国际船舶和港口设施保安规则ISPSCode
ISPS 常规问题简述
ISPS 常规问题简述
1：ISPS的全称是什么？
答: International ship and port facility security code.
国际船舶与港口设施保安规则。
2：SSO全称是什么？
答：Ship’s security officer.
船舶保全官本轮是指大副。
3：CSO全称是什么？我轮的CSO是谁？
答：Company’s security officer.
公司保全官我轮CSO是吴爱民先生。
4: SSP全称是什么？由谁保管？其他同仁能否看得到？
答: Ship’s security plan.
船舶保全计划，一般由船舶保全官保管，保密文件，同仁可通过平时的演习和培训获得保安知识。
5：SSAS是什么？
答：Ship’s security alert system.
保安警报系统。
6：PFSO是什么？
答:Port facility security officer.
港口设施保全官。
7：DOS是什么？
答：Declaration of security. 保安声明。
8：本轮的安全环保方针是什么？
答：保证安全，保护环境，优质服务
9：保安规则三个等级的含义是什么？
保安等级一（LEVEL 1）：低危险性—正常操作
保安等级二（LEVEL 2）：中度危险性—由不明确的布告，情报导致威胁性提高
保安等级三（LEVEL 3）：对遭受袭击或官方正式信息的明确威胁性反应的最高等级。
ISPS《国际船舶和港口设施保安规则》概述
1、目标和功能要求(1)
• 目标
– 建立一个缔约国政府/政府部门/地方行政机关/航运 业/港口业的保安国际合作框架 – 确立各方在国内和国际层面上在保证海上保安方面 的作用和责任 – 确保及早和有效收集并交流保安信息 – 提供一套用于保安评估的方法，确定对保安等级发 生变化作出反应的计划和程序 – 树立对具备海上保安措施的信心
7、船舶保安(2)
– 在保安等级2：
• 实施《船舶保安计划》中规定的附加措施
– 在保安等级3：
• 实施《船舶保安计划》中规定的特殊措施
– – – –
在保安等级2和3，船舶应确认知晓 船舶如有实施困难须及时与港口联络 如果船舶等级高于港口，须立即通知港口 如果港口规定较高保安等级，还应向船舶提 供建议保安措施
9、船舶保安计划(3)
– – – – – – – – – – 9、培训、演练和演习程序 10、与港口设施进行配合的程序 11、计划的定期审查更新程序 12、保安事件报告程序 13、明确船舶保安员 14、明确公司保安员及联络细节 15、保安设备检查、测试、校准和保养程序 16、保安设备测试和校准的频度 17、保安警报系统触发点的位臵 18、保安警报系统的使用程序、说明和指导
– – – – 威胁信息的可信程度 威胁信息得以佐证的程度 威胁信息的具体或紧迫程度 保安事件的潜在后果
• 如果规定保安等级3，应发出适当指令并 向可能受到影响的港口和船舶提供信息
4、缔约国政府的责任(2) • 政府不能将以下职责授权RSO
– – – – – – 规定保安等级 批准港口设施保安评估及其修订 确定须指定保安员的港口设施 批准《港口设施保安计划》及其修订 采取监督和符合措施 规定关于《保安声明》的要求
10、记录(1)
ISPS规范
ISPS
开放分类：法规
《国际船舶和港口设施保安规则》（International Ship and port Facility Security，ISPS)2002年12月在伦敦召开的国际海事组织海上保安外交大会通过。
2004年7月1日生效。
该规则规定，1、从事国际航行的客船（包括高速客船）、油船、化学品液货船、气体运输船、散货船和高速货船等船舶应当符合公约的下述要求：（1）所有300总吨及以上的国际航行船舶安装自动识别系统（AIS）；（2）所有100总吨以上的客船以及300总吨以上的货船，应在船体和内部舱壁上标记船舶永久识别号；（3）所有300总吨以上的国际航行船舶均需配备记录船舶历史的《连续概要记录》。
（4）所有500总吨以上的国际航行船舶均需配备船上保安警报系统。
（5）所有公约适用的国际航行船舶，在船上应备有经批准的《船舶保安计划》。
（6）所有公约透用的国际航行船舶，要求经保安审核并取得《国际船舶保安证书》。
2、按照公约规定，各缔约国将对国际航行船舶是否符合海上保安规定进行检查，对有明确理由相信船舶不符合要求的，将采取检查、延误、滞留、限制船舶操作、拒绝船舶进入港口、将船舶驱逐出港、要求船舶开往指定位置等强制措施。
3、经营国际航线的船舶所有人或经营人、管理人，应当按照《1974年国际海上人命安全公约》（SOLAS)和ISPS规则的有关规定，编制国际航行船舶的保安计划，指定并培训公司保安员及船舶保安员，为所属国际航行船舶配备规定的设备、文件和标识，申请船舶保安评估。
中国已接受该公约。
ISPS CODE
THE INTERNATIONAL SHIP AND PORT FACILITYSECURITY AND PORT FACILITY SECURITYASSESSMENT(ISPS) CODEDr. Jaime Rodrigo de LarruceaMaritime Law Professor (UPC)1.- INTRODUCTIONA new regime of security for international the maritime transport will take effect as of July 2004 following its adoption by the Diplomatic Conference developed in the month of December 2002, when the International Maritime Organization (IMO) established a series of measures destined to strengthen the maritime protection of ship and port facilities and to prevent and suppress acts of terrorism against the activity of the maritime transport. The 1st July 2004 is therefore the deadline for all port terminals with international traffics to implement a protection plan. These measures are added to other programs that already in place, such as the American CSI and C-PAT Programmes. The Conference adopted several amendments to the SOLAS 1974 Agreement to cover port and the most important result was adoption of the International Ship and Port facility Security (ISPS) Code1.The new dispositions include the modification of chapter XI, that now is divided in two parts. The first part defines the changes in the SOLAS Convention2, whereas the second one anticipates the mandatory nature1Conference of Contracting Governments to the International Convention for the Safety of Life at Sea, 1974 ; Conference Resolutions 1-11 and Amendments to the SOLAS Convention and Resolutions 3 to 11 of the Conference on 17th December 2002.2The most significant modifications to Chapter V(Security of Navigation) are the following ones:New Chapter XI-2 of the Agreement establishes that the ships other than ships of passage and oil tankers of 300Tns. And more, but smaller than 50,000 Tns. of TRB, will have to install an automatic identification system (AIS) that can determine the position of a boat with a precision of five meters, no later than the date of the first inspection of the security equipment of the ship, that it is made after July 1st 2004, or, December 31st 2004. Ships