Detta examensarbete handlar om fartygsskydd och rollen som SSO på olika fartygstyper. Syftet med undersökningen var att ta reda på vilket sätt fartygstypen och fartområdet fartyget går i påverkar hur man ombord arbetar med fartygsskyddet och ISPS. Denna undersökning genomfördes under sommaren och hösten 2015 genom kvalitativa semistrukturerade intervjuer med SSO:erna på fyra fartyg av olika typ i olika fartområden. Fartygen i undersökningen består av ett kryssningsfartyg i oceanfart, ett tankfartyg i europafart, ett biltransportfartyg i oceanfart samt en färja i närfart. Resultatet av vår undersökning visar att det finns skillnader mellan både de undersökta fartygstyperna och fartområdena samt att detta påverkar hur de intervjuade SSO:erna uppfattar sin roll. Resultatet pekar på att den största skillnaden i organiseringen av fartygsskyddet finns mellan de två huvudtyperna av fartyg i studien, dvs. passagerarfartyg och lastfartyg, och att den skillnaden till stor del kan förklaras av besättningens storlek. / This thesis is about ship security and the role of the SSO on different types of vessels. The purpose of the survey was to find out how the ship type and trade area of the ship affects how the on-board work with security and ISPS is conducted. The study was carried out during the summer and autumn 2015 by making qualitative semi-structured interviews with the SSOs on four vessels of different type in different trade areas. The vessels in the survey consist of a cruise ship in ocean traffic, a tanker in European traffic, a car carrier in world-wide ocean traffic and a ferry in short voyage traffic. In the study it was concluded that there are differences between both the investigated vessel types and trade areas, and that this affects how the interviewees: the SSOs perceive their role. The result indicates that the largest difference in the organization of ship security is found between the two main types of vessels in the study, between passenger ships and cargo ships, and that this difference can largely be explained by the size of the crew.

O complexo porto/navio constitui-se em uma grande e intrincada rede de relações que abarca, desde manutenção/aprimoramento de instalações físicas até o uso dos mais sofisticados meios de gerenciamento e controle de pessoas e operações. Nesse contexto, as questões de segurança colocam-se como de fundamental importância para os sistemas portuários de vários países. Se isto já era um fato, essas preocupações assumiram maior força depois dos ataques terroristas em 11 de setembro, nos Estados Unidos. A preocupação com a segurança portuária encontrase explicitada em determinações da Organização Marítima Internacional (IMO). Dentre as medidas adotadas o Código Internacional para Proteção de Navios e Instalações Portuárias (Código ISPS ou ISPS Code) assume particular importância nas definições de procedimentos de segurança nos complexos portuários. Vem sendo adotado em cerca de 45 mil embarcações, 15 mil portos e instalações portuárias de 162 países signatários, entre os quais o Brasil.O prazo limite para sua implantação nos países signatários foi 1º de julho de 2004. Para implementar medidas de proteção do ISPS Code, o governo brasileiro aprimorou o Plano de Segurança Pública Portuária Brasileira (PSPP), com o objetivo de adotar medidas para intensificar o controle de cargas, veículos e pessoas na \"interface cais-navio\", como medida preventiva de proteção em função do aumento do risco de atentados terroristas. Além disso, visa melhorar a operação portuária e tornar os portos mais competitivos e seguros para o comércio exterior, setor em que representam peça fundamental na logística das operações. Nesse sentido, as operações portuárias devem ser ágeis, seguras e com fluxo contínuo de informações para garantir o desempenho e competitividade do comércio internacional do País. O transporte marítimo concentra mais de 90% do volume da movimentação de cargas internacionais do País e os portos acumularam, nos últimos anos, grandes investimentos, efetuados principalmente pela iniciativa privada. A junção das determinações do ISPS Code e do Plano de Segurança possibilitou a construção