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Security

Inspections and Enforcement

Harbour Masters may be recognised as the competent authority in the enforcement of port maritime and nautical legislation and therefore may have legal powers. Powers that they exercise in the enforcement of laws or port bylaws may include powers of inspection and detention. Harbour Masters should be fully aware of the extent of their powers and under which legislation they apply.

Detention of vessels

Harbour Masters may have powers to detain a vessel and will be consulted when a vessel detention is considered.

Port state control

Some countries may give port state control duties to Harbour Masters.

Stores and crew

When a ship enters a port, it must declare to the customs organisation, at least 24 hours before arrival, the cargo (cargo manifest), the stores on board and the belongings of the crew. Similarly, the passenger and crew list has to be sent to the immigration office before arrival. This is regulated by the IMO Convention on Facilitation of International Maritime Traffic (IMO FAL convention). During the stay in port, a ship can take on stores, discharge waste, change crew and disembark or embark passengers. All these operations have to be declared to the customs and the immigration authorities, both of which will need to give clearance before the ship departs.

Dangerous goods authority

The IMO’s International Maritime Dangerous Goods Code governs the carriage of dangerous goods by ships. The handling of dangerous goods on port premises is governed by national regulations. The handling of dangerous goods is part of the day-to-day business of ports and depending on local arrangements may be the Harbour Master's responsibility. While some ports or terminals are specialised in handling dangerous goods in bulk, the majority of ports and terminals may handle dangerous goods in smaller packaged quantities.

The safe stowage of dangerous goods on board ships as well as on terminal premises has to be controlled. Risk assessments have to be conducted and proper response strategies have to be developed in co-operation with, for instance, the fire brigade and handling terminals.

The International Ship and Port Facility Security Code (ISPS Code)

In the past, port security was concerned with deterring theft, the passage of illegal immigrants and countering smuggling and contraband. Some smaller ports had no security measures of any significance. Other, larger ports, had their own security personnel.

In other countries, ports were considered military installations and security was an integral part of their management.

This changed in the light of the 9/11 attacks in the USA in 2001. The International Ship and Port Facility Security Code (ISPS Code) was agreed in 2002, came into force in 2004, and is a comprehensive set of measures to enhance the security of ships and port facilities based on risk management that determines what security measures are appropriate.

The International Ship and Port Facility Security Code (ISPS Code) is intended to provide improved protection from terrorist attacks for all port facilities receiving seagoing ships larger than 500 Gross Ton on international routes.

The ISPS Code, the 2012 Guide and other IMO publications are available for purchase at IMO's Catalogue & Book Code List.

ISPS, PSO and PFSO

In many ports the Harbour Master is also the Port Security Officer (PSO) and members of the marine team may be Port Facility Security Officers (PFSOs) and have obligations under the ISPS Code. Many ports have facilities within their area of jurisdiction and these facilities will have their own Security Plans. Irrespective of whether the Harbour Master is the port security officer or not, he or she will need to be fully aware of the requirements of the ISPS code as it applies to their port and will be involved in developing, implementing and monitoring Port Security Exercises and audits from time to time.

The Antwerp Port Authority has introduced a game with a difference, an on-line tool that seeks to create security awareness in a port as port users learn how they can make their own individual contribution towards a more safe and secure port in an entertaining way. The on-line port security game will make port users aware of their responsibility to report suspicious situations, take the correct actions and inform the right people. You can play the game on the website of the Port of Antwerp. It is also available for download on the iTunes App store for free.

  • A port facilities security handbook can be accessed here.
  • Port facility security documents may be adapted from example templates here.

 

 

Latest News & Events

Work is well advanced with our Congress two months away.

For the first time we have held a Young Maritime Professionals’ Innovation Pitching Competition and we introduce here below the six finalists with their names, positions, organisations and Linkedin profiles

The competition is sponsored by Svitzer

 

An Automated Future

Kayode Akinrinlola

Business Excellence Officer, Associated British Ports

https://www.linkedin.com/in/kayode-akinrinlola-96309b110/

https://www.linkedin.com/company/associated-british-ports/

 

Modern Sextant

Nick Bonser

Senior Advisor Nautical & Hydrography

Australian Maritime Safety Authority

https://www.linkedin.com/in/nbonser/

https://www.linkedin.com/company/australian-maritime-safety-authority/

 

Risk Management & Modelling for MASS

Ricky Rouse

Marine Pilot – Newcastle, Port Authority of New South Wales

https://www.linkedin.com/in/rickyrouse/

https://www.linkedin.com/company/portauthoritynsw/

 

Integration of Existing Quayside Equipment into the Automated Port

Jay Stephens

Project Engineer, Fendercare Marine

https://www.linkedin.com/in/jay-stephens-503375131/

https://www.linkedin.com/company/fendercare-marine/

 

Port Integrated Intelligence

Isabel Waterfall

Marine Operations Officer Apprentice

and

Matt Rattenbury

Port Marine Operations Officer, Associated British Ports

https://www.linkedin.com/in/isabel-waterfall-308b70133/

https://www.linkedin.com/in/mathew-rattenbury-amni-303024162/

https://www.linkedin.com/company/associated-british-ports/

Relationship between recreational navigation and commercial or fishing ports is complex. Recreational vessels sometimes operate and berth in locations that are not ideal from the point of view of the integrated management of the coastal zone.

