Maritime Transportation Security Act

Presentación del tema: "Maritime Transportation Security Act"— Transcripción de la presentación:

1 Maritime Transportation Security Act
Of 2002 Greetings. I’m pleased to have this opportunity to discuss the Maritime Transportation Security Act of 2002 and the U.S. rules that implement SOLAS and the ISPS Code. The Coast Guard has had a large team of experts who worked hard to develop the Temporary Interim Regulations (TIR) that were published on July 1, 2003 and who recently completed their work to produce the Final Rules that were published on Oct. 22, 2003. These six regulations implement the Maritime Transportation Security Act of 2002, helping to secure maritime transportation in the U.S. and worldwide while meeting our international obligations. Next slide Programa de Seguridad Ambiental y Marítima U.S. Coast Guard

2 Objetivos Riesgos a la Vida, Medio Ambiente e Infraestructura Marítima
Esquema Jurisdiccional y Regulatorio del U.S. Coast Guard Prevención, Intervención y Respuesta Aplicación a Industrias Reguladas Next slide Similitud al Chemical Facility Security or Chemical Security Act (2003)

3 RIESGOS Elementos en Actos Terroristas:
Motivo (Religioso, Cultural, Politico, Económico, etc.) Medio (WMD, IED, “Creatividad”) Blanco Definido (Recursos Ambientales, Edificios, etc.) Representación al Terrorista Máximo Daño Infligido Enemigo (Naciones, Entidades, etc.) Motivos: Medio: Empleos de Armamento Quimico, Nuclear, Biologico, Radiologico, Explosivo para la consecucion de los Motivos Blanco Definido: Es el objeto de nuestra intervencion con la industria maritima Ya que toca la Medio Ambiente , Infraestructura Critica del pais, la Economica Representacion ya sea el poder de una nacion y lo que representao Maximo Dano infligido en esto se basa el dano inmediato o a termino largo, deprivando a la poblacion de elementos de supervivencia esenciales Enemigo:

4 Estudios de Vulnerabilidad
Definir Vulnerabilidad Riesgo = (Probabilidad x Consecuencia x Frecuencia) Estudio Sistemático y Analítico de Riesgo Riesgos en el Medio Ambiente Agricultura Ecosistemas (Corales, Vida Silvestre, Etc.) Reservas Comestibles (Pesca, etc.) Infraestructura Crítica (Zona Costera) “Power Grid” Eléctrico Refinerias Bulk Oil Tank Farms (Petroleo y Quimicos) Minerales Recursos Ambientales Reservas de Agua Represas

5 Vulnerabilidad en Zona Marítimo Terrestre
Medio Ambiente Derrames Petroleo Contaminantes Químicos Reservas Agua Estragos (Represas, etc.) Facilidades y Puertos Refinerias Tanques Almacenamiento Facilidades (Sustancias Peligrosas) Canales de Navegación Viabilidad Operacional Comercio Continuo Comercio Interestatal e Internacional Pasajeros Mercancias Valores (Seguros, Inversiones, etc)

6 Vulnerabilidad Medio Ambiente
Vida Humana Sistemas Ecológicos Sensitivos Impacto Derrame Petroleo Tipo de Petroleo Sustancias Peligrosas (HAZMAT, Chem/Bio/Rad) Tráfico Marítimo Encallamientos (“Rougue Ship”, Accidente, Acto Terrorista) Cruceros, Cargueros, Petroleros, Agregados Complejidad en Canales Navegación Puerto San Juan Canales Tráfico Internacional

7 Vulnerabilidad Facilidades Reguladas
Se toma en Consideracion: Riesgos: Zona Productos Población (“Yield Explosive Radio or Affected Area – Hot Zone”) Probabilidad Historial Propensidad

8 Riesgos Identificados
Ataque Similar al “USS Cole” Bloquear Canales Navegación Afectar Tráfico Marítimo Varamiento Intencional (Derrame Petroleo) Destrucción Embarcación Derrame Masivo Daño Directo o Colateral Respuesta Remediativa Embarcaciones y Tanques de LPG/LNG “Explosive Radius”, Contaminación (Chlorine) Ataques Secundarios Facilidades Sustancia Peligrosas Hazmat (Poisonous, Flammables, etc.) Chemical, Biological, Radiological Terminales Pasajeros Ejercicios Recientes: Chlorine Release Port Ataques Biológicos Cuarentenas (Rad/Chem) Ataque Aéreo Barco Cargueros Unclassified Vulnerabilities Version for Sector San Juan