being equipped with AIS will at any moment maintain them operational, except when the international agreements, rules, or norms for protection of navigation information arrange for it.Rule XI-1/3was modified to require identification of the ship, with her number and the IMO prefix followed by a 7 numbered digit (in agreement with Resolution A. 600 (15)) and permanently marked in a visible place of the skull and the transverse bulkheads of the engine room. The ships of passengers must mark them on a horizontal surface and being visible from the air.New Rule XI-1/5 introduces the Synoptic Registry of Ships (RSS) and establishes that the ships provided with a RSS have to contain her files reflecting information about her flag, names, owners, charterers,1of adopting the new ISPS Code, approved in that same meeting. From the very beginning of this process it was clear that the reference and main responsibilities for these new safety measures would be for the national Governments. Within the ISPS Code, functions and tasks of "the Contracting Governments" are directly and constantly referred to.An detailed exam of the text and the dispositions of the Code, quoting duties and obligations of the Contracting Governments, emphasises that initiation and maintenance of the processes and procedures necessary to implement the applicable elements of the ISPS Code start and finish with the national Governments members of the International Maritime Organization and signatories of the Code and the corresponding conventions.This Code recognizes terrorism as the greatest threat weighting on maritime transport. Part "A" contains mandatory dispositions, whereas part “B” refers to dispositions with guidance character.2.- THE ROLE OF THE CONCESSIONARIES OF A PORTINSTALLATION.The identification of a number of possible ship/port interfaces will take place in the areas and port facilities set within the located parts belonging to concessionary businesses related to their traffic and activity. Before the regulations of the Code, the concessionary companies had to maintain levels of security similar to those of the port where they were located, so that they themselves did not represent individual threats untied from the global security of the port.With the entry into force by the ISPS Code, direct responsibility for the protection of the installation returns now to each single concessionary business, which will be forced to manage the corresponding Port Facility Security Plan (PFSP).All previous plans have to be approved and admitted by the PFSP, and considered suitable and sufficient to guarantee the protection of those facilities, so that at any moment they are in line with the effectiveness foreseen in the Port Facility Security plan of the Port (PFSP).The maintenance of the operative conditions of any of the plans of a port installation must be preformed on a day-to-day basis by theclassification societies, etc. Any change will be registered in the RBS, in order to provide updated information to the day, along with the history of the preformed changes.2concessionaire, independently whether the assessment plans were designed and developed by them or decided with the corresponding Port Authority.The particular case of the PFSP can go through any of these two alternatives:1.PFSP planned by own concession2.PFSP decided in accordance with the Port Authority.3.- CONSIDERATIONS ABOUT THE EXPRESSION “SHIP/PORT INTERFACE”.A fundamental aspect defining the application frame of the ISPS Code is given by the expression ship/port interface; The Code does not contribute to a definition allowing to clarify its reach and its limitations.Knowing when and where exactly the application of the Code has to start is not of easy, comfortable and homogenous answer. Nevertheless, variations in this consideration can in reality mean a great dispersion in the decision making processes or the implementation of its measures.The Communication COM/2003/0229 final from the Commission to the Council and defines in its article 2 the ship/port interface as follows:"the interaction that takes place when a ship is