MINISTRY OF TRANSPORTATION – MINISTRY OF EDUCATION & TRAINING
VIETNAM MARITIME UNIVERSITY

STUDENT NAME: VU PHUONG THAO

DISSERTATION
GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO ENHANCE
SHIP AND PORT FACILITY SECURITY
UNDER ISPS CODE INQUANG NINH
PORT AREA

HAI PHONG – 2015


MINISTRY OF TRANSPORTATION - MINISTRY OF EDUCATION & TRAINING
VIETNAM MARITIME UNIVERSITY

STUDENT NAME:

VU PHUONG THAO

CLASS:

GMA0301

STUDENT ID:

49825

DISSERTATION
GLOBAL STUDIES AND MARITIME AFFAIRS

RECOMMENDATIONS TO ENHANCE SHIP AND
PORT FACILITY SECURITY UNDER ISPS CODE
INQUANG NINH PORT AREA

Supervisor:

MSc. Hoang Thi Lich

Division:

Global Studies and Maritime Affairs

Faculty:

Economics

HAI PHONG – 2015


Recommendations to enhance ship and port facility security under ISPS code in Quang Ninh
port area

PREFACE
In the modern world where security has become one of the top topic attracting much
attention of the public, it is very necessary for each country and region to identify
specific threats probably happening in order to propose appropirate methods and
plan to avoid and response to emergency situation.

Inspired by this necessity of the issue, I decided to do the research about Ship and
Port Facility Security under ISPS code in Quang Ninh Port Area, since the
scope is in strong realtion to where I had my final internship, Maritime
Administration of Quang Ninh. After researching, I desire to recommendation to
improve the security there with the ambition to get a port area that is free from
threats and friendly to all vessels and passengers visiting.
I declare that this report is my own unaided work. It has not been submitted
before.
If violated, I am solely responsible for and bear the punishments of the International
School of Education and Vietnam Maritime University.
Student

Vu Phuong Thao

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Recommendations to enhance ship and port facility security under ISPS code in Quang Ninh
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ACKNOWLEDGEMENT
I truly desire to describe my progress in knowledge, skills and experience when
completing this disseration. Researching about the topic Recommendations to
enhance ship and port facility security under ISPS code in Quang Ninh area
not only helped me to enrich my knowledge in the field of maritime security but
also trained me to manage time, deal with other organizations, get used to process
of making dissertaion and link theory and practice. I have known how to organized
my schedule properly to meet the deadlines, how to get access to the Maritime

Administration of Quang Ninh as well as how to write a disseration with suitable
format and content.
I wish to sincerely express my grattitude to MSc. Hoang Thi Lich, Deputy Head of
Global Studies & Maritime Affairs Division, for suppying me with clear guidance
and helpful advices that kept me on the right track throughout the whole course.
I also would like to thank Mr. Nguyen Van Phuc, Director of Maritime
Administration of Quang Ninh, for giving me the internship there, and Mr. Hoang
Van Hoan, Head of Maritime Safety and Inspection Division, for directly
instructing me and giving practical comments on my dissertation.

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TABLE OF CONTENTS
PREFACE .............................................................................................................. i
ACKNOWLEDGEMENT .................................................................................... ii
TABLE OF CONTENTS..................................................................................... iii
LIST OF ABBREVIATIONS ............................................................................... v
LIST OF TABLES ............................................................................................... vi
LIST OF FIGURES ............................................................................................ vii
INTRODUCTION ................................................................................................ 1
Necessity ............................................................................................................ 1
Research object ................................................................................................. 2
Research scope .................................................................................................. 2
Research methodology ...................................................................................... 2