9 Maritime Transportation Security Act of 2002 (MTSA)*
Alinear Leyes y Tratados Internacionales con Regulaciones Federales (Post 9/11) “Final Rules” publicados el 22 de octubre de 2003 Implementación Continua Proceso de Aprobación e Inspecciones Cumplimiento Estricto MTSA is a tremendously significant piece of legislation. It is the U.S. contribution to an effort to fundamentally change the security culture of the entire maritime community, both domestically and internationally. It aligns with the new International Ship and Port Facility Security Code (ISPS) because it was developed by the congressional staffs with input from the CG (which serves as U.S. lead to IMO.) MTSA was signed into law by the President Bush on November 25, 2002; two weeks before the ISPS Code was agreed to by 102 countries. On July 1, 2003, the Coast Guard published the Temporary Interim Rules. The public comment period lasted a month and began with the publication of the Temporary Interim Rules. Since the comment period closed on July 31st, the CG worked very hard to finalize six separate, but complementary rules to implement portions of the Maritime Transportation Security Act, while simultaneously fulfilling our obligations to the IMO. On Oct 22, 2003, the Coast Guard published the maritime security final rules. The final rules revised the interim rules to take into account over 400 letters and 2000 public comments received. Next slide *Derivado del Homeland Security Act

10 Objetivos Principales MTSA
Leyes destinadas a prevenir un Incidente de Seguridad en el Sistema de Transportación “[Transportation Security Incident (TSI)]”: Evitar Perdida Significativa de Vidas Prevenir Daños al Medio Ambiente Interrupción al Transporte Marítimo Interrupción en la Economía MTSA’s key requirement is to prevent a maritime transportation security incident (TSI) - defined as any incident that results in a significant loss of life, environmental damage, transportation system disruption, or economic disruption. In the maritime domain, preventing incidents has been a core mission of the CG for a long time--- the MTSA emphasized our security specific mission & gave us even broader authorities to implement it. While the CG is uniquely positioned to carry out those responsibilities, no one agency, or country, can do it all. Maritime security is an all hands evolution. Strong international efforts are critical to strengthening maritime security. Within our own country, we are maintaining productive, collaborative relationships among federal, state and local agencies and with industry to develop a security culture that provides appropriate protection yet facilitates commerce. Next slide

11 Impacto del MTSA Impacto Industria Marítima: - 361 puertos (21 en PR)
- 5,000 facilidades (112 en PR) ,000 Embarcaciones Impacto Estimado a la Economía en $750 Billones en Comercio Cambio Directo en Seguridad

12 Esfuerzos Internacionales
Comercio Marítimo es Global Daño al Medio Ambiente Impacto Internacional Prevención a Nivel Domestico e Internacional Enmiendas a SOLAS y Tratados Internacionales Cooperación Internacional (IMO) Reglas Internacionales Uniformes Leyes Federales Delinean Requisitos Establecidos SOLAS, ISPS y Titulo 33 (CFR) Iniciativas en Puerto Rico Maritime commerce is an inherently global venture. Therefore, solutions must incorporate both domestic and international efforts. The SOLAS amendments: Chapter XI-2 “Special Measures to Enhance Maritime Security” and the International Ship and Port Facility Security (ISPS) Code are an impressive display of international cooperation. They serve as uniform international rules and standards for vessel, port facility and cargo security. MTSA of 2002: this comprehensive domestic maritime security framework closely aligns with international security measures and is the framework by which the U.S. is implementing the new international requirements. In the U.S., this effort has culminated in the issuance of the MTSA Final Rules. Next slide

13 Regulaciones Generales
Obligaciones Internacionales y Leyes Domésticas Requisitos de Seguridad Provee Métodos Alternos o Equivalentes Alta Tecnología en Seguridad (Incentivos) Establece Niveles de Seguridad Portuarios Protocolos de Comunicación Facilidad/Embarcación Provee Estimados de Costo y Beneficios de Cumplimiento Estatutario The first rule, Part 101, explains how MTSA meets our international obligations for maritime security. It also explains important concepts including: The alternatives and equivalencies available in the rules; The Maritime Security (MARSEC) Levels used to match security measures with the level of threat; and Means of communications used to communicate MARSEC levels, report incidents, and communicate within the vessel or facility in the event of an incident. As required by U.S. law, the preamble to Part 101 also includes our estimates of what compliance will cost and what benefits will result from complying. Next slide

