Research Approaches in Maritime Security

¶ … International Ship and Port Security (ISPS) Code on Maritime Security The study will be based on the question that "What is the impact of the International Ship and Port Security (ISPS) Code on Maritime Security." Answers will be sought to have this question addressed adequately. The study feels that the ISPS Code has some impacts upon the Maritime Security in the world. Thus, the study seeks to uncover the various impacts that are realized by the Maritime Security as offered by the ISPS.

Scope The influence and functionality of the existing ISPS Code run globally. Its effects, as part of its usefulness and importance, are felt by the Maritime Security among other agents of security in the world. Thus, the study will uncover the impacts caused by the ISPS Code on the Maritime Security in various parts of the world. The study will seek further knowledge from different materials; research was done, among others, most of which might be regional or national, but with some international influence.

Development of Research Proposal The study below is a research into the impact of the International Ship and Port Security (ISPS) Code on the Maritime Security. The study intends to carry out this study by developing a research question, scope of the study, and the frameworks that will assists in the analysis of the question at hand. The study will develop a literature review of the knowledge on the Maritime Security and the (ISPS) Code presence and functionalities.

Further, the study will collect data using different methodologies, analyses the data, present the data, and made conclusions and recommendations for further study. Use of the data and information Maritime Security is one of the main organs that serve to protect the sovereignty of the port facilities, vessels, and everything that is concerned with the port activities in the world. Every piece of information that is recovered for the sake of boosting the functions of the Maritime Security is seen as a lucrative component.

The information obtained from the study will be used to asses and boost the levels of security within the maritime boundaries and even beyond. The data obtained from the study will be used to upstage the status of the security details within the maritime zones. For instance, the data obtained from the study will act as a revelation on what is taking place in the outside world, something that will literally boost the grade of the security activities within the maritime zones.

What is important is the need to have data that supports the possibilities that can happen and hinder the delivery of security at the maritime zones. Moreover, the data presented by the study will indicate the connection between the trends of the Maritime Security activities right from the past activities, the present activities, and possibly the plans based on the status of the security threats in the world today. Planning will be a key undertaking that will be done with the data obtained from the study.

Data synthesis The International Ship and Port Security (ISPS) Code is influential to the operations of the Maritime operations across the globe. Data obtained from the study will be subjected synthesized as a way of making it significant to the objectives stated for the study. The study is largely part of the larger periphery that indicates the functions of the ISPS code and how it influences the delivery of activities at the Maritime Security.

After analysis, the data will be synthesized to correlate with the needs and specifications of service delivery as outlined by the Maritime Security. There are different parameters that play the critical role of establishing the distinct roles of the Maritime security as a regulatory body. Data will be collected from the field and subjected to analysis, notably qualitative and quantitative data will be considered in all fronts.

Thematic analysis will be obtained after classifying the data and establishing results based on the qualitative or quantitative nature in which they were collected. Data will be presented based on likely methods, like as themes and as graphs, charts, among others. The analysis will be done with conclusions and recommendations drawn for further use. The table below indicates how the various levels of the operations within the ports will be influenced by the (ISPS) Code in the case that it becomes successful.

Some of the key areas to be influenced are on service delivery, profits, damage occurrence, among others. Fig 1: Table of (ISPS) Code effectiveness The table below indicates the nature of maritime service delivery with and without the (ISPS) Code. The satisfaction levels indicate how the (ISPS) Code will positively influence the service delivery at the Maritime Security. The port value is simply an indication of what is to be expected or gained from the Maritime Security engagements.

Table 2: Port Value with (ISPS) Code in place The table chart below is a pie chart indication of the levels of satisfaction that will be seen from the Maritime Security with the placement of the (ISPS) Code. As shown by the table, the (ISPS) Code will have a high level of satisfaction within the Maritime Security.

Figure Three: Pie Chart on satisfaction levels The data, which will indicate the level at which operations are influential to the Maritime Security will be relayed via operations that are done by the code and which coincide with the code and its regulations. Moreover, the data presented will be valuable to the overall operations of the Maritime Security in different fronts.

The data will range from those that require immediate operations as their results are short-termed, together with those that will be used to gather intelligence deep into the future operations of the Maritime Security based on the scales of the imminent dangers.