Research findings .............................................................................................. 3
CHAPTER 1: LITERATURE REVIEW............................................................. 4
1.1 Overview of maritime security ................................................................... 4
1.2 Maritime security under ISPS code ............................................................ 5
1.2.1 Introduction to ISPS code ....................................................................... 5
1.2.2 Security levels......................................................................................... 5
1.2.3 Application ............................................................................................. 6
1.2.4 Ship security ........................................................................................... 6
1.2.5 Port facility security ................................................................................ 9
1.2.6 Regulations in Vietnam ......................................................................... 10
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CHAPTER 2: EVALUATION OF SHIP AND PORT FACILITY SECURITY
UNDER ISPS CODE IN QUANG NINH PORT AREA ................................... 12
2.1 Overview of Quang Ninh port area .......................................................... 12
2.1.1 Port facilities and port access channels.................................................. 12
2.1.2 Maritime throughput at Quang Ninh port area from 2010 to 2014 ......... 16
2.2 Ship and port facility security in Quang Ninh port area ......................... 17
2.2.1 Party in charge of ship and port facility security in Quang Ninh port area
...................................................................................................................... 18
2.2.2 Current status of maritime security at Quang Ninh ports area ................ 20
2.3 Evaluation of ship and port facility security at Quang Ninh ports area . 31
2.4.1 General evaluation ................................................................................ 31
2.4.2 Evaluation ship and port facility security under ISPS code in Quang Ninh

ports area ....................................................................................................... 32
CHAPTER 3: RECOMMENDATIONS TO ENHANCE SHIP AND PORT
FACILITY SECURITY UNDER ISPS CODE IN QUANG NINH PORT
AREA .................................................................................................................. 36
3.1 Compliance with ISPS code and regulations in Vietnam ........................ 36
3.2 Implementation of the procedure ............................................................. 37
3.3 The cooperation of related organizations ................................................. 37
3.4 Human resources ....................................................................................... 38
CONCLUSION ................................................................................................... 39
REFERENCE ..................................................................................................... 41
APPENDIX ......................................................................................................... 43

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LIST OF ABBREVIATIONS
IMO

International Maritime Organization

ISPS

International Ship and Port Facility Security Code

PFSA


Port Facility Security Assessment

PFSO

Port Facility Security Officer

PFSP

Port Facility Security Plan

SSA

Ship Security Assessment

SSP

Ship Security Plan

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LIST OF TABLES
Table 1.1 Three approaches defined by RAND ....................................................... 4
Table 1.2 Security levels under the ISPS code ........................................................ 5

Table 1.3 List of Vietnam regulations adopting the ISPS code .............................. 11
Table 2.1 List of terminals in Quang Ninh port area.............................................. 13
Table 2.2 List of port access channels in Quang Ninh area.................................... 15
Table 2.3 Maritime output at Quang Ninh ports area from 2010 to 2014 ............... 16
Table 2.4 Role of human resource of Maritime Safety and Inspection Division .... 19
Table 2.5 Details of trafficking in Quang Ninh port from 2010 to 2015 ................ 22
Table 2.6 List of seaports in Quang Ninh implementing the ISPS code ................. 23
Table 2.7 Details of pilferage in Quang Ninh port from 2011 to 2013 ................... 30

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LIST OF FIGURES
Figure 2.1 Volume of sea-going vessels through Quang Ninh port area from 2010 to
2014...................................................................................................................... 16
Figure 2.2 Volume of cargo through Quang Ninh port area from 2010 to 2014 ..... 16
Figure 2.3 Volume of passengers through Quang Ninh port area from 2010 to 2014
............................................................................................................................. 17
Figure 2.4 Organization chart of Maritime Administration of Quang Ninh ........... 18
Figure 2.5 Process of Ship Security Plan approval ................................................ 21
Figure 2.6 Process of port facility security assessment .......................................... 24
Figure 2.7 Process of port facility security plan approval ...................................... 25
Figure 2.8 Number of pilferage cases in Quang Ninh port area from 2010 to 2014 29

