of eachterminal No matter what content the plans have, all of them are designed for thesame purpose impeding vessels from carrying threats in and out the port area andsecuring the vessels anchoring in the ports-of-call

The target subjects that are protected under the PFSP are human, cargo, vessels andother cargo transport means, storages sites (if any)

The content of a port facility security plan must include:

- measures designed to prevent weapons or any other dangerous substancesand devices intended for use against persons, ships or ports and the carriage

of which is not authorized, from being introduced into the port facility or onboard a ship

- measures designed to prevent unauthorized assess to the port facility, to shipsmoored at the facility, and to restricted areas of the facility

- procedures for responding to security threats or breaches of security,including provisions for maintaining critical operations of the port facility orship/port interface

- procedures for responding to any security instructions the ContractingGovernment, in whose territory the port facility is located, may give atsecurity level 3

- procedures for evacuation in case of security threats or breaches of security

1.2.5.3 Port facility security officer

This officer is designated by the Contracting Government He/she is in charge ofassuring that the port facility security plan is implemented properly and set thesecurity levels for port and ships anchoring in the port area Ordinarily, the portfacility security officer is also responsible of carrying out port facility securityassessment

1.2.6 Regulations in Vietnam

Having been a member of the International Maritime Organization (IMO) sinceMay 28th 1984, Viet Nam managed to adopt 15 out of 40 Conventions and Decreesincluding International Ship and Port Facility Security Code (ISPS) (Ministry ofForeign Affairs, 2007) Notably, in the 24th annual conference of IMO Assembly(January 21 – December 2 2015) held in London, Vietnam requested for supportfrom IMO to organize several training courses nationally and regionally in order toenforce ISPS efficiently, handling dangerous cargo, and participating in Fal 65Convention To response this request, IMO promised to pay considerable attention

to

To be more specific, Vietnam government has also issue a number of legaldocuments so as to provide clear direction and guidance for organizations andindividual at lower layers in the maritime security system to follow and adopt thatcode into practice.

Table 1.3 List of Vietnam regulations adopting the ISPS code

No Document Date of issue Place of issue Content

1

191/2003/QĐ-TTG Sep 162003 Prime Minister Approval of amendmentsproposed in 2002 to some

chapters of InternationalConvention for the Safety ofLife at Sea (SOLAS) 1974

2

27/2011/TT-BGTVT

May 282011

Minister ofTransport

Apply amendments proposed in

2002 to SOLAS 74 enclosedwith ISPS

3

489/CHHVN-ATHH Mar 192009 VietnamMarine

Administration

Continue to apply requirements

of International Code for theSecurity of Ships and PortFacilities and relevant legaldocuments

4

125/2004/QĐ-TTG

July 09

2004

Prime Minister Inform, receive, transfer and

process information of maritimesecurity

7

47/2011/TT-BGTVT

Sep 012011

Minister ofTransport

The replacement of BGTVT

25/2004/TT-Regulations of receiving,transferring and processinginformation of maritime security

CHAPTER 2: EVALUATION OF SHIP AND PORT FACILITY SECURITY UNDER ISPS CODE IN QUANG NINH PORT

AREA2.1 Overview of Quang Ninh port area

2.1.1 Port facilities and port access channels

2.1.1.1 Port facilities of Quang Ninh

Located in the North-East of Vietnam, Quang Ninh’s position is considered ashaving a strategic role in terms of politics and economics Having all necessarynatural and social components, Quang Ninh is recognized as ‘a little Vietnam’ Thisprovince borders with China with 118.8 kilometre line, nearby Lang Son, BacGiang, Hai Duong and Hai Phong city The area is approximately 6,000 kilometresquare with the sea area having unique geography, 2,000 islands accounting fortwo-third of the number of countrywide islands

The port network in Quang Ninh has been well known for the deep water with asignificantly low level of soil, together with feasible development plan designed byprovince authority as well as proper infrastructure In addition to that point, berthing

at Quang Ninh port may help to shorten the transportation into Southwest China up

to 800 km As a result, developing ports in Quang Ninh may encourage foreignfirms to choose Vietnam as the transmitting point to reduce costs In the future,Quang Ninh is expected to be the connecting point in global voyages of maritimetransportation

Quang Ninh has a 250 kilometre coastline, starting from Mong Cai to Quang Yen.These areas are divided into seven smaller parts, namely: Van Gia, Hai Ha, MuiChua, Cam Pha, Cua Doi, Hon Gai and Quang Yen For the time being, Quang Ninhhas been managed 12 terminals, namely: Mui Chua, Van Gia, Cai Lan, Cam Pha,Port of Cam Pha cement, B12, berth of Ha Long shipbuilding, Hon Gai, Port of HaLong cement, Port of Thang Long cement, Cai Lan oil port, and Cai LanInternational Container Terminal (CICT) Among those 12 one, four terminals, VanGia, Mui Chua, Cam Pha and Hon Gai are being operated with 21 berths The totallength of the port reaches 3,451 meters, and there are 14 berths specialized for somespecific purposes, for instance, loading/unloading coal and cement, transportingpassengers or shipbuilding The berth of Ha Long Shipbuilding Company has been

utilized for the ship building process, and Cai Lan oil port has not been underoperation yet For more details, table 2.1 demonstrates a list of ten other terminalscurrently being operated in Quang Ninh ports area.