de um modelo de segurança para que os portos não percam cargas por falta de organização, e para garantir que os pontos críticos de segurança não representem obstáculos para o comércio internacional. Para melhor compreensão esta dissertação, detalha analítica e operacionalmente o modelo tecnológico adotado no porto de Santos para atender o sistema de segurança, em função de ser ferramenta fundamental para a organização de setores portuários. O trabalho, inicialmente, apresenta um breve histórico de medidas dirigidas ao setor portuário brasileiro após a extinção da Portobrás, destacando as relações entre normas de segurança internacional e normas brasileiras, definidas na implantação de um plano nacional de segurança de portos. A seguir, dada a complexidade do sistema portuário, são apresentadas as várias entidades que a ele se relacionam. Tendo como foco a segurança dos portos, o trabalho apresenta as várias normas que regulam a questão e analisa as tecnologias implementadas para integração dos vários subsistemas no porto de Santos, esse modelo tecnológico hoje é tido como referencial aos demais portos brasileiros, não devendo nada aos portos estrangeiros. / The complex port-vessel is set up in a really intricate relationship that involves not only maintenance and improvement of the premises, but also the most sophisticated ways of management and control of people and operations. In this context security is the fundamental factor to port systems in many countries. It became even more important after the terrorist attacks on September 11th in the USA. Determinations of the International Maritime Organization (IMO) explicitly showed that concern about port security and the security procedures of the ISPS Code (an international code for the vessel and port protection) were considered particularly important to all ports. About 45 thousands vessels and 15 thousands ports and port equipment of 162 signatory countries, Brazil included, have already been following these code procedures. The deadline for the adoption of this code by these countries was July 1st, 2004. In order to enhance the security elements included in the ISPS Code, the Brazilian government created the PSPP (Plano de Segurança Pública Portuária Brasileira), to implement new rules to intensify cargo, vehicles and people control in the dock-ship area, and also as a protective precaution due to the increasing risk of terrorist attacks. Moreover, all these rules will perfect port operations and make our ports more competitive and secure for foreign trade where the same rules play an important role in logistic operations. That is why port operations must be agile, secure and they must manipulate a fast information system to make the country foreign trade performance trustworthy and competitive. The maritime transportation comprises more than 90% of the amount of the international cargo movement in our country and huge investments have been made in the ports, mostly by private enterprises. The introduction of the ISPS Code and PSPP determination enabled the creation of a system of security which eliminates the risk of cargoes being lost in the port through the lack of organization and guaranteeing an acceptable safety level in all ports. To illustrate and expand on these issues, this essay will show analytical and operational details of the technological pattern of the port of Santos where the new security system is the fundamental tool to the port organization. At first this essay will present a brief summary of rules applicable to Brazilian ports following the elimination of Portobrás. It will point out the relationship between Brazilian and international security rules when they are used in the national level of security of ports. Secondly, due to the intricate port system, many related entities will be introduced. The essay will focus on the security of ports and it will show many rules that control them. It will provide an analysis of all the technologies applied to integrate the inner systems in the port of Santos. This technological pattern is currently the reference standard for other Brazilian ports and meets or exceeds those found in foreign ports.