affected directly and immediately by activities that involve the movement of people or merchandise or provision of port services to the ship or from this one".This definition comes to consider how and when we can talk about a ship/port interface, but it does not facilitate the determination of the moment or physical distance that in operational application of the security is always necessary to establish, and even more when the Code establishes, in point 5 of the introduction of the Annex, that "... the provisions relating to port facilities should relate solely to the ship/port interface”.The logical exposition would be to start from the figure of the ship as a primary target around which the whole Code is structured, and so being able to establish that the dividing line marking the limit is given by what represents the first line of protection control.3It has to be considered that the establishment of the limit from ashore towards the ship could correspond to the public port dominion of the port installation.In the establishment of criteria for determining of the ship/port interface, is the real possibility to find a zone of dockage without interface, where the access is given directly from the gangway of the ship, without an existing preventive or restricted zone to perform controls.Until now it has been considered that terrestrial transport was made using road networks supported by trucks and tractors that in reality can practically arrive at the flank of the ship so to embarked directly, but if modal railway transport is considered, a new distinctive necessity arises, since most of the present situations. The only control of these units consists of the access by a door without controls at the borders of the port public dominion, without at no later moment having any additional controls and being it therefore necessary in accordance with the principles applied until now- that the physical point where they are due to out, have to be decided and thus defining the ship/port interface.A new uncertainty in the ship/port interface appears when the ship is in waters port public dominion, being it necessary to consider the different possible situations:•Moored.•Moored and operating.•In manoeuvres.•In navigation.In principle, the maritime surface is of exclusive dependency of the corresponding Port Authority, nevertheless, different aspects can be determined:•When does the bond of responsibilities begin?•Under which conditions during the operations of the ship before dockage?In analysing each block of possibilities while the ship is in port waters of public dominion, the following conclusions can be obtained:A. Voluntary anchorage of the ship in port waters without her intention to accomplish operations, by any cause of navigation when the ship looks for refuge due to bad weather outside the sheltered zone, for4emergency repair, etc., in which case, either the Port Authority or Maritime Authority authorize the situation and assign an area of anchorage without benefiting from the service of pilotage, the ship depends on their Ship Security Assessment (SSA).B. Forced anchorage of the ship in port waters in order to conduct operations, while awaiting dockage, tide, loading, bunkering while moored, taking of provisions and/or trough, etc., with benefit of the service of pilotage, being representatives of the Port Authority, the ship establishes an interface with the port.C. Any operation conducted with other ships and boats while in anchorage, establishes a ship-to-ship interface and subsequently an interface between their respective SSAs.D. Any situation in which the ship is in navigation and manoeuvres until reaching dockage and mooring, the port creates an interface with the ship through the indirect services that are being rendered.Considering all these diverse alternatives, it is evident that each port installation and each partial or total zone related to the ship, must have previously determined a distance of applicable interface, and when it is not possible because of the port features, to consider the public dominion of the same one as the influence interface, although