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INTRODUCTION
Necessity
In the modern era, maritime economic has been growing its important role in the
human life. The very first benefit it brings about is transportation that is recognized
as Silk Road on the sea, handling approximately 90 per cent of commercial
merchandise of the international trade.This way of transportation guarantees cargo
movement within a region or even from continent to continent. The relatively low
cost, in comparison with other modes of product shipping, boost up the mass
production, particularly outsourcing activity of numerous firms that allows a
worldwide products distribution. Apart from economics, maritime development has
many benefits in larger fields. The sea accounts for three-quarter of the global area
on the Earth; therefore, taking control of the sea brings much greater power than
land power does. This special territory not only provides a new economic space but
also create a new trend of science, technology research in exploring and exploiting
natural resources for fuel, materials, energy, food and living space in the near
future. However, as a large area with low population density, the sea turns out to be
a very vulnerable destination where various threats to individuals, organizations and
even governments may occur. Once these threats happen, they are likely to cause
severe damages in different aspects. This is the reason why offshore security has
become as a widely concerned topic all over the world.
As a nation with the coastline of over 3,000 km, Vietnam is also concern about the
matter of maritime security. According to UNCLOS 1982, the sea area of Vietnam
is up to 1 million km2together with approximately 3,000 islands, 48 bays and more

than 100 river entrances. In term of population, 29 cities and provinces are located
nearby the sea with the population of over 20 million people. In addition, there are a
wide range of economic activities are currently happening there such as port
operation, fishery, tourism, salt production, and so on. Therefore, the sea has a
strong connection to Vietnamese in various fields, which requires a thoughtful care
for a comprehensive and secured development in a long run.
Being connected to one of the most principal trade routes on the sea that passing
Strait of Malacca, is an advantage but also a disadvantage to Vietnam. To the
positive side, this route serves the majority of global shipment, hence, the volume of
cargo are likely through Vietnam can be really high. According to CIEM –
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Recommendations to enhance ship and port facility security under ISPS code in Quang Ninh
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Information & Data Center, this figure may double or triple in the few decades.
Furthermore, being next to giant hubs of the world like Singapore, Shanghai and
Hong Kong, transmitting port of Vietnam are usually busy with fleets on the route
to/fromthose destinations. Nevertheless, this also has a number of drawbacks since
Strait of Malacca has been well known as anunstable location in the field of safety
and security. This is where serious piracy and other types of threats are very proactive, thus the possibility that this issues may spread and have negative impacts on
Vietnam maritime is comparatively high.
The economic feature is emphasized together with the maritime security, since only
when the security is guaranteed; the economics has a concrete basis to develop and
attracts interest of investors. Especially at this point of time when maritime
transportation has been increasingly popular and essential, the issue of pirates,
armed – pilferage on board the ships become a global phenomenon. Recently, the

frequency of pirate attacks in the Southeast Asia has been rose noticeably, raising a
great concern within not only domestic maritime association but also all over the
world.
Research object
The dissertation is subjected tomaritime security at Quang Ninh port area, including
ship security and port facility security on the perception of Governmental
authorities. From the perspective of the authorities bodies, ship and port facility
security is a flow including adopting International Conventions and Vietnam Laws,
issueing official process to assure maritime security in related units and inpection
the implementation of those units such as ship companies and port operator.
According to this fact, the dissertation is subjected to study, analyze and evaluate
the whole flow before giving some recommendations to improve the working
procedures in terms of ship and port facility security of governmental bodies in
Quang Ninh port area.
Research scope
o Time: 2010 – 2015
o Area: Quang Ninh port area
Research methodology
In order to accomplish this target, the research is carried out under the process as
below:

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 Summarize systematically all processes ang performances of maritime

security at identified area (namely: Quang Ninh ports area)
 Analyze and evaluate the maritime security status at Quang Ninh port area
 Propose some recommendation in order to enhance ship and port facility
security at Quang Ninh ports area on the basis of mentioned evaluation.
Research findings
After researching, I managed to collect, organize and analyze information about
process of ship and port facility security performance in Quang Ninh port area. In
addition to that, the disseration also reports figures related to result of ship and port
facility security of this province since 2010. On the basis of these data, the study
was continued with evaluating and recommending the topic on the four criteria:
compliance with ISPS code and Vietnam regulations, implementation of proposed
procedure, cooperation of related organizations, and human resources.
The main content of this dissertation include three chapters as below:
Chapter 1: Literature review
Chapter 2: Evaluation of ship and port facility security at seaports of Quang Ninh
under ISPS code
Chapter 3: Recommendations to enhance ship and port facility security under ISPS
code at seaports of Quang Ninh