Objectives The objectives of the study are: • To determine the possible impacts of the International Ship and Port Security Code • To determine how the Maritime security is affected by the practices of the ISPS Code • To determine the functions of the International Ship and Security Code • To determine the level of which the functions of the ISPS Code affect or coincide with the functions of the Maritime Security in the world Research questions The study will be guided by the following research questions: • What are the possible impacts of the International Ship and Port Security Code? • How is the Maritime security affected by the practices of the ISPS Code? • What are the functions of the International Ship and Security Code? • What is the level of which the functions of the ISPS Code affect or coincide with the functions of the Maritime Security in the world? Success criteria The study is guided by the various researches that have already been done, besides the current research into this existing knowledge.

New realizations are categorical of the need to fill up gaps left by the previous studies. The study explores practical data that support and affirms the impact of the ISPS Code on the Maritime Security. The study seeks to use imperative research techniques coupled with effective and efficient data analysis systems. Evaluation of research techniques The study will use qualitative and quantitative research studies.

The research design to be used by the study is a survey design that considers the possibility of accessing critical data within a descriptive avenue of study. Thus, the descriptive survey design to be used by the study seeks to explore on the existing state of affairs, shedding more light on its current state and probable future states. The descriptive survey design to be used by the study involves both the qualitative and study quantitative methods, which will yield both the qualitative and quantitative data for use (Schmitt & Arimatsu, 2012).

The research techniques used will offer a wide variety of methodologies to be used to explore the research question and search for what is internally significant to the realization of the study objectives and goals. Descriptive survey technique is relevant in discovering new aspects within the study, and outlining them the way they are (Gaouette, 2010).

The aim and the objectives of the study are seeking to have a description of the different ways in which the International Ships and Port Security Code influence or affect the Maritime Security in the world. Hence, the study design will be instrumental in arriving at these described details. The study will use qualitative and quantitative data, all collected from different parameters and fields of study. The study designs will be useful in highlighting the immediate results of the study.

The study, thus, will use a descriptive survey research technique, which will highlight all of its qualitative and quantitative data needed to make the study a success. The objectives, aims, and intentions of the study will all be aligned to this study technique right from the start to the end as a way of making the research study a success.

Literature Review According to Mcnicholas (2008), the International Ship and Port Facility Code represent a comprehensive conglomerate of measures that work to enhance the security of the port facilities together with the ships. This code was developed as a response to the probable threats to the port facilities and ships after the occurrence of the 9/11 attacks in the United States of America. Therefore, the core and initial aim of this code are to offer immediate security detail to the port facilities together with the ships in the world.

The maritime security, thus, is enhancing in one way or another through the provision of this code. Klein (2011) suggests that it is the function of the code to protect the common citizens in who are the facilities offshore and onshore. This, thus, directs us to an understanding that the International Ship and Port Security (ISPS) Code on Maritime Security works in a multiplicity of ways simply to protect the port facilities together with ships, and probably the human life (Klein, 2011).

Since the establishment of the ISPS Code much has changed within the maritime security (Mcnicholas, 2008). Such changes, although not directly linked to the introduction of the code, are because of the implementation of the code in various sections of the world. Security is a needed subject in all corners of the world, not only on the mainland but also within shores and deep into the sea.

Thus, as the threats linked to human and facility life keeps increasing, there has always been a rising need to alleviate such threats with remedy measures in the form of the International Ship and Port Security Code. Before the introduction of the ISPS Code, it can be said that there were many vulnerabilities to the port facilities and ships, which even endangered the lives of the people involved.

The criticality of Code can be ascertained with the current measures that have been implemented to keep vigil of the security details in the world albeit after the occurrence of the 9/11 attacks in the U.S. (Gaouette, 2010). Therefore, the Code must be influencing the maritime security in one way or another, which determines the question for the study.

With the question being laid on the premise of finding out how such effects are, and how they come about, the study has sought to use different dimensions that will warrant equitable results for the conclusion and further recommendation into the future studies (Mcnicholas, 2008). Summary of findings The maritime security is detailed to offer security to the port, facilities, and the ships. With the introduction of the Code, the maritime security has ventured into greater heights of success and possible breakthroughs in what looks like a tedious responsibility to offer.

It is the responsibility of the Maritime Security to protect the facilities within ships, the ports, and the vessels offshore and onshore. In the wake of the 2004 9/11 attacks in the United States of America, besides the Italian cruise ship hijacking in 1985, it became necessary to have countermeasures and protective measures that would work to offer more firm security details for the years to come. Such measures were supposed to offer protection against the occurrence of such attacks as those two mentioned above.

Initially, the International Ship and Port Security (ISPS) Code has implemented under the chapter XI-2 Special measures. These measures work to enhance the maritime security within the international convention offering safety of life within seas (SOLAS). This code has two specific parts, each of which works hand in hand with the initial maritime measures to increase the stake of security in the world. One of the sections of the International Ship and Port Security (ISPS) Code is called the mandatory section while its counterpart is called the recommendatory section.