this treatment represents a strong complication by the scope it includes.Despite the aforementioned, the successive controls starting from the first and not yet being the objectives of Code ISPS of application, they will have to be closely coordinated amongst each other in order to create the necessary sealing of the protection system.4. - JURIDICAL ASPECTS OF THE PORT PROTECTION4.1. INTRODUCITONEurope insists in finding protection solutions with a worldwide impact as the EU operated in a global economic context. But at the same time, Europeans point out that maritime protection should not turn into a unfair competence issue in particular within the EC boundaries. It is worth noting that the measures adopted by the diplomatic Conference it is limited to ships and port infrastructures, integrated by the ship/port5interface, but not to the harbours themselves, for which the Commission is already working on a legislative initiative to regulate their protection. The main object of this regulation3 is to settle and apply communitarian measures to improve vessel protection used both in international and national traffic, together with the port infrastructures related to them in front of illicit deliberate actions. Additionally, the Regulation pretends to establish a platform for the harmonised interpretation and application, and the communitarian control, of special measures to increase the maritime protection approved by the Diplomatic Conference of the IMO. In this sense, the Spanish regulation goes further than the IMO measures, as it makes compulsory some ISPS Code sections which are only contemplated as recommendations in their original text (for example it broadens the measures to the passenger ships in national trips and it also increases the security analysis for certain national voyages).4.2. - NATIONAL PORT SECURITY AUTHORITIES.The ISPS Code states that the Contracting Governments and or their respective authorities shall adopt a series of measures to comply with its requisites and sections.Given the fact that certain countries have many port installations and huge geographical extensions in need of security analysis, certain sections assign several tasks and responsibilities at the local level of that country. It will be the responsibility of the designated Authority to determine what measures are necessary at national level to comply with the ISPS Code and to establish a cooperation field between the several governmental organisations, local administrations and port and maritime transport sector.It also establishes that such an Authority shall limit the functions and duties of those entities to guarantee the maritime security at national and international level.4Despite the establishment of a cooperation field between governmental organisms with specified duties, the maritime commerce dynamics and3Proposal for a Regulation of the European Parliament and of the Council on Enhancing Ship and Port Facility Security (presented by the Commission) COM (2003) 229 final 2003/0089 (COD).4 Ibíd. Part A, Section 1.2.6the port installations will most probably require the assistance of non-governmental organisations and that of the private sector. The ISPS Code also states that the Designated Authority can allow that Recognised Security Organisations (RSO) undertake certain functions related to the security of port installations and services.4.3. - RECOGNISED SECURITY ORGANISATIONS.In its article 4.3 of its Part A, the ISPS Code states the Designated Authority can allow certain Recognised Security Organisations (RSO)5 undertake certain functions related to the security of port installations and services. It is necessary to consider the type of functions that could be performed by these organisations recognised to evaluate their competence to perform the assigned tasks. A Port Authority could be designated or even a port service or installation provider as Recognised Security Organisations, provided it has the certificate contemplated in the ISPS Code. 6A Recognised Security Organisations is defined as ‘… the organisation that has been recognised by the Spanish