14 Regulaciones Generales Seguridad Portuaria
Establece Título Estatutario de “Federal Maritime Security Coordinator (FMSC)” Establece el “Area Maritime Security (AMS) Committee” Requiere Evaluación “AMS Assessment” Evaluación de Vulnerabilidades y Riesgos (Continuo) Protección de Infraestructura Crítica Requiere un Plan Doctrinal, Estratégico y Sistemático de Protección y Seguridad Marítima Port Requirements: The MTSA rules designate the CG Captain of the Port as the Federal Maritime Security Coordinator (FMSC). The Area Maritime Security (AMS) Committee, established by the COTP, will bring experienced representatives from a variety of sources in the Port together to continually assess security risks to the Port and determine appropriate strategies to deal with these risks. The Area Maritime Security (AMS) Assessment Committee, will prepare a risk-based assessment which is the important first step in developing an AMS plan. Its important to note that the AMS assessment is consistent with the elements of a “port facility security assessment” as set forth in the International Ship and Port Facility Security (ISPS) code. The AMS plan is primarily a communications and coordination document. We consider these vessel, facility, and AMS Plans as essential and linked elements of a performance-based security regime. Core elements include details of operational & physical measures in place at all MARSEC levels; response timeframes; communications procedures, etc. We will receive these AMS Plans by January 1, 2004. Next slide

15 Regulaciones Generales
Requisitos de Inspecciones de Seguridad y Monitoreo - Facilidades Reguladas Requisitos de Planes de Seguridad - Proveer Vulnerabilidades y Estándares de Corrección Requisito de Designaciones Específicas: - “Vessel Security Officer” - “Facility Security Officer” Requisitos de Entrenamiento, Adiestramiento, Ejercicios (TTX/FTX), Equipo Tecnológico y Records In accordance with Parts 104 and 105, owners or operators of vessels and facilities must ensure: That prescribed background information is provided to the person(s) who will conduct the Assessment. That an on-scene survey of each regulated vessel and facility is conducted. That the Company Security Officer (CSO) analyzes the background information and the on-scene survey and provide recommendations for security measures to be included in the vessel or facility Security Plan. These security plans must designate a Security Officer (VSO or FSO) for the vessel or facility. Security Plans for vessels are submitted to the CG Marine Safety Center while facility plans are submitted to Commandant G-MP at CGHQ for approval. In addition to identifying security measures to be taken at each MARSEC level, these plans include requirements for training, drills, exercises, and recordkeeping. Next slide

16 Implementación MTSA Interés de Comunidad Marítima Regulada fue Extenso
500 personas asistieron a vistas públicas 1600 Comentarios Sometidos y 438 cartas Cambios en Reglamentación Final Límite de Pasajeros (Ferries) Monitoreo de Pasajeros Monitoreo de Carga Programa de Educación a la Comunidad Marítima We had very strong interest in these security rules. About 500 people attended our public hearing in Washington, DC on July 23, 2003 to respond to the interim rules. We received over 2,000 comments in 438 letters. They came from all kinds of people and organizations, including industry representatives, small businesspeople, and ferry passengers. While we received many comments, there are really not a lot of changes between the interim and final rules. Of course, even the small changes are important to somebody’s situation. While we already knew that that educating the maritime community was an important part of our work, these comments confirmed our responsibilities both inside and outside the U.S. Next slide