The ISPS Code ensures that an assessment of the risks involved in offering this protection is done. The assessment is done because the idea of offering security to the vessels and the ports together with the facilities is a risky job in itself. In every particular case, as with the security of the facilities, ship, and the port, risks have to be examined in detailed (Schmitt & Arimatsu, 2012).

The purpose of the code is to provide a consistent framework that is standardized for it to be used to enable the governments to oversee an offset of the changes with the threats and vulnerabilities at stake. The governments, having determined what is entirely appropriate and good for the code, will pursue the act of determining appropriate levels of security together with corresponding measures for security in all the designated regions. All these activities fall under the activities and responsibilities of the Maritime Security.

Compliance with the ISPS Code is in itself a sure way of ensuring Maritime security of manageable at all times whenever possible. The Code is part of the SOLAS hence its compliance is made mandatory for all of the 148 contrasting parties to SOLAS. This is according to the Status of Conventions of SOLAS Contracting Governments. It is necessary for the involved countries to seek their compliance failure to which they are likely to lack information within the database.

Besides, the Code makes it possible for the Maritime Security to have every bit of the information for all the member parties and hence have an effective and efficient way of dealing with everything that is practically related to security in different places. The ISPS Code offers three levels of the security detail, all of which aid the attainment of the practical goals and objectives of the Maritime Security.

With the Code in place, the Maritime Security is like subjected to a practical approach of offering security to its respective dockets. The first security level, called Security Level 1, is the normal level of offering security. Here, the ship and port facilities, or singly, have to be offered immediate security at their levels and positions of operation. Here, minimum appropriate protection measures have to be maintained at all times. This lies mostly with the hands-on services as offered by the Maritime Security (Bichou et al., 2014).

The Security Level 2 infers to a much heightened security detail. This level is applied at every time in the case that there is a heightened security incident. Maritime security is also concerned with this level, as they have to possess counter measures for any eventuality in place. In the case that there is a heightened security, it is the responsibility of the concerned parties to offer heightened security until this period is deemed over.

This is the second level, which is also uplifting the operative measures put forth by the Maritime Security. The third level of security, called Security Level 3, is an exceptional level of security deployment (Gaouette, 2010). This level of security applies throughout all the time when it has been deemed that there is an imminent risk of a security incident. This level of security disposal is only set and maintained within a specified period when the actual security incident is imminent.

The security levels are likely to change beginning from right in the first level to the second level and finally to the third level. Nevertheless, no drastic change can occur from the first level to the third level within a short time (Schmitt & Arimatsu, 2012). The modifications and measures therein the ISPS Code are instrumental in improving the possibility of dealing with any insecurity should it rise.

Unlike the Maritime Security, whose main aim can be seen as a blanket cover, ISPS Code offers specified steps that are instrumental in finding the universal whole in a security deployment. The modifications to the SOLAS chapter V, which is based on the safety of navigation that has a set of the timetable for mounting systems for the Automatic Information Systems for all ships.

The exception here is only for the passenger ships and the tankers whose weight is approximated to be 300 gross tonnages together with upward, and with less than 50,000 gross tonnages (Gaouette, 2010). The requirement here for the considered ships is the need to fit these systems not later than the first safety equipment survey as of 2004. All the ships that have been fitted with this system and are operational must use them all the times only except where international agreements, standards, and rules offer protection of the navigational information.

According to the existing SOLAS Chapter XI, which features items on measures to enhance maritime safety, has been restated and given a new number in Chapter XI-1. This chapter requires that all the ships have identification numbers that have been marked permanently in a visible place, as the ship's superstructure or the hull. All the passenger ships are required to carry a structure that resembles a horizontal surface that is visible from the air. Moreover, all ships have to be marked with certain identification numbers within the ship.

Such moves enable an easy recognition of the ship, and hence equitable measures can be taken at any time to offer security details. The Maritime Security makes use of such details to offer maximum monitoring and management of the ships so that they can easily be taken out of danger in the case of any imminent danger. There is a new regulation within the ISPS Code that offers Maritime security much more space to offer every necessary support for security. This new feature is coined as regulation XI-1/5.

It requires all the ships to be fixed with Continuous Synopsis Record aimed at providing a record of the history of the ship onboard. This information and system serve to provide as offered by the administration, like the name of the ship, the state who flag it carries, the date of the registration of the ship. Moreover, this history should provide the identification number, the name of which the ship was registered, the names of the owners of the registration together with their addresses.

