Notesale: Turn your study into money

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MAR144                                                                      Assignment  1                                                                Student  No
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12400122
Submission date: 14 March 2016
Unit leader: Dr Andrei Kuznetsov

Textual body word count: 2 1989

 

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- Notable conventions…………………………………………
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1
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4
2
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– SOLAS………………………………………………………
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2
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- The ISPS Code……………………………………………
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0
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4
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- The Code in practice: port of Hong Kong………………………
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…7

6
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– Discussion……………………………………………………
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– References…………………………………………………
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1
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…11
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– General references…………………………………………
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13

List of figures
Figure 1
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…5
Figure 2
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Table 1
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9
 
 
 
 
 

 

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and G
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d
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3)
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Essentially, a port must act as an intermediary between
maritime and terrestrial transportation systems and exists solely to satisfy its clients
and interest groups (Christopher 2015, p
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Functions often occur outside the
formally defined port perimeters but within its scope of responsibility, i
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warehousing, container yards, maintenance providers, supply services, transhipment
points, etc
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4)
...
While no enterprise in this environment wish to disregard
or overlook growing issues or needs, the port must continue to operate and thrive to
support stakeholders and clients as economies depend greatly on continued
operational efficiency
...
20-22)
...


2
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– Notable conventions
Traditionally, private-sector activities that intersect with public safety have been
subjected to government intervention
...

However, the substantial significance of certain infrastructure provisions, man-made
or not, has become a supplementary driving force for public policy
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11-13)
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2
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– IMOC
The 1948 International Maritime Organization Convention established a United
Nations agency with consultative status, specifically focused on maritime issues
...
The IMO recommend
several Conventions, Codes and protocol that ultimately have had the most profound
impact on port and ship operations (Edgerton 2013, p
...
Specifically the 1974
International Convention for the Safety of Life at Sea and its Protocol of 1978
(SOLAS) endorsed by the IMO, which set out compulsory guidelines for Contracting
Governments
...
e
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2
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– SOLAS (74/78)
The SOLAS Convention appears to be of the most extensive impact in its role as the
primary treaty governing security and safety in the maritime industry
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17)
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2
...
1
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Its innovative requirements to formulate facility security plans (Section
16
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1, Part A) (Edgerton 2013, p
...

Though marginally covering crisis management and fully neglecting issues of
aftermath procedures and recovery, the Code provides methodical guidance on
maritime security
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in the development of channels to gather and collate relevant information, detailed
security plans, procedures related to the different security levels and implement these
through the establishment of security related roles
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677-78)
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0
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674)
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(1)
Respond to commercial needs and (2) provide a safe and secure harbour for
operations and trade
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Thus, what used to be considered an overhead expense is
currently a value-added business component that increases profits through mitigation
of harm-associated costs (Christopher 2015, p
...

Figure 1
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Willis and Ortiz identified three connected strategies for securing and strengthening
the global supply chain
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We
will examine how (2) is a result of (1) and its implications with regards to operational
competitiveness in the port of Hong Kong
...
0
...
The governor, whom the Port Development Board report to, was
transferred from Downing Street in order to safeguard the incorruptibility of high
priority

decision-making

and

mirror

Britain’s

many

successful

policy

implementations
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114-17)
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675)
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Following an Ordinance of
implementation issued by the Hong Kong Special Administrative Region of the
People’s Republic of China in June 2004, detailed and practical implementation
provisions novel to the region were devised (Christopher 2015, p
...
For instance,
Chap
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675)

 

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1
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682-83)
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Future responsiveness to commercial requirements had to be guided
by a supplementary security conscious entity in order to ensure the paramount
objective of providing a safe and productive port environment (Christopher 2015,
p
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This body were to be appointed as a DA, locally identified as the Marine
Department (HKMD), with an administrative support structure and an established
legal framework
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In instances where there is either a heightened (L2) or exceptional, probable or
imminent (L3) security risk indicated in the three-tier security level system the
HKMD must provide security guidance and necessary instructions on special
operating procedures under circumstances other than those under normal operations
(L1) as set out in Ports Facility Security Plans (PFSP), similarly to the guidelines in
Section 1
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677-80)
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PFSA and PFSP approval procedures
The apparently protracted

 

Source: PASAC, 2003a

 

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12)
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And these aspects must not be undercut considering that both are directly bound to
cost regulation and port efficiency (Stopford 2009, p
...
This makes two major
problems apparent, performance and cost
...
An interviewee at the
Port stated that a balance between security and efficiency might be achieved by
applying measures that are satisfactory yet inept to jeopardise performance
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This program featured state-of-the-art scanning
technology, exemplifying the Ports embodiment of Willis and Ortiz’ SC strengthening
strategy (3) (Ng and Vaggelas 2012, p
...
He added that in some cases, security
measures in high volume commodity or passenger transit cause delay and congestion
that influence SC performance (Ng and Vaggelas 2012, p
...
Moreover, security
measures like access restriction, ID checks and conveyance inspections are vital
aspects of port security due to a ports modern criticality and complexity
...
And recognising these arguments means embracing commerceslowing routines that limit flexibility, cause congestion in and around the port and
might ultimately play into radicals’ plans to inhibit commerce and inflict economic
harm (Christopher 2015, pp
...