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CHAPTER 1: LITERATURE REVIEW
1.1 Overview of maritime security
Maritime security became an international issue, drawing numerous attention of the

global public, when it has been listed as a mission of Maritime Safety Committee
(MSC) of the International Maritime Organization (IMO). First of all, in order to
evaluate the issues properly, it is necessary to figure out what maritime security
means. Although there has been no universal legal definition for this term so far,
experts attempt to clarify its inner factors, namely the threats causing violation to
maritime security. According to Tom Kelly, the acting assistant secretary in the
Political-Military Affairs of the U.S.A, maritime security is the act to ensure that the
ocean is free from threats (Kelly, 2014). These threats are supposed to consist of
inter – state disputes, maritime disputes, piracy, trafficking, proliferation, illegal
fishing, environmental crimes, maritime accidents and disaster (Bueger, 2014).
Therefore, maritime security covers all the activities handling the dangers
mentioned above. In addition, RAND corporation announced that there are three
possible tiers threatening to the maritime security, namely:
Table 1.1 Three approaches defined by RAND
Tier
I

Name
Non – state threats

Threats
Piracy, terrorism, natural disasters, accidents,
criminal gangs

II

Rogue and Failed States

Non government, government without real
power


III

State to State Conflicts

Conflicts between countries
(Nincic, 2014)

In detail, the non-state threats usually include maritime piracy, maritime terrorism,
natural disasters, accidents and criminal gangs. The rogue and failed states occurs
when there is no government in that country or the government is unable to do
anything to handle the maritime security violation. Somalia can be a typical
example for this tier, because their government has failed to control the nation,
leading to the rise of starving and out-of-control piracy. Ultimately, the tier III has
been happened less frequently in the modern era thanks to globalization trend that
nations are more likely to cooperate with each other in the win-win relation instead
of competing and arguing. However, the conflict still happen occasionally in some
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specific location such as in the South China Sea between China and ASEAN
nations, or the Senkaku island dispute between China and Japan.
Certainly, as an official international matter, maritime security requires a series of
legal documents to provide guidance as well as regulations. Based on the
presentation of Michele Ameri and Michael Shewchuk (Michele Ameri, 2007),

relevant information about threats to maritime security can be found in Charter of
the United Nations, UNCLOS, other global conventions and so on.
1.2 Maritime security under ISPS code
1.2.1 Introduction to ISPS code
International Code for the Security of Ships and Port Facilities was under an
International Convention, SOLAS. This code was to establish an international
framework involving co-operation between Contracting Governments, Government
agencies, local administrations and the shipping and port industries to detect
security threats and take preventive measures against security incidents addicting
ships or port facilities.
Those objectives are supposed to achieve by appointing proper staff/officer on
board or at each terminals of ports and in shipping lines in order to prepare and
make security plan for each vessel and port.
Part A of ISPS code is mandatory provisions to which reference is made in chapter
XI-2 of the International Convention for the Safety of Life at Sea, 1974 as amended.
In the meanwhile, Part B is the guidance regarding the provisions of chapter XI-2 of
the annex to the international convention for the safety of life at sea, 1974 as
amended and part A of this code.
1.2.2 Security levels
Table 1.2 Security levels under the ISPS code
Level

Identification

Purpose

Security Minimum appropriate protective Counter most forms of criminality
level 1

security measures shall

implemented at all times

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be (trespass, pilferage, stowaways)
Allow normal commercial operation

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Security Appropriate additional protective Allow commercial operation of port,
level 2

security measures shall be port facility, ship (increased security
maintained for a period of time as restrictions)
a result of the heightened risk of a
security incident.

Security Further

specific

protective Possibilities

level 3

measures


shall

security

of

suspension

of

be commercial activities

maintained for a limited period of Control transferred to Government
time when a security incident is organizations
probable or imminent, although it
may not be possible to identify a
specific target.
(Source: Guide to maritime security and the ISPS code, 2012 edition)
1.2.3 Application
Even though this is an international code, ISPS does not apply to all kinds of ships.
There are just some kinds of vessels and ports under the ISPS (IMO, 2005), namely:
-

for vessels on international voyages

-

o passenger ships, including high – speed passenger craft
o cargo ships , including high – speed craft, of 500 gross tonnage and

upwards
o mobile offshore drilling units
for ports: port facilities vessels on international voyages that are mentioned
above

The code does not apply to warships, naval auxiliaries or other ships owned or
operated by a Contracting government and used only on Government noncommercial service
1.2.4 Ship security
Ship security is the application on board in order to protect human, cargo, units
transporting the shipments, ship supplies or the vessel from risk of maritime
incidents.