In the case of the changes, the new information must be put into the system as a way of providing current and updated information besides the history of the changes that have taken place. Security is the main agenda that leads to the need to have all such information within the ship. The new chapter XI-2 offers information on the special measures that have to be taken as a way of enhancing maritime security. This chapter is added after the renumbered Chapter XI-1.

This chapter is specifically for the cargo ships and the passenger ships involving 500 gross tonnages and upwards together with high-speed craft, port facilities that serve such ships linked to the international voyage and the mobile offshore drilling units. With this, the maritime security will be able to offer security measures to this category of ships. The Code requires that all of this category of ships keep in touch with these requirements mainly for the sake of security and protection.

Regulation XI-2/2 contained within the new chapter contains the ISPS Code with two sections. Regulation XI-2/3 takes out the distinct role of the master in exercising the professional judgment against decisions that are needed to sustain the security of the ship. The master has his or her specific roles that he or she is supposed to adhere to as a way making sure safety has been taken in as a priority at all times. The regulation clarifies that an organization cannot interfere with the master no matter the circumstances.

Furthermore, the regulation gives the master a stated role, which is above any involvement by any chartered person or any other person in respect. Thus sole regulation is directed at the master of the ship, as he or she is responsible for the security of the vessel at all times. According to regulation XI-2/6, all the ships have to be provided to a specific security alert system. This is according to the new timetable that will oversee all vessels have a fitting, which was done back between 2004 and 2006.

In the case that the security alert is activated, it sends and initiates a transmission to the shore security alert that is run by an expert designated by the administration. This administrator will be able to identify the ship, its location, together with an indication of the detail that the security of the vessel is under threat or has been compromised. With such, the Maritime security detail will roll its sleeves and bring the matter to a rescue operation under the different levels indicated by the administration.

This system does not raise any alarm within the ship. The ship security is activated from the navigation bridge within a different location. Such a facility is a necessity with the current attacks and threats that are threatening the safety of the vessels, the facilities, and the ports. According to regulation XI-2/10, port facilities are designated with certain responsibilities that have to be installed in them. The regulation provides useful antecedents on Contracting Governments ensuring that the assessment of the port facilities is done.

Moreover, it requires the governments to develop plans for port security, implement them, and be subjected to regular review as the ISPS Code stipulates. Other regulations cover the management and the provision of the information to IMO as the control of ships in port. Such a control should also consider the measures like delay, restriction of any operations, detention, together with movement within the port, besides expulsion of certain ships from being in the port (Gaouette, 2010).

So much has happened within the Maritime security since the introduction of the International Ship and Port (ISPS) Code in 2004. The biggest change is that the Contracting Governments to the SOLAS Convention have been given the capability to formally exercise control over ships using the provisions of chapter XI-2 within the ISPS Code. Moreover, the Contracting Governments to the 1974 SOLAS Convention have been subjected to objectives of the Code.

With this, governments can replicate the requirements of the ISPS Code seeking to increase security details in various parts of the world, including the port facilities, the ships, and the waterways that are found within their territory (Gaouette, 2010). With the presence of the Code, the International framework that guides the governments, ports, and ships together with port facilities can cooperate in detecting and deter acts that threaten the security of the maritime transport in the transport sectors.

It is not business as usual, as most of the changes that have boosted the strengths and provisions of the maritime security in different continents across the world. There is much more efficiency with the usefulness of the Code unlike in the years before this code was in place. All those people and countries that had not heightened security matters to be in line with the provisions of ISPS Code have been forced to consider this issue, and make way for better ways that run concurrently with this new code.

For the governments that had initiated and installed the new ISPS Code, the code has worked to formalized, standardized, and made it possible for the global society to embrace the security measures. It is a reality in the world today that there is a real threat that has to be dealt with appropriately. There are attacks witnessed on maritime infrastructure in different parts of the world, like in Iraq and Yemen.

The entire need for the ISPS Code is to reduce the occurrences of vulnerabilities that attract such attacks, hence reducing the possibility of such attacks taking place. Today, the maritime security has been standardized, stabilized, and made to take the nature of a working body, serving universally different sectors of security and entirely boosting the status of transport security in the world. Several commercial benefits have been witnessed and are yet to be seen with the implementation and success of the ISPS Code.

It is clear that, as a long-term project, the implementation of the ISPS Code has the possibility to provide a considerable cut in the costs within the port industry universally, including the individual ports. The implementation of the ISPS Code represents a new regime that offers measurable security giving more capability for the ports to continue to carry out a full global trade. Such a move lifts the economic potentials involved and helps to cut major security breach that could cause serious damage to this business.