O complexo porto/navio constitui-se em uma grande e intrincada rede de relações que abarca, desde manutenção/aprimoramento de instalações físicas até o uso dos mais sofisticados meios de gerenciamento e controle de pessoas e operações. Nesse contexto, as questões de segurança colocam-se como de fundamental importância para os sistemas portuários de vários países. Se isto já era um fato, essas preocupações assumiram maior força depois dos ataques terroristas em 11 de setembro, nos Estados Unidos. A preocupação com a segurança portuária encontrase explicitada em determinações da Organização Marítima Internacional (IMO). Dentre as medidas adotadas o Código Internacional para Proteção de Navios e Instalações Portuárias (Código ISPS ou ISPS Code) assume particular importância nas definições de procedimentos de segurança nos complexos portuários. Vem sendo adotado em cerca de 45 mil embarcações, 15 mil portos e instalações portuárias de 162 países signatários, entre os quais o Brasil.O prazo limite para sua implantação nos países signatários foi 1º de julho de 2004. Para implementar medidas de proteção do ISPS Code, o governo brasileiro aprimorou o Plano de Segurança Pública Portuária Brasileira (PSPP), com o objetivo de adotar medidas para intensificar o controle de cargas, veículos e pessoas na \"interface cais-navio\", como medida preventiva de proteção em função do aumento do risco de atentados terroristas. Além disso, visa melhorar a operação portuária e tornar os portos mais competitivos e seguros para o comércio exterior, setor em que representam peça fundamental na logística das operações. Nesse sentido, as operações portuárias devem ser ágeis, seguras e com fluxo contínuo de informações para garantir o desempenho e competitividade do comércio internacional do País. O transporte marítimo concentra mais de 90% do volume da movimentação de cargas internacionais do País e os portos acumularam, nos últimos anos, grandes investimentos, efetuados principalmente pela iniciativa privada. A junção das determinações do ISPS Code e do Plano de Segurança possibilitou a construção de um modelo de segurança para que os portos não percam cargas por falta de organização, e para garantir que os pontos críticos de segurança não representem obstáculos para o comércio internacional. Para melhor compreensão esta dissertação, detalha analítica e operacionalmente o modelo tecnológico adotado no porto de Santos para atender o sistema de segurança, em função de ser ferramenta fundamental para a organização de setores portuários. O trabalho, inicialmente, apresenta um breve histórico de medidas dirigidas ao setor portuário brasileiro após a extinção da Portobrás, destacando as relações entre normas de segurança internacional e normas brasileiras, definidas na implantação de um plano nacional de segurança de portos. A seguir, dada a complexidade do sistema portuário, são apresentadas as várias entidades que a ele se relacionam. Tendo como foco a segurança dos portos, o trabalho apresenta as várias normas que regulam a questão e analisa as tecnologias implementadas para integração dos vários subsistemas no porto de Santos, esse modelo tecnológico hoje é tido como referencial aos demais portos brasileiros, não devendo nada aos portos estrangeiros. / The complex port-vessel is set up in a really intricate relationship that involves not only maintenance and improvement of the premises, but also the most sophisticated ways of management and control of people and operations. In this context security is the fundamental factor to port systems in many countries. It became even more important after the terrorist attacks on September 11th in the USA. Determinations of the International Maritime Organization (IMO) explicitly showed that concern about port security and the security procedures of the ISPS Code (an international code for the vessel and port protection) were considered particularly important to all ports. About 45 thousands vessels and 15 thousands ports and port equipment of 162 signatory countries, Brazil included, have already been following these code procedures. The deadline for the adoption of this code by these countries was July 1st, 2004. In order to enhance the security elements included in the ISPS Code, the Brazilian government created the PSPP (Plano de Segurança Pública Portuária Brasileira), to implement new rules to intensify cargo, vehicles and people control in the dock-ship area, and also as a protective precaution due to the increasing risk of terrorist attacks. Moreover, all these rules will perfect port operations and make our ports more competitive and secure for foreign trade where the same rules play an important role in logistic operations. That is why port operations must be agile, secure and they must manipulate a fast information system to make the country foreign trade performance trustworthy and competitive. The maritime transportation comprises more than 90% of the amount of the international cargo movement in our country and huge investments have been made in the ports, mostly by private enterprises. The introduction of the ISPS Code and PSPP determination enabled the creation of a system of security which eliminates the risk of cargoes being lost in the port through the lack of organization and guaranteeing an acceptable safety level in all ports. To illustrate and expand on these issues, this essay will show analytical and operational details of the technological pattern of the port of Santos where the new security system is the fundamental tool to the port organization. At first this essay will present a brief summary of rules applicable to Brazilian ports following the elimination of Portobrás. It will point out the relationship between Brazilian and international security rules when they are used in the national level of security of ports. Secondly, due to the intricate port system, many related entities will be introduced. The essay will focus on the security of ports and it will show many rules that control them. It will provide an analysis of all the technologies applied to integrate the inner systems in the port of Santos. This technological pattern is currently the reference standard for other Brazilian ports and meets or exceeds those found in foreign ports.