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1.2.4.1 Ship security assessment (SSA)
Under ISPS code, Ship Security Assessment is the very first step in the process of
building up a plan for ship security. The company or shipping line is in charge of
carrying out this stage under the supervision of concerned party. The chief security
offier of the vessel is responsible of assuring that people with necessary skills assess
the security of the ship. It should be noted that even if there are several ships in one
fleet, a Ship Security Assessment is still mandatory for each separate ships(IMO,
2005).
In this stage, the Company Security Officer (CSO) needs to accomplish the security
assessment first. According to part B of ISPS code, SSA should take into accounts

the elements on board the ship; information required to conduct the assessment;
persons, services and operations to protect. In addition to those three issues, all
possible threats and vulnerabilities also need to be considered thoroughly.
During the course of a SSA, an on-scene survey must be conducted inorder to
examine and evaluate the current measures, procedures and operation of security
maintenance on board the vessel. Under ISPS code, this survey includes the
following criteria:
-

Identification of existing security measures, procedures and operations

These security measures, procedures and operations can be simply understood as
ability to respond to emergency situations, security patrol, security
communication system, handling of surveillance equipment (HITESHK, 2012).
-

Identification and evaluation of key ship board operation that it is important
to protect

Ship board operation consists of cargo handling, navigation, machinery handling
and so on. Additionally, some important spaces that are directly related to those
operations also need to be considered carefully, such as bridges, stores,
machinery spaces and steering control system(HITESHK, 2012)
-

Identification of possible threats to the key ship board operations and the
likelihood of their occurrence, in order to establish and prioritise security
measures

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This part is one of the hardest one since it requires the imagination of the
security officer as well as the company. They need to think and identify some
threat situations that are likely to happen to the ship. However, there are some
components regarding to the ships that can be taken into consideration, for
instance, types of ship, crew, and type of cargo and so on. (HITESHK, 2012)
-

Identification of weaknesses, including human factors in the infrastructure,
policies and procedures.

Based on the four elements mentioned above, the weaknesses can be drawn out
and the objectives or amendment can be listed such as new measures.
(HITESHK, 2012)
1.2.4.2 Ship security plan (SSP)
On the basis of the SSA above, a Ship Security Plan (SSP) is made in order to
guarantee the implementation of all possible method to protect human, cargo, cargo
transporting unit, and stores on board the ship. This plan must be submitted to an
authority organization in the Contracting Government for an approval before being
implemented into practice. The content of the plan should be differed from ship to
ship so as to suit with the particular characteristics of each vessel(IMO, 2005).
The SSA is finished with specific features of the ship and potential threats as well
as possible vulnerabilities for the ship. Turning to SSP, the security officer need to
address in details all these features. Ordinarily, Administration may give guidance

and advice to the company in the process of making SSP.
1.2.4.3 Security officer (SSO)
For the security of the ship, there will be two kinds of security officers. The first
one is called Company Security Officer. This officer is designated by the
company/shipping line. A shipping line may have more than one security officer as
long as it is identified clearly the vessels under the supervision of each officer.
Similarly, one company officer can be in charge of more than one vessel(IMO,
2005).
The other security officer involved in this process is the Ship Security Officer.
This position is designated on each ship. The duty of this officer is to implement

