论船舶保安计划的实施

探讨了船舶保安计划(SSP)实施的重要性，船舶保安计划在实施中的工作重点、实施方法和可能存在的问题，并对此提出了实施建议。旨在帮助船舶保安员在新的国际规则实施后能正确处理船舶保安活动中出现的新问题，以确保船舶保安计划(SSP)在船上得到具体有效的实施。     

我在美国接受ISPS检查

随着ISPS规则在7月1日正式生效,全世界同时打响了对船舶实施ISPS检查大会战,美国海岸警备队加大了PSC在船舶ISPS保安检查和控制方面的力度和频次,以应对海上保安的新要求。尽管以往驾船赴美均获得PSC检查无缺陷通过的好成绩,现在,船上又配备了船舶保安员,但此次赴美仍深感责任重大,因为任何时候,船长对船舶的安全和保安负有最终的责任。船长的专业判断、保安知识、保安技能、保安警觉性、英语水平,对船舶搞好港口国检查工作,有效执行ISPS规则起着举足轻重的作用。笔者结合亲历美国休斯顿港ISPS检查的实例,谈船长在ISPS检查中的地位和作用。     

船舶保安中的常见问题和解决方法

随着2004年7月1日的临近,1974年SOLAS公约2002修正案和ISPS规则即将生效。为了在规定的时间内符合公约和规则的强制要求,各船公司都在加紧组织对船舶进行保安评估、制定保安计划、实施保安管理、申请船旗国主管机关或经认可的保安组织对船舶的保安审核,并取得船舶保安证书。     

船舶保安工作中存在的一些问题

船舶保安工作中,重要环节在各船的船舶保安计划中都有列明。但在实际工作中,有些环节往往落实不够、记录不够,例如对保安声明的记录和实施等。对之进行分析,以引起重视,促使船舶保安工作做得更好。     

国际船舶和港口设施保安规则国内化研究

结合ISPS规则出台的背景和主要精神,讲解我国国际船舶保安规则和港口设施保安规则的有关概念以及在实施保安规则中应注意的重点环节,并对保安规则国内化进行展望。     

关于建立国际船舶和港口保安信息支持系统的若干建议

实施SOLAS公约第XI-2章及《国际船舶和港口保安规则》(ISPS),涉及到多方面的准备工作。其中,建立统一、完整的信息支持系统是最重要的工作内容之一。本文就该系统中的保安信息网络、海上保安信息系统的功能、构建方法提出了一些建议。     

国内信息

政策与法规《国内船舶保安计划审核工作程序》于2009年7月9日出台为保证《中华人民共和国国内船舶保安规则(试行)》(以下简称《国内船舶保安规则》)的实施,确定国内船     

影响船舶保安能力的因素

ISPS规则已于2004年7月1日正式实施。规则要求在相关船舶上必须保持并实施一个有效、可行的船舶保安计划，通过执行计划中的在不同保安等级下的船舶保安措施、应急反应程序等预案，以达到保护船舶、人员、货物、物料免受保安事件的威胁。在ISPS港口国检查时，类似PSC港口国检查，除了对有关船舶保安证书的检查外，主要是对船舶实施ISPS规则的具体情况的检查，实际上是对船舶保安能力的检查。     

船舶实施国内保安规则存在的问题及对策

<正>《中华人民共和国国内船舶保安规则(试行)》(简称《国内船舶保安规则》)颁布一年多来,主管机关有计划地部署,海事管理机构、船级社和有关航运公司及船舶都在按要求积极地推进,取得了一定的成效,现结合2009年12月开展第一批船舶保安审核情况,就第一批船舶实施《国内船舶保安规则》的现状、问题及对策进行探讨。     

港口国控制中船舶保安缺陷分析

##正##在国际恐怖主义活动日益猖獗和上海世博会日益临近的背景下,进出我国港口的国际航行船舶能否有效实施《国际船舶和港口设施保安规则》(简称ISPS规则),避免国际恐怖分子利用船舶对我国重要目标进行恐怖袭击,在当前有着特别重大的政治意义。作者结合工作实际,就港口国控制中发现的船舶保安方面的缺陷进行分析,并根据出现缺陷的原因提出解决对策,力求对我国船舶保安履约工作有所促进。     

浅谈港口国监督中的保安检查

ISPS（国际船舶保安和港口设施保安）规则已于2004年7月1日生效。文中综合了SOLAS公约Ⅺ-2章、ISPSCODE、东京备忘录《港口国监督实施海上保安检查导则》的相关要求等资料,对国际船舶实施保安监督与PSC检查相关的内容和在检查中所涉及的缺陷及缺陷处理进行了阐述。     

New security measures for the international shipping community

On 1 July 2004 the new maritime security regulatory regime set out in the International Convention for the Safety of Life at Sea (SOLAS), 1974 as amended, namely the new chapter XI-2 on Special measures to enhance maritime security and the International Ship and Port Facility Security (ISPS) Code entered into force only 18 months after adoption by the SOLAS Conference in December 2002. Following the devastating terrorist acts of 11 September 2001 in the United States, the international community recognised the need to protect the international maritime transport sector against the threat of terrorism. IMO responded swiftly and firmly by developing these new requirements, which represent the culmination of co-operation between Governments, Government agencies, local administrations and shipping and port industries.     