Maritime Administration or any other Member State of the European Union7…’, being a classification society8 or another private entity which evaluates the maritime security in the name of a Member State of the European Union and that has been recognised to take such activities under the Regulation. As soon as the5 See also: Resolution IMO A. 739 (18), Annex, Appendix 1)-(“ Directions relative to the authorisation of the organisations that act in the name of the Administration”), Resolution OMI A. 789 (19)-(“Specifications related to the functions of recognising and certification of the recognised organisations acting in the name of the Administration) and Circular MSC.6 Ibíd. Part B, Sections 4.3 and ff.7 Ibíd. Art. 2.g).8 The EU has recognised the following Classification Societies:•American Bureau of Shipping (ABS)•Bureau Veritas (BV)•China Classification Society (CSS)•Det Norske Veritas (DNV)•Germanischer Lloyd (GL)•Hellenic Register of Shipping (HRS)•Korean Register of Shipping (KR)•Lloyd’s Register of Shipping (LR)•Nippon Kaiji Kyokai (NK)•Registro Italiano Navale (Rina)•Registro Internacional Naval (Rinave)•Russian Maritime Registry of Shipping (RS)7Public Infrastructures Ministry had authorised an RSO to undertake those inspections and controls stated in the Regulation through authorisations, this will convert into an authorised Organisation.According to the Code, a port, a Port Authority or those trading with port installations could be designated as an RSO as long as they posses the relevant know how in protection issues9, including the approbation of vessel security plans, or modification of them, in the name of the Administration; verification and certification that the vessel complies with provisions contained in chapter XI-2 and in part A of the ISPS Code, to take evaluations of the protection of the port installations required by the contracting government and the assistance of the companies or port installations regarding the protection of the port infrastructures. In case an RSO had already evaluated the vessel, that same RSO will not be able to be authorised to approve the vessel protection plan.4.4. - THE PORT AND THE PORT AUTHORITY AS RSOs.The ISPS Code states in Part B (art. 4.7) that it is possible to designate as RSO a port, a Port Authority or the owner of a port installation if they are in possession of the necessary know-how of the protection issues, including:1.Specialised knowledge of the relevant protection issues2.Relevant knowledge of the operation of the vessels and theharbours, including detailed knowledge of the project and portconstruction3.Capacity to evaluate the common risks in relation to protectionof the port operations and the port installations including theship-port interface and way to reduce such risks.4.Capacity to update and improve the specialised knowledge of itspersonnel5.Capacity to control that its personnel are confident6.Capacity to maintain the appropriate measures to avoid its nonauthorised divulgation7.Knowledge of chapter XI-2 and part A of the Code and thenational and international legislation relevant to the subject ofprotection and security8.Knowledge of the tendencies and threats to protection9.Knowledge of detection of weapons and dangerous goods10.K nowledge of recognition of dangerous people11.K nowledge of the techniques used to avoid protection measures 9 Consideration of the ISPS Code, Annex 1, Part B, Sections 4.7 and ff.812.K nowledge of equipments and systems of protection andwatching and of its operational limitation.4.5. - OPERATIVE FIGURESIn the concept of the several types of interface created according to the operational characteristics of the port installations, certain aspects can be identified that need to be précised:A) Port Facility Security Officer (PFSO)Paragraphs n 17 refer to the profiles committed to the Port Facility Security Officer (PFSO) that will be designated to each and every port installation. His responsibilities will focus on evaluate a complete initial evaluation of the port installation, guarantying and implementing the elaboration and maintenance of the protection