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and maintain the SSP as well as to co-ordinate with company security officer and
the port facility officer(IMO, 2005).
1.2.5 Port facility security
Port facilities security is the protection for human (terminal employees),
infrastructure (waterways, cargo way), assets (vessels). The threats to port facility
may consist of seizure, exploitation, pilferage, piracy, terrorism and other causes
having the same characteristics(Trynix Systems Group, LLC).
1.2.5.1 Port facility security assessment
Port Security Assessment is a critical activity in the security assurance procedure
and contributes significantly to the building of Port Security Plan later on. Port
Security Assessment must be carried out by the Contracting Government that the

ports belong to. The Government may designated a security organization to directly
inspect and check the port security
At least, Port Security Assessment includes the following criteria(IMO, 2005)
-

identification and evaluation of important assets and infrastructure that are
important to be protected

-

identification of possible threats to the assets and infrastructure and the
likelihood of their occurrence, in order to establish and prioritise security
measures
identification, selection and prioritization of counter measures and
procedural changes and their level of effectiveness in reducing vulnerability

-

identification of weaknesses, including human factors in the infrastructure,
policies and procedures.

1.2.5.2 Port facility security plan (PFSP)
Port facility security plan is based on the port facility security assessment so as to
eliminate or minimize the risks identified in the assessment report.The result of port
facility assessment may draw out the particular feature and potential threats to the
port, which cause a necessity to designate a port facility security officer and to
make a port facility security plan (IMO, 2005).This plan varies from port to port
due to the distinct features such as infrastructure, interface, or facility of each
terminal. No matter what content the plans have, all of them are designed for the
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same purpose impeding vessels from carrying threats in and out the port area and
securing the vessels anchoring in the ports-of-call.
The target subjects that are protected under the PFSP are human, cargo, vessels
andother cargo transport means, storages sites (if any).
The content of a port facility security plan must include:
-

-

measures designed to prevent weapons or any other dangerous substances
and devices intended for use against persons, ships or ports and the carriage
of which is not authorized, from being introduced into the port facility or on
board a ship
measures designed to prevent unauthorized assess to the port facility, to ships
moored at the facility, and to restricted areas of the facility
procedures for responding to security threats or breaches of security,
including provisions for maintaining critical operations of the port facility or
ship/port interface

-

-


procedures for responding to any security instructions the Contracting
Government, in whose territory the port facility is located, may give at
security level 3
procedures for evacuation in case of security threats or breaches of security

1.2.5.3 Port facility security officer
This officer is designated by the Contracting Government. He/she is in charge of
assuring that the port facility security plan is implemented properly and set the
security levels for port and ships anchoring in the port area. Ordinarily, the port
facility security officer is also responsible of carrying out port facility security
assessment.
1.2.6 Regulations in Vietnam
Having been a member of the International Maritime Organization (IMO) since
May 28th 1984, Viet Nam managed to adopt 15 out of 40 Conventions and Decrees
including International Ship and Port Facility Security Code (ISPS) (Ministry of
Foreign Affairs, 2007). Notably, in the 24th annual conference of IMO Assembly
(January 21 – December 2 2015) held in London, Vietnam requested for support
from IMO to organize several training courses nationally and regionally in order to
enforce ISPS efficiently, handling dangerous cargo, and participating in Fal 65
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Convention. To response this request, IMO promised to pay considerable attention
to.
To be more specific, Vietnam government has also issue a number of legal

documents so as to provide clear direction and guidance for organizations and
individual at lower layers in the maritime security system to follow and adopt that
code into practice.
Table 1.3 List of Vietnam regulations adopting the ISPS code
No

Document

Date of
issue

Place of issue

Content

1

191/2003/QĐ- Sep 16 Prime Minister
TTG
2003

Approval
of
amendments
proposed in 2002 to some
chapters
of
International
Convention for the Safety of
Life at Sea (SOLAS) 1974


2

27/2011/TTBGTVT

May 28 Minister
2011
Transport

3

489/CHHVNATHH

Mar 19 Vietnam
2009
Marine
Administration

Continue to apply requirements
of International Code for the
Security of Ships and Port
Facilities and relevant legal
documents

4

125/2004/QĐ- July 09 Prime Minister
TTG
2004


Inform, receive, transfer and
process information of maritime
security

5

11/2009/QĐTTG

Mar 15 Prime Minister
2009

Amendments to some terms in
125/2004/QĐ-TTG

6

25/2004/TTBGTVT

Oct 28 Minister
2004
Transport

of Guidance
about
receiving,
transferring and processing
information
of
maritime
security, for vessels, shipping

lines, port operators and related
parties at ports.

