AN ASSESSMENT OF MARITIME SECURITY, INFORMATION AND COMMUNICATION TECHNOLOGY
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- 1-5 Chapters
- Quantitative
- Chi-Square
- Abstract : Available
- Table of Content: Available
- Reference Style: APA
- Recommended for : Student Researchers
- NGN 3000
Background of the study
Worldwide port and maritime activities, as well as their accompanying facilities and infrastructure, pose one of today's most serious unresolved threats to national security and the globalization. According to Koburger (2016), the reason ports and maritime operations are so difficult to safeguard is mainly due to their technology. Ports, according to Koburger, are often huge, asymmetrical operations spread across hundreds of acres of land and sea that can support ship, truck, and rail traffic, petroleum product/liquid unloading, storage or pipeline, and container storage all at the same time.
Importantly, since antiquity, shipping has been the most cost-effective mode of transportation, and it is still one of the largest modes of transportation today. In many ways, shipping is the sole worldwide enterprise that has enabled globalisation. According to statistics, 50,525 ships registered in about 150 nations transport 90% of global trade (United Nations Conference on Trade and Development, 2018). Humans' search for higher efficiency has made the shipping sector smarter, making ships more efficient and hi-tech. The maritime sector has been rapidly expanding ("Shipping and World Trade: Key Facts"), and this expansion is likely to continue as a result of globalisation, more economic liberalisation, and strong, sustainable growth in the economies of India, China, and other emerging nations (Marcoyannis 2018). UNCTAD estimated an 8.5% increase in the merchant fleet to 1.04 billion dead weight tonnes at the start of 2007. Today's shipping business has taken on an international flavor, not only because it transports various types of goods, but also because the crews that man the ships come from nearly every country (Mukherjee 2015).
Conversely, as the business has expanded, so have the risks at sea. Piracy and armed robbery, as well as maritime terrorism, have accompanied development. To buttress this, Eteris (2018) asserts that as shipping developed and got more sophisticated year after year, these dangerous bacteria grew stronger and more intricate. Piracy, armed robbery, high jacking, stowaways, illegal immigration, drugs, arms smuggling, fraud, and other marine crimes provide differing levels of risk to the maritime business. The dissertation's focus has been confined to piracy and armed robbery against ships, as well as maritime terrorism. Thus, the International Maritime Organization was established to provide technical support for marine safety and to safeguard the maritime environment through its instruments (Chellaram 2016). However, during the 1980s and 1990s, marine security began to be integrated into its day-to-day operations. The growing threat of piracy, armed robbery, and terrorism paved the way for new IMO initiatives such as establishing an anti-piracy programme, developing guidelines for ship security, and adopting the 1988 Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation (SUA Convention) and the International Ship and Port Facility Security Code (ISPS Code).
Being at the head of maritime affairs, the IMO has aggressively responded to previous tragedies impacting the safety of life and the sea environment. Adoption of new measures and frequent updating of the International Convention for the Safety of Life at Sea (SOLAS 74) and the International Convention for the Prevention of Pollution from Ships. Ships (MARPOL 73/78) demonstrates the breadth of their activities in this area. In the 1980s, some progress was achieved in the issue of marine security with the 1988 Convention for the Suppression of Unlawful Acts Against the Safety of Maritime Navigation (SUA 88). The flow of freight, cargo (solid or liquid), and transit through a port is often on a "queuing" basis, which means that any delay snarls all activities. Whether or not the delays are connected to security, security often takes a back seat in the goal of time management or convenience.
Globally, there are very few standardized requirements for point-to-point control of security on containers, cargoes, boats, or personnel – a port's security in one nation is very much at the mercy of another port's security, or lack thereof (Abhyankar 2016). Many ports have entrenched organized crime, and the vast majority of them still do not conduct background checks on dock workers, crane operators, or warehouse staff. Most ports lease substantial sections of their facilities to private terminal operating businesses, who are responsible for their own security. As a result, there is a "balkanized," unequal structure of port security and operations management as a whole which triggered the need for this study.
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