plan of the port installation and taking periodical inspections of protection of the installation to make sure that the measures of protection are still covering gaps and upgrading the plan according to the changes in the installation.B)SHIP SECURITY OFFICER (SSO) AND COMPANY SECURITY OFFICER (CSO)The figures of the SSO and CSO do not precise additional interpretations, for its presence is a policy of relation with the human resources established either by the carrier or by the port in question.The Flag State Implementation (FSI) subcommittee of the IMO has decided to recommend to the Maritime Safety Committee (MSC) to establish that the Master of a vessel could be designated as Ship Security Officer10. However, with the CSO figure doubts can be raised to consider the interface located in the vessel.1.When the vessel has its own port terminal, the company is presentat all times and its disposal is immediate, covering the necessary protection needs in a large number of probabilities in the interface.2.when the vessel is in a service terminal of another owner, if thecompany has representation at the harbour, it is also easy to designate a person of their staff to assume CSO functions.10 See Briefing 11/2004 of the Subcommittee (FSI).93.the problem arises frequently, when the vessel arrives at port inwhich the ship owner has no branch, two solutions can be adopted:a.the consignee will be the CSOb.the port installation will designate a person.According to 3.a. the consignee will represent another dimension of the ship owner, compatible with the existing one, that make possible the final objective of commercial maritime transport.According to 3b many negative aspect will arise, for the person will not be hundred per cent independent and the port installation can see its duties and protection affected.4.6. - PORT FACILITY SECURITY ASSESSMENT (PFSA).The PFSA establishes the relative importance of the different structures and facilities for the functioning of a port installation. This process of identification and evaluation is crucial, since it is the base for determining strategies of risks attenuation related to goods and structures and to protect them against an upcoming negative event. This process will take into consideration possible loss of lives, economic importance of the port, its symbolic value and the presence of governmental facilities.The correct assessment of protection, carried out by professionals with deep knowledge in harbour security, is a process that has to identify goods and infrastructures that are important to protect; to select and to classify by precedence measures to resist threats to the detected soft spots. The PFSA must consider aspects of the harbour installation, its physical protection and structural integrity, the systems of personnel protection, norms and procedures, radio electric and telecommunications systems, including computer science systems and networks; transport infrastructure; services public; and other zones that, when suffering damages, or used as observation point for illicit aims, could put in danger people, goods or operations that are performed within the harbour installation.4.7. - ARTICLE 132 OF THE SPANISH PORT LAW.10In its article 132, the Spanish Port Law (Law 48/2003 of November 26th: Ley de régimen económico y de prestación de servicios de los puertos de interés general”) establishes an ample and exhaustive control by the Port Authority related to the following areas, not withstanding the competences that correspond to other branches of the Public Administrations and the responsibilities of other users and concessionaires of the port:•Compliance of rules relating to admission, manipulation and storage of dangerous goods.•Compliance of regulations referring to coordination of activities for labour risk prevention11.