7

47/2011/TTBGTVT

Sep 01 Minister
2011
Transport

of The replacement of 25/2004/TTBGTVT

of Apply amendments proposed in
2002 to SOLAS 74 enclosed
with ISPS

Regulations
of
receiving,
transferring and processing
information of maritime security
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CHAPTER 2: EVALUATION OF SHIP AND PORT
FACILITY SECURITY UNDER ISPS CODE IN QUANG
NINH PORT AREA
2.1 Overview of Quang Ninh port area
2.1.1 Port facilities and port access channels
2.1.1.1 Port facilities of Quang Ninh
Located in the North-East of Vietnam, Quang Ninh‟s position is considered as
having a strategic role in terms of politics and economics. Having all necessary
natural and social components, Quang Ninh is recognized as „a little Vietnam‟. This
province borders with China with 118.8 kilometre line, nearby Lang Son, Bac
Giang, Hai Duong and Hai Phong city. The area is approximately 6,000 kilometre
square with the sea area having unique geography, 2,000 islands accounting for
two-third of the number of countrywide islands.
The port network in Quang Ninh has been well known for the deep water with a
significantly low level of soil, together with feasible development plan designed by
province authority as well as proper infrastructure. In addition to that point, berthing
at Quang Ninh port may help to shorten the transportation into Southwest China up
to 800km. As a result, developing ports in Quang Ninh may encourage foreign
firms to choose Vietnam as the transmitting point to reduce costs. In the future,
Quang Ninh is expected to be the connecting point in global voyages of maritime
transportation.
Quang Ninh has a 250 kilometre coastline, starting from Mong Cai to Quang Yen.
These areas are divided into seven smaller parts, namely: Van Gia, Hai Ha, Mui
Chua, Cam Pha, Cua Doi, Hon Gai and Quang Yen. For the time being, Quang
Ninh has been managed 12 terminals, namely: Mui Chua, Van Gia, Cai Lan, Cam
Pha, Port of Cam Pha cement, B12, berth of Ha Long shipbuilding, Hon Gai, Port
of Ha Long cement, Port of Thang Long cement, Cai Lan oil port, and Cai Lan
International Container Terminal (CICT). Among those 12 one, four terminals, Van
Gia, Mui Chua, Cam Pha and HonGai are being operated with 21 berths. The total
length of the port reaches 3,451 meters, and there are 14 berths specialized for some

specific purposes, for instance, loading/unloading coal and cement, transporting
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Recommendations to enhance ship and port facility security under ISPS code in Quang Ninh
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passengers or shipbuilding. The berth of Ha Long Shipbuilding Company has been
utilized for the ship building process, and Cai Lan oil port has not been under
operation yet. For more details, table 2.1 demonstrates a list of ten other terminals
currently being operated in Quang Ninh ports area.
Table 2.1 List of terminals in Quang Ninh port area
No

Terminal

Class

Type

Feature
This is deep-water seaport having been
invested to become a big port that may

1

Cai Lan


I

General

serve 30,000 – 40,000 DWT vessels. This
terminal is designed for both bulk cargo
and containerized ones.

2

Cai Lan
International
Container

With a 10 meters access channel and the
quay length of 594 meters, the annual
I

Container

Terminal
(CICT)

container

handling

capacity

of


this

terminal is up to 520,000 TEU and can
reach 1.2 million TEU capacity when the
construction is accomplished.
This terminal is specialized for coal

3

4

5

Cam Pha
Port

Port of Cam
Pha cement

Port of
Thang Long
cement

exporting trade in Cam Pha area.
I

Specialized
The length is 300 meters with depth of 9
meters, suitable for 70,000 DWT vessels.


I

I

The terminal has the wharf length of 180
Specialized meters and width of 20 meters, being able
to serve 15,000 DWT vessels
The terminal can serve 25,000 DWT
vessels with the length of 153 meters.
Particularly, this terminal has 3 berth
Specialized
specially designed for 3 different
functions, namely: importing materials,
exporting cement and exporting clinker.