Studiens syfte var att undersöka hur svensk Sjömansservices verksamhet utvecklats sedan två milstolpar, 2004 då ISPS koden trädde i kraft och 2007 när Sjömansservices verksamhet togs över av Sjöfartsverket från den tidigare myndigheten Handelsflottans Kultur- och Fritidsråd. Resultatet visar hur Sjömansservice verksamhet ser ut år 2016 och vad ISPS-koden och förflyttningen av verksamheten har betytt för Sjömansservice målgrupp; besökande sjömän. Kvalitativa intervjuer med representanter ur Sjömansservice ligger till grund för studien. Resultatet visar att sjömäns beteendemönster vid hamnbesök har förändrats. På grund av nya arbetsmoment går sjömän iland fler gånger per hamnvistelse, men under kortare tidsperioder. Detta mycket tack vara skiftarbete och nya arbetsmoment till följd av ISPS koden. Efter förflyttningen av verksamheten till Sjöfartsverket har man kunnat göra kostnadsbesparingar, till största delen på grund av nedskärningar i personalkostnader. Sjömansservice arbetar mycket i samarbetsform med kommuner, kyrkan och hamnar. Tillsammans arbetar man för att täcka upp välfärdsbehovet för sjömän i Sverige.

Captain is a key player for controlling the commercial shipping and has the major role in dealing with the occurrence and process of stowaway case. His decision on handling the stowaway is often complicated by the unnecessary legal issues if it is not following the normal process such as the violation of unlawful action on processing the stowaway issue. The stowaway case always has been a serious problem in commercial shipping. It often causes unnecessary legal issues for shipping owner and captain because of unwise decision from the ship captain. Since the occurrence of 911 terrorism in 2001, International Ship and Port facility Security Code (ISPS Code) has adopted more restrict security code on the prevention of stowaway, but it has indirectly resulted in the tendency toward underground and better organized shipping stowaway crime. This change has also provided guidance for captain¡¦s decision on the process of stowaway case. The present study illustrates two important stowaway cases occurred at Taiwan commercial shipping lines. One is related to liner, the Maersk Dubai, and the other is for tramp, the Well Pescadoies. The present study made comparison on both case handling processes and their treatments on stowaways and the problems of derived legal actions resulting from the unwise and unnecessary actions from the ship captains. The study adopted the person to person interview results and discussion with ship captains, literature search, and case legal documents for analyzing the possible process problem of stowaway associated with both cases. The present study summarized the precautionary approaches and guidance for ship owner and captain on the prevention of stowaway and the requirement of ISPSC code including related IMO convention, protocol, and regulation. Other main concerns are how to promote the shipping security including the duty of captain and the interests of shipping owner.

O presente trabalho de pesquisa demonstra o estágio atual de controle, monitoramento e registro da entrada e saída de pessoas e veículos em áreas controladas pela Alfândega da Secretaria da Receita Federal nos Portos Brasileiros, órgão máximo destacado segundo a constituição federal e a Lei 12.815 de 2013 para tal controle. Será apresentado o projeto de desenvolvimento do sistema BDCC Banco de Dados Comum de Credenciamento, sistema implantado pela Associação Brasileira de Terminais e Recintos Alfandegados ABTRA em atendimento à Portaria ALF/STS n.200 da Receita Federal do Porto de Santos que possibilitou um controle único dos acessos, com base nas portarias ALF/STS n. 73 e 200 e aperfeiçoou os processos aproveitando investimentos já realizados pelos Recintos Alfandegados no atendimento ao código internacional de proteção de navios e instalações ISPS CODE com o desenvolvimento dos sistemas SSPP, Supervia, DTe, PSP, SGTC e Portolog. / This research work demonstrates the current state control, monitoring and recording the entry and exit of people and vehicles controlled by the Customs Bureau of Internal Revenue in Brazilian Ports, the highest body highlighted áreas under federal Constitution and Law 12.815 of 2013 for such control highlighting existing systems installed using as case the Port of Santos. Will be presented the project BDCC Banco de Dados Comum de Credenciamento, system implemented by the ABTRA Brazilian Association Of terminals and Customs in compliance with Ordinance ALF/STS n.200 of Federal Revenue Port of Santos that enabled an unified control of the access based on the ALF entrances / STS n. 73 and 200 and optimized the processes leveraging the investments already made by Bonded precincts in meeting the international code of protection of ships and facilities ISPS CODE and the SSPP, DTe, PSP, SGTC and Portolog systems.

O presente trabalho de pesquisa demonstra o estágio atual de controle, monitoramento e registro da entrada e saída de pessoas e veículos em áreas controladas pela Alfândega da Secretaria da Receita Federal nos Portos Brasileiros, órgão máximo destacado segundo a constituição federal e a Lei 12.815 de 2013 para tal controle. Será apresentado o projeto de desenvolvimento do sistema BDCC Banco de Dados Comum de Credenciamento, sistema implantado pela Associação Brasileira de Terminais e Recintos Alfandegados ABTRA em atendimento à Portaria ALF/STS n.200 da Receita Federal do Porto de Santos que possibilitou um controle único dos acessos, com base nas portarias ALF/STS n. 73 e 200 e aperfeiçoou os processos aproveitando investimentos já realizados pelos Recintos Alfandegados no atendimento ao código internacional de proteção de navios e instalações ISPS CODE com o desenvolvimento dos sistemas SSPP, Supervia, DTe, PSP, SGTC e Portolog. / This research work demonstrates the current state control, monitoring and recording the entry and exit of people and vehicles controlled by the Customs Bureau of Internal Revenue in Brazilian Ports, the highest body highlighted áreas under federal Constitution and Law 12.815 of 2013 for such control highlighting existing systems installed using as case the Port of Santos. Will be presented the project BDCC Banco de Dados Comum de Credenciamento, system implemented by the ABTRA Brazilian Association Of terminals and Customs in compliance with Ordinance ALF/STS n.200 of Federal Revenue Port of Santos that enabled an unified control of the access based on the ALF entrances / STS n. 73 and 200 and optimized the processes leveraging the investments already made by Bonded precincts in meeting the international code of protection of ships and facilities ISPS CODE and the SSPP, DTe, PSP, SGTC and Portolog systems.