•Regulations regarding security systems, including protection against antisocial and terrorist acts.In agreement with current legislation on prevention and emergency control, each Port Authority will issue a so-called “Plan of Interior Emergency” for each port they manage and it will be part of the port decrees. “Plan of Interior Emergency” consists of equipping to the Port with their own resources and personnel, able to carry out actions of risks prevention, as well as of alarm, evacuation and aid, fire extinguishing, rescue, salvage and rehabilitation of essential services. With such aim, the aforementioned plan establishes training activities, not only for all the personnel being directly involved, but also for people of the port surroundings.4.8. - FORMAL BINDING AND COHERENCE OF THE PROTECTIONIN THE SPANISH PORT SYSTEM.On the basis of article 16.4 of ISPS Code, the Port Facility Security Plan will have to be combined with the Port Facility Security Plan or any other plan of the Port for emergency situations, or be part of them. Unlike loading ports, cruises ports and terminals must take measures that correspond to the civil defence, given the number of passengers they transport and interact with ship/port interface, the commercial and administrative areas that are part of the terminals and the areas visited within the tourist site.5. - CONCLUSIONS11 Refer to rules established in article 24 of the Spanish Law 31/1995, of November 8th.11The Code the International of Protection of Ships and Port Facilities represents a complete programme to improve the general profile of security in the international maritime commerce. It give Contracting Governments a direction endorsed by a methodology that is centred in the identification of assets and the vital infrastructure for an uninterrupted and safe flow of commercial maritime operations, recognizing, at the same time, that there can be vulnerabilities that put those critical elements at risk.Having identified those vulnerabilities, the ISPS Code offers a direction for elaborating, approving and implementing suitable security plans that will eliminate or attenuate the exhibition of those vulnerabilities to well-known or perceived threats.The ISPS Code does not have to be considered a unique and absolute source with regard to international port security, but has to be seen like a document containing a series of norms and optimal practices that offer Contracting Governments or Designated Authorities a matrix for formulating their programmes and national plans of port security, granting them space to carry out amendments and modifications, as conditions or threats vary with time. The ISPS Code has to be considered a dynamic document that will adapt to the changing nature of ports, their operations and infrastructure, and to the nature of threats they are exposed to.12。
船舶和港口保安规则ISPS介绍
保安措施（保安等级2）
对等级1的附加措施：
1、详细检查所供补给品 2、通告乘客保管好行李； 3、随机炸弹搜索 4、通告船员保持警觉性 5、建立与岸上机构的联系渠道； 6、更频繁检查乘客及其行李、车辆。
保安措施（保安等级2）
7、巡逻 8、使用甲板和船侧照明设施； 9、按船长需要实施炸弹搜索 10、除船员外，其他人员不得进入驾驶台和机舱； 11、在港口，对船体进行常规检查； 12、严格控制访问者进入船舶； 13、不遵守船舶保安要求的人员，报告港口当局。
1、传统保安关注：海盗、偷窃、偷渡等
--以经济为动机; --活动隐秘; 2、行动： --不已毁坏为目的; --准备商谈其逃脱.
IMO的行动也只处在建议性层面：
--公布信息，提醒船只注意安全；
--建议各国或地区采取适当措施
现在-恐怖注主义
特征：
--政治动机； --毁灭为目标,伤及无辜; --具有公开性； --自杀性
恐怖主义的目标：
--吸引公众关注，向政府施加压力，改变政策； --引起公众恐惧； --采用爆炸使公众怀疑政府无能保护其公民 --向政府或富裕阶层敲诈 --促进其他非法行动蔓延
打击恐怖主义
► 实施恐怖主义组织，往往涉及：
--民族分离主义； --激进分子； --国际意识形态的矛盾；--国际政治矛盾。
► 当今世界的重要任务
一个良好的船舶保安应是对普遍认同的威胁 有所准备并采取必要的防范对策。并应考虑： -- 保安教育； -- 意识； -- 沟通。
船员培训
► 公司人员 ► 船舶保安员 ► 对检查、控制、监视人员
---值班人员 ---搜索人员 ---检查人员
针对不同人员按ISPS/B 要求分别进行培训
4.2 采取保安措施
船舶和港口设施保安国际规则
船舶和港口设施保安国际规则摘要国际海事组织（IMO）制定了一系列规定来确保船舶和港口设施的安全性和保安。
这些规定涵盖了许多方面，包括船舶的设计和建造、船员的培训和资质、港口的设施和管理、以及通讯和信息技术方面的安全措施。
这些规定旨在促进全球海上交通的健康和繁荣，并确保船舶和港口设施的保安符合国际标准。
船舶和港口设施的保安国际规则国际海事组织（IMO）规定了许多船舶和港口设施的保安国际规则，包括以下几个方面：船舶设计和建造船舶的安全性和保安开始于设计和建造阶段。
IMO规定了许多设计和建造方面的规则，以确保船舶能够在各种气象和海洋条件下安全航行。
这些规则包括有关船舶结构和强度、船体稳定性、火灾和爆炸防护、逃生途径和设备、以及反海盗等方面的规定。
船员的培训和资质IMO发布了《国际船员培训、发证和值班人员标准规范》（STCW公约），该公约规定了船员培训和资质方面的国际标准。
根据该公约，船员必须接受各种培训和教育，以确保他们能够应对各种紧急情况，并了解有关安全和保安方面的最新信息和技术。
港口设施和管理IMO发布了《国际港口保安规范》（ISPS规范），该规范规定了港口设施和管理方面的国际标准。
根据该规范，港口必须采取各种措施，包括安保措施、总体安全方案、安全通信、培训和测试以及定期评估等，以确保港口设施和管理符合国际标准。
通讯和信息技术安全通讯和信息技术在现代海上交通中起着至关重要的作用。
IMO规定了关于通讯和信息技术安全方面的规定，包括网络和信息安全、通讯设备和系统的标准和规范、以及数据保护和备份等方面的措施。
船舶和港口设施的保安国际规则是确保全球海上交通健康和繁荣的关键因素。
这些规则涵盖了许多方面，包括船舶的设计和建造、船员的培训和资质、港口的设施和管理、以及通讯和信息技术方面的安全措施。
通过遵守这些规定，我们可以确保船舶和港口设施的保安符合国际标准，从而提高全球航运业的安全和保障。
国际船舶和港口设施保安规则ISPS规则