Table 2.4 List of terminals in Quang Ninh port area N

o Terminal

Class Type

Feature

1 Cai Lan I General

This is deep-water seaport having beeninvested to become a big port that mayserve 30,000 – 40,000 DWT vessels Thisterminal is designed for both bulk cargoand containerized ones

The terminal has the wharf length of 180meters and width of 20 meters, being able

cement DWT with the length of 144 meters

7 B12 I Oil port

B12 oil port is currently managing andoperating modern facilities and well-constructed infrastructure including BaiChay oil storage with capacity of 90,000

m3, terminal with 3 berths serving 40,000DWT, 5,000 DWT and 500 DWT Theseberths may reach a productivity of 6-million m3 tone per year

8 Van Gia N/A General

This is the commercial gate for goodsmovement between Vienam and China.Van Gia is also the area for transitingshipments

The length of natural access channel is 7nautical miles, with the depth of 7.5meters Then, it can handle 10,000 DWTvessels

9 Mui Chua II General

The terminal has a depth of 3.3 metersand can serve 1,000 DWT vessels only.The handling capacity of this terminal is260,000 tonnages per year

10 Hon Gai N/A Passenger

This terminal is located nearby Bai TuLong bay, with the depth of 10 meters.This is a very large area for shipanchoring

Source: (Maritime Administration of Quang Ninh , 2012)

In addition, the inland traffic has been paid much attention to, for example, theimprovement of Yen Vien - Pha Lai – Cai Lan railway network, the construction ofhighways that enable Cai Lan terminal as well as the others to connect with severalbusiness centers, bordering gates, and some industrial zones nearby

The seaports of Quang Ninh are in charge of transiting export and import cargo.Through these commercial activities, the maritime relations with other nations,

particularly in the East Asia and the Southeast Asia, can be enhanced (MaritimeAdministration of Quang Ninh, 2015)

2.1.1.2 Port access channels of Quang Ninh

Table 2.5 List of port access channels in Quang Ninh area

No

Lengt h (km)

Width (m)

Dept h (m)

4 Channel operated by VINACOMIN – Cam Pha

Port and Logistics company

Hon Soi Den – Hon Con Ong 5.7 300 -9

Hon Con Ong – Cam Pha coal bridge 8.5 110 -7.4

5 Channel operated by Cam Pha cement joint stock

(Source: Maritime Administration of Quanh Ninh)

2.1.2 Maritime throughput at Quang Ninh port area from 2010 to 2014

Table 2.6 Maritime output at Quang Ninh ports area from 2010 to 2014

Sea-going

thousandtonnage 42,757 50,381 49,084 51,102 54,095 49,484TEU 188,068 228,463 230,071 130,110 94,036 174,150Passenger time 55,346 57,713 68,103 101,155 121,980 80,859

(Source: Maritime Administration of Quang Ninh)

Figure 2.1 Volume of sea-going vessels through Quang Ninh port area from 2010 to 2014

From the above data, charts illustrating the changes in volume of sea-going vessels,cargo and passengers through Quang Ninh port area from 2010 to 2015 can besketched as below

As can be clearly seen from the table, the number of vessel visits gradually declinedover the five years, from over 10,000 to just 7,059, two-third of the initial figure

Figure 2 Volume of cargo through Quang Ninh port area from 2010 to 2014

However, the volume of cargo in term of tonnage increased significantly byapproximately 12 million tons within just a half of the decade

Figure 2.3 Volume of passengers through Quang Ninh port area from 2010 to 2014Ad

ditionally, there was a substantial increase in the data of passenger through ports ofQuang Ninh, doubling from 55,000 in 2010 to more than 121,000 in 2014.According to the date of Quang Ninh News, in the January of 2015, there were 472visits of sea-going vessels with 3.77 million tons of cargo Those figures indicatethat the maritime business activities in Quang Ninh remain comparatively stable,even on an upward trend As a consequence, the security system should be taken in

to thorough consideration and need to be strengthened where it is necessary to keep

up with the development of maritime economics

2.2 Ship and port facility security in Quang Ninh port area

According to the designation no 204/QĐ-CVHHVN released on April 07 2004,Maritime Administration of Quang Ninh was founded and designated to manageseveral maritime issues in Quang Ninh port area, including maritime security