In this era, where international outsourcing and global distribution systems are thriving, providing the security of products in the logistic system is very crucial now. For corporates, it is highly vital to know how secure high-tech products and materials are handled, warehoused and transported as they move throughout the globe. Different international security standards have been introduced, two of which are TAPA FSR and ISPS. TAPA FSR (Freight Security Requirements) defines the smallest required security standards for goods travelling throughout the supply chain and the suitable approaches in keeping those standards. ISPS (International Ship and Port Facility Security) is another security standard which identifies the tasks of governments, shipping companies, shipboard personnel, and port/facility personnel to find security threats and take preemptive actions against security events influencing ships or port facilities used in global business. This research attempts to study the literature on security of transportation in supply chain. By comparing the requirements of TAPA FSR and ISPS, we aim to find their basic differences and to analyze to what extent the two standards respond to the crucial concepts of security in the supply chain. / Program: BSc in Industrial Engineering - International Business Engineering

Following terrorist attacks on twin towers in the USA and Limburg oil tanker in Yemen, theIMO has defined a supplementary chapter and an appendix named ISPS code to its SOLAS,to prevent similar events in maritime transportation. The ISPS code forces the ports, ships andall organizations, who work in marine industry, to keep their security gates more tightly. Thissituation affects involved parties in good and bad ways. Good impacts like increasing insecurity level, efficiency, effectiveness and competitiveness; and bad effects like increasing inannual costs, administration works and manning.This thesis is based on a study that was run by preparing an electronic questionnaire anddistributing among the Swedish ports to get first hand information about the ISPS codeimpacts on port and port activities. Through them it was found that the ISPS code achieved itsmain goal, which it has been described as less smuggling and less theft in Sweden; whileactually the ISPS is an anti terrorism regulation by its nature.On the other hand, the indirect impacts of the code have played an important role in itssuccess; therefore they have been reviewed as well. The ISPS code’s indirect impacts on portscan be summarized as its effects on efficiency, effectiveness, administration cost, serviceprice, profit, competitiveness, service level, customer satisfaction, damage occurring,documentation, manning , lead time and checking process. / Uppsatsnivå: D

<p>Med anledning av ISPS- kodens inträdande 2004 och personliga erfarenheter från fartyg och skyddsvaktsarbete har vi valt att fördjupa oss i ämnet portvaktens arbetsuppgifter. Vad vi har observerat sedan tidigare är att den allmänna uppfattningen bland ombordanställda är att portvakten är i vägen och det tar lång tid att komma till sin arbetsplats på fartyget.</p><p>Detta är en deskriptiv uppsats, där vi gjort en kvalitativ studie som bygger på intervju med vaktpersonal. Intervjun är sedan jämförd med de regler som finns för vakten i porten. Vi har avgränsat oss till att undersöka Göteborgs hamn, då denna var först i Europa att införa ISPS. Vi har intervjuat Magnus Rosenqvist, gruppchef på G4S i Göteborgs hamn. Detta har vi sedan jämfört med vad sjöbefälsstudenter på Högskolan i Kalmar har för erfarenheter och uppfattningar.</p><p>Vakten ansvarar för tillträdet till hamnområdet. Anledningen varför kontrollerna är så höga är för att upprätthålla hamnskyddet, inte fartygsskyddet. Vakten har samma ISPS- utbildning som resterande hamnpersonal, den utbildning en väktare måste inneha, men i Göteborgs hamn måste man dessutom vara skyddsvakt.</p> / <p>In connection with the ISPS- code's arising in 2004 and personal experiences from ships and security guarding, we have selected to deepen ourselves in the matter the gatekeeper’s duties. We have observed already that the general view among the vessel’s apployes, that the gatekeeper is in the way and it takes a long time to get to the workplace onboard the ship.</p><p>This is a descriptive essay, where we have done a qualitative study that builds on interview with local security personnel. The interview is then compared with the rules that are for the security guard in the gate. We have delimited ourselves to examining Gothenburg's port, because this is the first port in Europe to introduce the ISPS- code. We have interviewed Magnus Rosenqvist, squad commander at G4S in Gothenburg’s port. This result is then compared with the experiences and thoughts of students at Kalmar Maritime Academy.</p><p>The security guards are responsible for the access to the port area. The reason why the controls are so high is in order to maintain the port’s protection, not the ship’s protection. The security guard has the same ISPS education that all port personnel have, the education a general security guard must hold, but in Gothenburg’s port a security guard also must have a “skyddsvakt’s” education.</p>