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Recommendations to enhance ship and port facility security under ISPS code in Quang Ninh
port area

Port of
6

Halong
cement


According to government documents, this
I

Specialized terminal can handle vessels up to 16,000
DWT with the length of 144 meters.
B12 oil port is currently managing and
operating modern facilities and wellconstructed infrastructure including Bai

7

B12

I

Oil port

Chay oil storage with capacity of 90,000
m3, terminal with 3 berths serving 40,000
DWT, 5,000 DWT and 500 DWT. These
berths may reach a productivity of 6million m3 tone per year.
This is the commercial gate for goods
movement between Vienam and China.
Van Gia is also the area for transiting
shipments.

8

Van Gia

N/A


General
The length of natural access channel is 7
nautical miles, with the depth of 7.5
meters. Then, it can handle 10,000 DWT
vessels.

9

Mui Chua

II

General

The terminal has a depth of 3.3 meters
and can serve 1,000 DWT vessels only.
The handling capacity of this terminal is
260,000 tonnages per year.

10

Hon Gai

N/A

Passenger

This terminal is located nearby Bai Tu
Long bay, with the depth of 10 meters.

This is a very large area for ship
anchoring.

Source: (Maritime Administration of Quang Ninh , 2012)
In addition, the inland traffic has been paid much attention to, for example, the
improvement of Yen Vien - Pha Lai – Cai Lan railway network, the construction of

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Recommendations to enhance ship and port facility security under ISPS code in Quang Ninh
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highways that enable Cai Lan terminal as well as the others to connect with several
business centers, bordering gates, and some industrial zones nearby.
The seaports of Quang Ninh are in charge of transiting export and import cargo.
Through these commercial activities, the maritime relations with other nations,
particularly in the East Asia and the Southeast Asia, can be enhanced(Maritime
Administration of Quang Ninh, 2015).
2.1.1.2 Port access channels of Quang Ninh
Table 2.2 List of port access channels in Quang Ninh area
Length Width Depth
No.

Channel
(km)

1


Van Gia

2

Hon Gai

(m)

(m)

9.2

120

-5.7

Hon Bai – Hon Mot

17.5

130

-11.6

Hon Mot – B12 oil port

12

130


-10

3

Song Chanh

13.2

80

-1.7

4

Channel operated by VINACOMIN – Cam Pha
Port and Logistics company
Hon Soi Den – Hon Con Ong

5.7

300

-9

Hon Con Ong – Cam Pha coal bridge

8.5

110


-7.4

3.4

90

-6.9

80

-6.1

5

Channel operated by Cam Pha cement joint stock
company
Hon Con Ong – Clinker berth
Clinker berth

6

Channel operated by Ha Long cement joint stock 2.15
company
(Source: Maritime Administration of Quanh Ninh)

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Recommendations to enhance ship and port facility security under ISPS code in Quang Ninh
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2.1.2Maritime throughput at Quang Ninh port area from 2010 to 2014
Table 2.3Maritime output at Quang Ninh ports area from 2010 to 2014
Unit

2010

Sea-going
vessels

time

10,267

8,809

7,469

7,128

7,059

8,146

Cargo

thousand

tonnage
TEU

42,757

50,381

49,084

51,102

54,095

49,484

188,068

228,463

230,071

130,110

94,036

174,150

time

55,346


57,713

68,103

101,155

121,980

80,859

Passenger

2011

2012

2013

2014

Average

(Source: Maritime Administration of Quang Ninh)
From the above data, charts illustrating the changes in volume of sea-going vessels,
cargo and passengers through Quang Ninh port area from 2010 to 2015 can be
sketched as below

Figure 2.1 Volume of sea-going vessels through Quang Ninh port area from 2010
to 2014

As can be clearly seen from the table, the number of vessel visits gradually declined
over the five years, from over 10,000 to just 7,059, two-third of the initial figure.

Figure 2.2 Volume of cargo through Quang Ninh port area
from 2010 to 2014
However, the volume of cargo in term of tonnage increased significantly by
approximately 12 million tons within just a half of the decade.
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