As mentioned in the literature review, under the implementation of ISPS code,martime security in a certain area should be deployed in two directions, namely:ship security and port facility security Currently, maritime security under themanagement of Maritime Administration of Quang Ninh is also sketched in the twoaspects and emphasized much more on port facility security This is demonstrated indetail section 2.2.2 Current status of ship and port facility security in Quang Ninhport area

2.2.1 Party in charge of ship and port facility security in Quang Ninh port area

2.2.1.1 Overview of Maritime Administration of Quang Ninh

Maritime Administration of Quang Ninh (MA Quang Ninh) is a state agency underVietnam Maritime Administration (Vinamarine) in Quang Ninh province

Figure 2.1 Organization chart of Maritime Administration of Quang Ninh

The main function of the Maritime Administration of Quang Ninh

− Management of maritime shipping in seaports and seaports waters

− Plan for development, organize & supervise the implementation of plan

− Plan for implementation of regulations

− Grant permits, supervise seagoing vessels leaving, entering and operating inthe seaports

− Organize search and rescue in seaport waters

− Perform maritime inspection

o PSC inspection

o Maritime accidents investigations

2.2.1.2 Maritime Safety & Inspection Division

a Functions of Maritime Safety and Inspection Division

− Regularly check the operation of vessels in the waters areas at seaports ofQuang Ninh undern Vietnam law and International Convention aboutmaritime safety, maritime security and prevention of environment pollution,which Vietnam has signed contract

− Educate knowledge of maritime safety, maritime security and prevention ofenvironment pollution to organizations and individuals that are involved inmaritime management

− Participate in maritime find and rescure activity when the division is required

b Human Resource of Maritime Safety and Inspection Division

Table 2.7 Role of human resource of Maritime Safety and Inspection Division

Position Numbe

Chief 1 Generally manage and be responsible for all tasks of the

division to the Director and Vice-Directors

Promptly be in charge of the following tasks:

- Advise, recommend and implement solutions in order

to enhance maritime security and safety in ports atQuang Ninh

- Co-operate with other parties in Search and Rescue aswell as surmount environmental damages caused bynatural disasters or maritime incidents

- Chair research project, get and sort feedbacks andopinions of issuing and amending internal documents,major documents and legal documents

- Suggest the main content and organize workshop toenrich knowledge and skills related to major of thedivision

Deputy

Chief

3 Each deputy is in charge of a separate field, namely:

- Inspect and supervise a number of units inimplementing Vietnam Law and InternationalConventions, which Vietnam government hascontracted, in term of Maritime Safety Those unitsinclude vessels, organizations and individualsoperating port access channels, constructing andoperating terminals, providing transportation serviceand maritime service

- Give advices and recommendations in legal tasks,

Vietnam Standard ISO 9001:2008

- Inspect and supervise a number of units inimplementing Vietnam Law and InternationalConventions, which Vietnam government hascontracted, in term of Maritime Security and PollutionPrevention Those units include vessels, organizationsand individuals operating port access channels,constructing and operating terminals, providingtransportation service and maritime service

Executiv

e

4 Handle individual tasks of the Division under the

supervision of Chief and Deputy Chief(s) such as

- Update information of vessels in and out Quang Ninhport

- Summarize and report monthly, quarterly andannually about vessels and ports inspection

- Inform related parties about mistakes of vessels torepair

- and so on

(Source: Maritime Administration of Quang Ninh)

2.2.2 Current status of maritime security at Quang Ninh ports area

Under ISPS code, ship and port facility security follow the two different workingflow and require different organizations to carry out, assess and inspect Adoptingthis code into practice, Maritime Administration of Quang Ninh also builds up twodistinct working procedures for each segment However, the potential threats thatship and port facility are prone to are relatively similar, consisting of

− Terrorism

− Piracy

− Piferage

− Trafficking: Human trafficking, weapon trafficking and so on

− And other damages having similar characteristics

2.2.2.1 Ship security

a Ship security performance

Ship security officer is incharge of implementing the plan appropriately Vietnam Register issues an international certificate of ship security

Ship company revises the plan (if necessary) Vietnam Register examines the plan Ship company make Ship Security Plan and submit to Vietnam Register Ship company accomplishes Ship Security Assessment

Being different from port facility security, ship security is not fully under thecontrol of Maritime Administration For the first two step: assessing and planning,they are carried out by the ship company or shipping line under the supervision ofVietnam Registrater The process is designed as below

Figure 2.2 Process of Ship Security Plan approval

As can be clearly seen from the diagram, after the SSP is approved, there is no aparty objectively supervising its implementation In practice of Quang Ninh portarea, the SSP is considered as the top secret of a vessel; therefore, MaritimeAdministration can hardly examine eventhough being assigned for this task Thechecking just can be done in case the local or national administration requests tocheck security of specific vessel

b Statistics of ship security in Quang Ninh port area

Table 2.8 Details of trafficking in Quang Ninh port from 2010 to 2015