Today, the obligation of ensuring the safety of ship and port facilities has become mandatory. Yet, its scope is limited, as it merely pertains to the security of a link in the chain of ports. The subject we discuss in this document relates to the intricate dynamics within the partnership between different companies in a port area with respect to safety and security. We are interested in upgrading the logistics of Port Secure Areas and their operational management across the extended enterprise concept in a port area, which comprises shippers, handlers, owners, management and a set of distributors who are in contact with their customers.
At the beginning of this study, we will examine the reasons for the establishment of heavily secured areas for ports. In the second step, we aim to identify the main actors operating in such secure areas and to identify associated goals. To achieve the aims of the study, we conducted a survey of managers and professionals at various scales in order to analyze and describe the game players and to determine possible criteria for our choice of location.
The principle of port security is not new; however, it was not an issue that attracted much attention until September 11, 2001. In the aftermath of the attacks in New York, and once it was realized that 80% of world trade in goods occurs via sea, the issue of security in ports gained prominence overnight. Thus, we can say that September 11 was a catalyst for reform.
The challenge of ensuring the safety of ship and port facility is paramount for goods that are destined for the United States. However, the scope remains limited since it is the security of a link in the supply chain port interface (shore to ship). Thus, any weak link in the organization is likely to unbalance the whole. It is necessary therefore to ensure safety and security among all components of each link and between all links in the chain.
The "International Ship and Port Facility Security Code" or the ISPS regulation was developed by the International Maritime Organization following the attacks of September 11, 2001.Scholars of international maritime law, the Americans in particular, wanted to optimize the protection of ships and port areas against malicious acts or terrorism. Applicable since July 1, 2004 in all ports in the world, the code is for the following types of vessels engaged on international voyages: passenger ships, including high speed passenger craft; loading vessels, including high speed craft bearing cargo with a gross tonnage equal to or greater than 500 units and mobile offshore drilling units. The port facilities serving such ships are also subject to the ISPS standards."The International Association of Ports and Harbors" (IAPH) unites 230 ports in 90 countries. The association estimates that 90% of its members meet these new security and safety rules.
[...] Note that the waiting time on the ocean gate terminal exceeds an average of 1 hour 30 min. Wait times were relatively lower than 30 minutes. With respect to failures, the reasons why drivers are turned away is due mostly to an administrative problem related to the forwarder or computer system (not tilted container in the system, container not declared defective terminal . However, sometimes the problem comes from the customs when the container is not cleared. The assault rate is quite low and rather concentrated on the flights of goods and equipment. [...]
[...] The safety and security of port areas Today, the challenge of ensuring the safety of ship and port facility security has becomes mandatory. However, it remains limited since it is the security of a link in the supply chain port. Our subject is, is to study the safety and security in partnership relations between the different companies in a port area. We focus on the enhancement of logistics Aires Port Secure and operational management through the concept of extended enterprise in a port area, composed of shippers, handlers, owners, management and a set of distributors in contact with their customers. [...]
[...] To comply with this new code, the commercial port will be closed. A dozen surveillance cameras will be installed. A filtering system that people have the right to enter the port area will also be introduced. Countries that do not comply with the ISPS Code effective July may be excluded from international trade. Therefore, the challenge of ensuring the safety of ship and port facility is required for goods which were destined for the United States, but remains limited since it is the security of a link in the port supply chain (shore-ship interface). [...]
[...] The association estimates that 90% of its members meet these new security and safety rules. Of the 206 approved ports in 45 countries, there are 7 standard ports in the U.S in Iran (mostly oil sites) in Japan, six in China and 20 in the Philippines. In Europe, the United Kingdom is the first in the list, and boasts of 22 approved ports, and Spain and France 9 and 4 respectively (Le Havre, Marseilles, Bordeaux, Nantes). As for Germany, Denmark and Belgium, each of these countries have a port rule (Hamburg, Antwerp and Aarhus). [...]
[...] Subject to an obligation to respect for their breaks, they have at their disposal three parking lots located along highways or busy roads or in the heart of the terminals (OPT, TDF). The space will be secured through a video surveillance system with permanent data logging and human presence and 24/7, an enclosed site with intruder alarm system and night vision lighting, and device access control entry. 3-4 Study location: port of Le Havre We used the results of our search to locate a parking area on a major traffic area and concluded that it must be outside the industrial areas at risk. [...]
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