Interactions and conflict

Different uses and different interests on coastal segments can cause conflicts and risks that are difficult to manage. Sometimes a portion of an existing fishing, industrial or commercial port is converted to recreational boating use. This may happen as a result of specific intent within the context of a long-term port master plan, but sometimes is only a spontaneous response to the demand by recreational activities. Especially in the latter case, interactions between different kinds of traffic may lead to conflicts and may also cause unsafe and/or unsustainable situations.

Minimising potential conflict

The aim of this report is to identify best practice recommendations for the operation, planning and design of recreational navigation to minimise potential conflicts with other types of traffic and seek a new approach to positive synergies with fishing communities.

Here the intention is to generally assess the cause and effects of these conflicts, analyse data relative to accidents between recreational and commercial vessels, and to present case studies that illustrate some of the general trends, in order to reach useful conclusions.

Role of Harbour Master/ Port Operations Professional
Security
Port Call Optimisation
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Vessel Traffic Services
Safety
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Emergency Management
Environment

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The Smart Ports Summit, 19-20 February 2020, brings together the experts and innovators who are addressing the real need for optimatision of global supply chains and ports to secure fast and efficient movement of goods, manage mega vessels and meet sustainability targets.
Shippers have become increasingly frustrated with lack of visibility, communication, modern equipment and technology at port hubs. Problems often arise whereby a full logistics team is not ready to receive a vessel; leading to unnecessary delays with transporting goods to their final destination.
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To overcome these difficulties, ports and their supply chains are transforming into smart port ecosystems. Key to embracing this change is the adoption of data-sharing, transparency, collaboration, fast and well-connected software and corresponding cyber security protections.

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The pioneers behind the Just om Time Concept at the Port of Hamburg have chosen the Smart Port Summit as the venue to announce their results. Created by Wärtsilä, HVCC Hamburg Vessel Coordination Center and Carnival Maritime - the findings from these innovative stakeholders will be presented for the first time at the Summit.
Join us at the Smart Ports Summit this February to find out how the marine industry is adapting to customer demands and paving the way to a new, faster approach to handling vessels and cargo.

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Ports are having to react quickly to changes in the shipping supply chain. With lots of mergers and acquisitions in the container industry, and increased growth in the cruise sector, there is steep competition to attract vessels, particularly on popular trade and tourist routes.
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This year Smart Ports Summit Barcelona will be launching at the Smart City World Expo between 19-20 November 2019. Run in collaboration with the Port of Barcelona, the conference will be a meeting point for the entire supply chain to address topics around optimisation of operations and long-term integration of technologies enhancing existing processes and networks.

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  • Lionel Chatelet, VP IT Transformation - Managing Director, CMA CGM
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Latest News & Events

PIANC WG 147 Guidelines for Managing the Relationship between Recreational Navigation and Commercial Ports A new publication from PIANC By the PIANC RecCom Working Group 147

Relationship between recreational navigation and commercial or fishing ports is complex. Recreational vessels sometimes operate and berth in locations… FIND OUT MORE

Latest News & Events

Work is well advanced with our Congress two months away.

For the first time we have held a Young Maritime Professionals’ Innovation Pitching Competition and we introduce here below the six finalists with their names, positions, organisations and Linkedin profiles

The competition is sponsored by Svitzer

 

An Automated Future

Kayode Akinrinlola

Business Excellence Officer, Associated British Ports

https://www.linkedin.com/in/kayode-akinrinlola-96309b110/

https://www.linkedin.com/company/associated-british-ports/

 

Modern Sextant

Nick Bonser

Senior Advisor Nautical & Hydrography

Australian Maritime Safety Authority

https://www.linkedin.com/in/nbonser/

https://www.linkedin.com/company/australian-maritime-safety-authority/

 

Risk Management & Modelling for MASS

Ricky Rouse

Marine Pilot – Newcastle, Port Authority of New South Wales

https://www.linkedin.com/in/rickyrouse/

https://www.linkedin.com/company/portauthoritynsw/

 

Integration of Existing Quayside Equipment into the Automated Port

Jay Stephens

Project Engineer, Fendercare Marine

https://www.linkedin.com/in/jay-stephens-503375131/

https://www.linkedin.com/company/fendercare-marine/

 

Port Integrated Intelligence

Isabel Waterfall

Marine Operations Officer Apprentice

and

Matt Rattenbury

Port Marine Operations Officer, Associated British Ports

https://www.linkedin.com/in/isabel-waterfall-308b70133/

https://www.linkedin.com/in/mathew-rattenbury-amni-303024162/

https://www.linkedin.com/company/associated-british-ports/

Relationship between recreational navigation and commercial or fishing ports is complex. Recreational vessels sometimes operate and berth in locations that are not ideal from the point of view of the integrated management of the coastal zone.

Interactions and conflict

Different uses and different interests on coastal segments can cause conflicts and risks that are difficult to manage. Sometimes a portion of an existing fishing, industrial or commercial port is converted to recreational boating use. This may happen as a result of specific intent within the context of a long-term port master plan, but sometimes is only a spontaneous response to the demand by recreational activities. Especially in the latter case, interactions between different kinds of traffic may lead to conflicts and may also cause unsafe and/or unsustainable situations.

Minimising potential conflict

The aim of this report is to identify best practice recommendations for the operation, planning and design of recreational navigation to minimise potential conflicts with other types of traffic and seek a new approach to positive synergies with fishing communities.

Here the intention is to generally assess the cause and effects of these conflicts, analyse data relative to accidents between recreational and commercial vessels, and to present case studies that illustrate some of the general trends, in order to reach useful conclusions.