浅析ISPS规则的实施对船舶和船舶管理的影响

简单介绍了ISPS规则出台的背景,重点分析ISPS规则对船舶和船舶管理方面的影响,同时展望了国际海运反恐的发展趋势。     

浅谈国际船舶和港口设施保安规则

对ISPS规则的出台背景、主要内容、目的和基本要求进行比较全面的介绍,供相关港、航企业参考。     

The ISM Code and the ISPS Code: A critical legal analysis of two SOLAS regimes

Within the comprehensive body of law encompassed by the International Convention on Safety of Life at Sea, 1974 (SOLAS), there are two regimes that are topical and outstanding in the current maritime milieu. These are the international safety management and the international ship and port facility regimes, both characterized by two codes serving as the centre of gravity of each, namely, the ISM Code and the ISPS Code, respectively. In this article the concept of the code as a legal instrument is perused following which a critical legal analysis is carried out of the two above-mentioned Codes, including their backgrounds, the evolutionary process culminating into the regimes and their interrelationships. Several anomalies and inadequacies in the two regimes are identified but in the final analysis it is concluded that both instruments are salutary additions to the body of convention law generated by the International Maritime Organization (IMO). They will undoubtedly influence the continuing development of international law in the field of maritime safety and security.     

Maritime security in the European Union—empirical findings on financial implications for port facilities

To address the maritime security issue, the IMO Diplomatic Conference adopted in December 2002 the International Ship and Port Facility Security (ISPS) Code. The European Union fully agreed with its contents; Regulation (EC) No. 725/2004 transposes in Community Law the associated rules, which came into force on 1 July 2004. Interesting questions from an EU-policy point of view are then: What are the additional costs associated with the implementation of security regulations by port facilities (here in particular terminals) in EU-member states? Moreover, how are these additional costs being recovered by port facilities? Another inter-related question is: are there any subsidies involved in the cost recovery? The present paper addresses these questions with the presentation of the main results of an explorative empirical study on maritime security-related costs and their financing in EU-member states. Furthermore, a number of topics are recommended for further study on maritime security costs and financing and associated (EU) regulations.     

ISPS规则下船舶人员智能安保系统研究与实践

根据ISPS规则中船舶人员安保的条款,研究、设计并且实施了人员安保的智能管理系统,包含总体方案、BR基站、蓝牙网络、IB-FSBA算法、智能手环、系统可靠性和系统编码.在蓝牙网络方面,采用微微网和散射网结合的方式组网,对于网络中的手环,采用模糊的和人工智能的贝叶斯算法查找各个手环,采用定位算法确定各个手环的位置坐标;在可靠性和智能手环方面,设计并且采用一种新的发明专利方案.该整体解决方案最终在ST-246海洋工程船上予以具体实施.     

不适用SOLAS第XI-2章和ISPS规则的船舶保安问题的发展

不适用SOLAS第XI-2章和ISPS规则的船舶保安问题成为最近几次IMO海上安全委员会的一个重要议题。目前IMO正在制定有关该问题的建议性指南。我国拥有大量的将受该建议性指南影响的船舶,因此有必要对此进行跟踪研究,以期在该指南的制定中提出适合中国国情的建议。文中介绍了不适用SOLAS第XI-2章和ISPS规则的船舶保安问题的背景、目前的发展状态及该建议性指南未来在中国适用的优势劣势分析。     

Maritime security in the European Union—empirical findings on financial implications for port facilities

To address the maritime security issue, the IMO Diplomatic Conference adopted in December 2002 the International Ship and Port Facility Security (ISPS) Code. The European Union fully agreed with its contents; Regulation (EC) No. 725/2004 transposes in Community Law the associated rules, which came into force on 1 July 2004. Interesting questions from an EU-policy point of view are then: What are the additional costs associated with the implementation of security regulations by port facilities (here in particular terminals) in EU-member states? Moreover, how are these additional costs being recovered by port facilities? Another inter-related question is: are there any subsidies involved in the cost recovery? The present paper addresses these questions with the presentation of the main results of an explorative empirical study on maritime security-related costs and their financing in EU-member states. Furthermore, a number of topics are recommended for further study on maritime security costs and financing and associated (EU) regulations.