International Ship and Port Facility Security Code

The International Maritime Organization (IMO) states that "The International Ship and Port Facility Security Code (ISPS Code) is a comprehensive set of measures to enhance the security of ships and port facilities, developed in response to the perceived threats to ships and port facilities in the wake of the 9/11 attacks in the United States". Development and implementation were sped up drastically in reaction to the September 11, 2001 attacks and the bombing of the French oil tanker Limburg. The U.S. Coast Guard, as the lead agency in the United States delegation to the IMO, advocated for the measure. The Code was agreed at a meeting of the 108 signatories to the SOLAS convention in London in December 2002. The measures agreed under the Code were brought into force on July 1, 2004. == Appointed officers ==

ISPS Code demands that every ship must have a Company Security Officer (CSO) and Port Facility Security Officer (PFSO) that will work alongside the Ship Security Officer (SSO) for security purposes. The CSO takes data from the Ship Security Assessment or Vessel Security Assessment to advise on possible threats that could happen on the ship. He will ensure that the Ship Security Plan (SSP) is maintained in an efficient manner by the SSO. Port Facility Security Officer (PFSO) is an officer employed by the port and designated as responsible for the development, implementation, revision, and maintenance of the port facility security plan and liaison with the port authorities, Ship Security Officer (SSO), and Company Security, Officer (CSO). The Ship Security Officer has full responsibility of the vessels security with the captain's approval as stated in chapter XI-2/8. The ISPS Code ensures that before the VSP is set in place that Vessel Security Assessments must be taken (VSA). The Vessel Security Plan must address every requirement in the Vessel Security Assessment. Ships that are prior to docking in port must immediately comply with all requirements for security levels that are determined by that contracting government. The alarm system works from the ship to administration ashore with transmitted signals that are communicated via satellite. and upwards, and mobile offshore drilling units) and the port facilities serving such ships. The Code does not apply to warships, naval auxiliaries, or other ships owned or operated by a contracting government and used only on government non-commercial service. == MARSEC levels ==

Maritime Security (MARSEC) levels were constructed for quick communication from the ship to the U.S Coast Guard for different levels of threats aboard or ashore. The three security levels listed below are introduced by the ISPS Code. MARSEC Level 1 is the normal level that the ship or port facility operates at on a daily basis. Level 1 ensures that security personnel maintain minimum appropriate security 24/7. Security level 3 must be set for a timed duration for the identified security incident. Although the security levels will change from security level 1 to security level 2 and to security level 3, it is highly possible for the security levels to change drastically from security level 1 to security level 3. ==National implementation==

Europe Europe has enacted the International regulations with EC Regulation (EC) No 725/2004 of the European Parliament and of the Council of 31 March 2004, on enhancing ship and port facility security. United Kingdom The UK has enacted The Ship and Port Facility (Security) Regulations 2004, (S.I.1495 of 2004) these bring the EU regulation 725/2004 into UK law. United States The United States has issued regulations to enact the provisions of the Maritime Transportation Security Act of 2002 and to align domestic regulations with the maritime security standards of SOLAS and the ISPS Code. These regulations are found in Title 33 of the Code of Federal Regulations, Parts 101 through 107. Part 104 contains vessel security regulations, including some provisions that apply to foreign ships in US waters. ==See also==