In financial terms the implementation of such a costly policy have varying impacts
...
Thus, creating market distortion by way of a cost advantage (Mahoney,
2016)
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governmental subsidy
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690-91)
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Operational results (1999-2005)

A natural consequence of progressing technology and an increasingly well-educated
workforce is improved performance in cost-regulation and efficiency
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It should, at this point, be noted that the Port’s application of the Code merely meets
required standards with limited additional measures as facility operators wish to limit
certain expenses
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690)
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17-18)
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measures were unnecessary and would cause no positive economic impact (Ng and
Vaggelas 2012, p
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The notion that an arriving ship’s security is only as good as the security at the
previous port of call (Christopher 2015, p
...
Therefore, the Code aids the Ports competitiveness in the
eyes of security-conscious traders
...

Underdeveloped countries, in terms of economic state and infrastructure, tend to have
a less developed port-state regulatory framework as well (Edgerton 2013, p
...

Concerns regarding what may constitute as a “safe port” in legal terms may lead to
less trading traffic where common security requirements are neglected (Steamship,
2016)
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7
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– Conclusion
On balance, it appears that an ISPS Code implementation is a challenging endeavour
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Ports
competitiveness is fully dependant on responding to costumer needs and a
combination of global interdependence, growing threats, extraordinary asset value and
a highly competitive port environment make security measures an imperative part of
appealing to the market
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MAR144                                                                      Assignment  1                                                                Student  No
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0
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1
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Copy available at:
http://cil
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edu
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pdf
The 1974 International Convention for the Safety of Life at Sea and its Protocol of
1978
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Copy available at:
https://treaties
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org/doc/Publication/UNTS/Volume%201184/volume-1184-I18961-English
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Copy available at: http://www
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com/Downloads/International%20Conventions/ISPS%20Code
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8
Part A, Section 17
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8
8
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– General references
CHRISTOPHER, K
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Port Security Management
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Boca Raton: CRC
Press
EDGERTON, M
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A practitioner’s guide to effective maritime and port
security
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Report of the maritime safety committee on its seventy-ninth session
(viewed 7 February 2016) Available from:
https://www
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com/doc/7002066/4/Assessment-of-acceptability-ofconsignments-for-safe-shipment

 

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MAR144                                                                      Assignment  1                                                                Student  No
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Statistical Tables 1999
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Available from:
http://www
...
gov
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pdf
MARDEP, 2001
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Hong Kong: Department of Marine
(Viewed 11 March 2016)
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mardep
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hk/en/publication/pdf/2001
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Statistical Tables 2004
...
Available from:
http://www
...
gov
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pdf
MARDEP, 2005
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Hong Kong: Department of Marine
(Viewed 11 March 2016)
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mardep
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hk/en/publication/pdf/portstat_ast_2006
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ISPS Code & IMO Conventions (viewed 10 March, 2016)
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mardep
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hk/
MAHONEY, D
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The EU is about to crucify the UK’s thriving ports
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co/the-eu-is-about-to-crucify-the-uks-thrivingports/

NG, A
...
, 2012
...
In: Talley, W
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Oxford: Blackwell Publishing, pp
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Minutes of the 1st Port Area Security Advisory Committee
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Available from:
http://www
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gov
...
pdf
STEAMSHIP MUTUAL, 2016
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Available from:
https://www
...
com/publications/Articles/Articles/Safe_Port
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STOPFORD, M
...
Maritime Economics
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Southport: Taylor & Francis Ltd
WILLIS, H
...
, 2004
...
Santa Monica: Rand Corporation
WONG, P
...
Hong Kong: Asia’s World Port
...
and Song, D
...

Asian Container Ports; Development, Competition and Co-operation
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113-129

Appendix I
Calculations:
I
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Total vessel arrivals
Year Ocean
Ocean
cargo
passenger
vessels
vessels
1999 35 140
+ 2 430
2000 34 900
+ 2 780
2001 34 660
+ 2 700
2002 32 830
+ 2 790
2003 32 780
+ 3 010
2004 32 540
+ 3 360

+
+
+
+
+
+

River
cargo
vessels
115 330
119 180
116 190
119 520
119 480
117 540

+
+
+
+
+
+

River
passenger
vessels
59 930
59 810
61 200
63 340
62 790
71 980

Total vessel
arrivals
=
=
=
=
=
=

212 230
216 670
214 740
218 480
218 060
225 420

Source: Mardep, 1999 and 2004

II
...
By adding number of berthing hours per vessel together and
dividing comprised number of berthing hours by number of variables we get the
average laytime
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Average laytime (Ocean vessels)
Year

Number of collective
berthing hours

2001
1 278
2004
1 128
2005
1 106
Source: Mardep, 2001, 2004, 2005
•
 

/
/
/

Number of different
ocean vessel categories
that were clocked
23
24
25

Yearly
average
= 55,56
= 47
= 44,24

1999 average published (Mardep, 1999)
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