17 Seguridad Portuaria Requisitos de Seguridad de Carga
Identificación y Control de Cargamentos Examen y Prevención de Entrada Ilegal (tampering) Iniciativas Implementadas por DHS CBP y Autoridades Portuarias “Cargo Brokers” Iniciativa Iniciativas de E.U. en Seguridad de Carga “Container Security Initiative” “Customs-Trade Partnership against Terrorism” Returning to Cargo Security, the final rules require identification and control of cargo at facilities and aboard vessels. These responsibilities include preventing tampering and examining cargo to make sure that it has not been tampered with. We do not require the opening of cargo containers at facilities, and do not require operators to screen cargo for dangerous substances and devices. These rules are only part of overall maritime security, and other initiatives will cover these important aspects of cargo security. One program, called the Container Security Initiative, is a partnership with foreign governments to identify and screen high-risk containers before the cargo is shipped to U.S. ports. It is supported by 18 of the 20 ports shipping the largest amounts of cargo to the U.S. Another program, the Customs-Trade Partnership Against Terrorism, is building cooperative relationships with importers, carriers, brokers, warehouse operators and manufacturers to strengthen the security of worldwide supply chains in all forms of transportation. Next slide

18 “The Maritime Security and the Homeland Security Advisory System”
**Los niveles de MARSEC están alineados con los Niveles de Protección Nacional del HSAS bajo el “Homeland Security Presidential Directive 3”

19 Plan Estratégico Prevención: Aumentar, Intensificar y Limitar
Intervención: Monitoreos Preventivos Operaciones Respuesta y Recuperación: Planificación y Ordenes Doctrinas y Planes Estatutarios “Area Maritime Security Plan” Vias Judiciales “Area Contingency Plan” (Respuestas Incidentes Chem/Bio/Rad) “National Response Plan”

20 Impacto Económico en la Industria Marítima
● Significativo con Implementación Inicial Mantenimiento de Seguridad Portuaria, Facilidades y Embarcaciones Penalidades por Incumplimiento “Notices of Arrival” Incumplimiento con Guías de Seguridad Penalidades Criminales y Civiles descritas en 33 U.S.C y 50 U.S.C. 192. Penalidad Civil: 46 U.S.C $27,500 por cada Incumplimiento Derecho Apelación (Distrito): 33 CFR Penalidades No Reporte Incidentes de Seguridad Cumplimiento con Protocolos de Comunicación y Respuesta Evaluaciones Anuales This is an area of worldwide interest, and one where existing laws intersect with the requirements in the final rule. For the most part, the final rules do not affect existing identification of seafarers by Merchant Mariner Documents. For access by contractors, visitors, and passengers to vessels and facilities, identification issued by Government agencies, and employer, or a union is required. Such identification must meet reasonable standards, including being tamper resistant and having the person’s full name and photograph. The rules do not require a specific Port Security Card as identification for all persons working at facilities or aboard vessels. Again, these rules are only a part of maritime security. Other initiatives, both international and U.S., in identification will help increase security. These include the International Labor Organization’s efforts in seafarer identification, and the U.S. Transportation Security Agency’s efforts to developing uniform identification credentials to be used by workers throughout the U.S. domestic transportation system. Next slide

21 Impacto Económico en la Industria Marítima
● Operaciones de Rutina y Áreas de Interés Balance de Intereses y Economico entre Implementación de Medidas de Seguridad vs. Interrupción al Comercio “DHS Port and Facility Security Grants” This is an area of worldwide interest, and one where existing laws intersect with the requirements in the final rule. For the most part, the final rules do not affect existing identification of seafarers by Merchant Mariner Documents. For access by contractors, visitors, and passengers to vessels and facilities, identification issued by Government agencies, and employer, or a union is required. Such identification must meet reasonable standards, including being tamper resistant and having the person’s full name and photograph. The rules do not require a specific Port Security Card as identification for all persons working at facilities or aboard vessels. Again, these rules are only a part of maritime security. Other initiatives, both international and U.S., in identification will help increase security. These include the International Labor Organization’s efforts in seafarer identification, and the U.S. Transportation Security Agency’s efforts to developing uniform identification credentials to be used by workers throughout the U.S. domestic transportation system. Next slide

22 Finalidad del Estatuto
“Adelantar la seguridad y protección de nuestros constituyentes, puertos y vías de navegación requiere que seamos proactivos en nuestro enfoque, colaborar con las autoridades internacionales, estatales y municipales junto con el sector privado, siendo firme en nuestro compromiso de minimizar la amenaza de terrorismo y crímenes en contra de la infraestructura marítimo-portuaria”

23 LCDR Jose A. Quinones, Esq. U.S. Coast Guard
U.S. Coast Guard Sector San Juan Contingency Plans & Force Readiness No. #5 La Puntilla Final St San Juan, PR Tel (787) Fax (787)