There are consequences for countries failing to comply with the ISPS Code to foster maritime security. This code enables the countries and the governments to take into serious consideration the need to sustain equitable security within the maritime. Thus, the ISPS Code does not just come as something that countries can choose to go with whether they like it or not. ISPS Code is a necessary issue that has to be employed as a way of boosting maritime security.

A strict legal sense and bearing are involved with the ISPS Code. ISPS Code gives the maritime security a lifeline as it put countries into tasks that they are supposed to live within the required tasks and environments (Gaouette, 2010). All Contracting Governments have the directive to direct all ships flying their flags and are supposed to adhere to the ISPS Code and those that have not been issued with this certification, which was by July 2004, to discontinue their operations.

This is how serious the situation is, and thus much of the work being done by the maritime organization and security is boosted by the presence of the ISPS Code. Any ship that is required to adhere to the chapter XI-2 and the ISPS Code becomes a subject of control and compliance measures whenever in a port of another Contracting Government. This is must be done by specialized authorities who have been authorized by the government.

In doing this, the maritime security upon such ships and such ports and port facilities will have stood a better chance to be always secured. The ISPS Code has enabled IMO to issue MSC/Circ. 111 guidelines that go hand in hand with the implementation of the SOLAS chapter XI-2 together with the parameters of the ISPS Code, all boosting the need for a firm security detail in all designated places (Gaouette, 2010). Annex 1 of the guidelines is related to the implementation of the SOLAS chapter XI-2 together with the ISPS Code.

Annex two of the resolution MSC. The 159 (78) Interim guidelines on control and compliance measures work to enhance maritime security. In summary, in the case that a ship does not have a valid certification, it can be detained in the port for as long as it is certified. The ISPS Code gives the port authorities to be at their disposal in the case that a ship is not certified other options.

It is possible that the ship is expelled from the port, is refused entry into the port, which is likely to curtail the operations of that ship. Within a short time, all the ships that do not have the necessary certification will be subjected to disposal from the market within the shortest time possible. With other regulations and codes, the ISPS Code serves to make it sure that all ships have been fitted with the necessary regulations and facilities that will make them not vulnerable to any form of attack.

Failing to comply with the regulations highlighted as a way of enhancing maritime security is a serious and far-reaching offense. The ISPS Code serves to protect Contracting Governments from playing ships flying their flags without the necessary regulations of security in place. Briefly, the ISPS Code works hand in hand with other regulations in place to ensure maximum security has been placed in the right places at the right time always as a way of safeguarding the maritime security.

Maritime security is served with the overall activity of ensuring the ports, facilities, and the ships have been protected from any harm and attack. Nonetheless, it needs other partners like the ISPS Code in order to prove themselves a successful at all times. The implantation of the ISPS Code into the corridors of security detail was a wake-up call to the existing maritime structures and measures that the need to improve the security has doubled with the current imminent threats in place.

One of the common imminent threats, which are always a threat, is terrorism. Terrorism is not a matter of concern to only particular countries; it is a global aspect that has to be fought on all fronts. The existence of the ISPS Code serves to better the chances for the countries to engage together, using common grounds and common tools to fight it. From the recommendations by the then United Nations secretary, Mr. Annan, terrorism is a global issue with large-scale effects and must be fought on all fronts.

It is not possible to have a view that some nations and individuals will never be victims of terrorism since terrorism is a global issue that can be at any place at any time. It is like the price of oil that when it changes in one particular country, the other countries will feel the effect.

The United States of America's maritime transportation security act, which was passed in 2002, is consistent with the ISPS Code and serves to better the chances for the maritime security to carry out its mandate. The Coast Guard of the United States of America issued regulations that ensured the final implementation of the Maritime Security Acts and hence served to meet the responsibilities as a signatory to the SOLAS together with the ISPS Code.

All these three bodies work together, one supporting each other in different ways, as they seek to meet one objective of security. With the elapse of the July 2004, the country ensured that it had completed the assessment of the vulnerabilities experienced at the vessels and port facilities. The national maritime plans were put underway which saw the creation of a port and vessel security plans (Gaouette, 2010).

The maritime security act also made inclusions of the requirements that the coast of the country should be subjected to scrutiny as a way of realizing the best ways and mechanisms of creating anti-terrorism measures to curb any possible threat. This came in the wake of the country engaging in different trading collaborations. The country sought to establish the International Ports Security to bolster maritime security through the creation of engagements bilaterally and multilaterally discussing and making visits to nations involved in maritime trading. As seen from the data obtained.