国际船舶和港口设施保安规则ISPS规则前言国际船舶和港口设施保安规则（International Ship and Port Facility Security Code，简称ISPS规则），是国际海事组织（IMO）于2002年12月1日正式实施的。
它主要是为了保障海上贸易的安全，预防海上恐怖袭击等事件的发生，维护海洋安全及环保事业。
ISPS规则的背景1979年，由于以色列在地中海遭恐怖分子袭击的事件，使得国际海事组织开始关注和探讨船舶及港口设施的保安问题。
2001年9月11日，美国发生史上最大的恐怖袭击，使得全球对船舶和港口设施保安问题的关注度进一步提高。
此后，IMO在2002年12月1日通过了《国际船舶和港口设施保安规则》。
这是国际海事组织继海上防撞规则（COLREG）和海上危险品规则（IMDG）之后实施的又一项重要的国际规则。
ISPS规则适用范围ISPS规则适用于满足以下条件的船舶和港口设施： - 进出载运超过500吨重的国际航行的船舶； - 需要去往与之保持接触的另一批次港口的船舶； - 负责管辖上述船舶的港口。
ISPS规则包括哪些内容？ISPS规则主要包括以下三个部分： 1. 船舶安保计划制定与实施； 2. 港口设施安保计划制定与实施； 3. 船舶与港口设施的安保检查。
其中，船舶和港口设施的安保计划，应当相互协调和通知。
ISPS规则的主要内容船舶安保计划船舶安保计划是指规定了在不同情况下，如何保证船舶安全、如何预防和应对安全问题、船舶保安组建和培训计划、船舶保安组与泊位保证行动的协调等方面的计划。
港口设施安保计划港口设施安保计划是指综合考虑港口的各个方面问题，制定安保计划，以尽可能防止和预测可能发生的恐怖事件并迅速应对。
安保检查安保检查是指船舶和港口设施在确保安全的前提下，进行一系列的安全检查，以防止可能的恐怖袭击。
ISPS规则的作用ISPS规则的实行，对于保障海上安全、维护海洋环境和贸易也发挥了很大的作用。
根据国际船舶和港口设施保安规则(ISPS规则)
和管理方针和程序的缺陷。 ISPS B8.10指出：
1）安全与保安措施之间的矛盾； 2）船上正常职责与保安任务之间矛盾； 3）船员工作负荷的影响； 4）保安培训缺陷； 5）保安设备和系统，包括通讯系统的问题
CCS上海规范所
定义
保安评估
• 保安事件：
系指威胁船舶（包括海上移动平台）、船 员、乘客、船上备品和货物的保安，或港 口设施保安的任何蓄意的可疑行为。
保安评估
船舶保安评估
根据《国际船舶和港口设施保安规则》（ISPS规则）
CCS上海规范所
保安评估
1、船舶保安评估概念
CCS上海规范所
保安评估
船舶保安
保安，即安全防范，其定义如下： “作好准备与保护，以应付攻击或避免受害，从而
使被保护对象处于没有危险、不受威胁、不出事 故的安全状况。”
船舶保安：
“作好准备和部署并予以保护，以应付非法行为的 攻击或避免损害，从而使船舶在各营运状态处于 没有危险、不受威胁、不出事故的安全状况。”
CCS上海规范所
保安评估
船舶保安评估内容
SSA应包括现场保安检验，和至少包括以 下要素（ISPS A8.4)：
1、确定现有保安措施、程序和操作； 2、确定并评价应予重点保护的船上关键操作； 3、确定船上关键操作可能受到的威胁及其发生的可
能性，以确定并按优先顺序排定保安措施；和 4、确定基础设施、方针和程序中的弱点，包括人为
编制工作表，调查船舶关键操作、区域等现有保安措施； 在假设现有保安措施适当的情况下，可能存在的威胁，对
船舶的风险，作出主观判断。 制定船舶保安检查表，实施，并评价现有保安措施是否能
把威胁控制在可接受的程度。 识别船舶保安措施、操作中的薄弱环节，制定措施或计划，
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5《国际船舶安全营运和防止污染管理规则》 （ISM Code） International Management Code for Safe Operation of Ships and for Pollution Prevention，ISM Code
ISM 规则由16条组成，包括： 9. 不符合规定的情况 1. 总则 10. 事故和险情报告和分析 2. 安全和环境保护方针 11. 船舶和设备维护 3. 公司的职责和权力 12. 文件、公司审核、复查和评价 13. 发证和定期审核 4. 指定人员 14. 核发临时证书 5. 船长的责任和权力 15. 审核 6. 资源和人员 16. 证书格式 7. 船上操作方案的制定 8. 应急准备
公约的主要内容
公约
附则
公约的主要内容
公约附则
• • • • • • • • • • • • Ⅰ Ⅱ Ⅲ Ⅳ Ⅴ Ⅵ Ⅶ Ⅷ Ⅸ Ⅹ Ⅺ Ⅻ 总则（检验与证书）； 构造（分舱与稳性、机电设备/防火、探火和灭火）； 救生设备与装置； 无线电通信； 航行安全； 货物装运； 危险货物装运； 核能船舶； 船舶安全营运管理； 高速船的安全措施； 加强海上安全的特别措施/加强海上保安的特别措施； 散货船安全附加措施。
一. 与海上安全及保安有关的主要公约和规则
《1974年国际海上人命安全公约》（SOLAS 1974） 《1978年海员培训、发证和值班标准国际公约》（ STCW 1978） 《1972年国际海上避碰规则公约》（COLREG 1972）
《1979年国际海上搜寻和救助公约》（SAR 1979） 《国际船舶安全营运和防止污染管理规则》 （ISM Code） 《国际船舶和港口设施保安规则》（ISPS Code） 其他有关安全的公约和规则
4. 《1979年国际海上搜寻和救助公约》 （SAR 1979） International Convention on Maritime Search and Rescue, 1979
公约的主要内容
• • • • • •
附则部分经修改后共有五章： 第一章，名词与定义 第二章，组织与协调 第三章，国家间的合作 第四章，操作程序 第五章，船舶报告制度
二. 国际海事组织有关防污染方面的公约和规则
《经1978年议定书修订的1973年防止船舶造成污染公约》 （MARPOL 73／78）
《1990年国际油污防备、反应和合作公约》 （OPRC 1990） 其它防污公约和规则
与海上安全及保安有关的主要公约和规则 《1974年国际海上人命安全公约》 （SOLAS 1974） The Int. Convention for the Safety of Life at Sea
ISPS规则的实施对航运业的影响 • • • • 导致公司成本的增加； 增加船舶营运风险； 加大船舶安全管理难度； 增加船员调配的难度。
二 国际海事组织有关防污染方面的公约和规则
• 《经1978年议定书修订的1973年国际防止船舶造 成污染公约》 • 《1990年国际油污防备、反应和合作公约》 • 《1969年国际干预公海油污事故公约》
3.《1972年国际海上避碰规则公约》 （COLREG 1972） Convention on for Preventing Collisions at Sea，1972，COLREG 1972
公约的主要内容
公约
附则
公约的主要内容 • 公约附则——即避碰规则是公约的核心内容。该规则共分5 章38条，外加4个附录。 • 第一章为总则 • 第二章是驾驶和航行规则 • 第三章为号灯号型 • 第四章为声响和灯光信号 • 第五章为豁免条款 • 4个附录分别为：号灯和号型的位置和技术细节；在相互邻 近处捕鱼的渔船额外信号；声号器具的技术细节；遇险信号
2. 《1978年海员培训、发证和值班标准国际公约》（ STCW 78） International Convention on Standards of Training, Certification and Watch keeping for Seafarers, 1978
STCW 78/10公约主要内容
1《经1978年议定书修订的1973年防止船舶造成污染 公约》 （MARPOL 73／78） International Convention for the Prevention of Marine Pollution from Ships, 1973 as modified by the Protocol of 1978 relating thereto (MARPOL 73/78)
公约
附则（A，B两个部分）
STCW 78/10公约主要内容 • • • • • • • • • 2010年修正后的STCW 附则共有八章。其中： 第I章 总则 第II章 船长与甲板部 第III章 轮机部 第IV章 无线电通信和无线电人员 第V章 特定类型船舶的船员特殊培训要求 第VI章 应急、职业安全、医护和救生职能 第VII章 可供选择的发证 第VIII章 值班
MARPOL 73/78公约各附则的生效情况
ISM规则的主要内容
ISM规则的主要内容 • ISM规则的目标是：
– 保证海上安全，防止人员伤亡，避免对环境，特
别是海洋环境造成危害以及对财产造成损失。
6《国际船舶和港口设施保安规则》 （ISPS Code） International Ship and Port Facility Security Code
ISPS 规则产生背景
ISPS规则的产生
与海盗猖獗有关。 因“9.11”事件而 加速形成。
ISPS规则的实施对航运业的影响 • • • • • • • 增强海运人员恐怖的保安意识； 有效遏制海上恐怖活动的发展； 促进船舶安全管理体现中各项治安措施的实施； 有助于保安通信系统的建立； 促进船港之间的信息交流； 有利于船员掌握不同保安等级下的保安措施； 增强船舶抗保安风险的能力。