ISMA on track for Security

?Contrary to indicators elsewhere across industry ISMA (International Ship Managers? Association) members will comfortably meet the deadlines imposed by IMO, flag states and national governments to comply with the demands of the ISPS Code?. This is the assertion made by Rajaish Bajpaee, President of ISMA speaking at the CMA 2004 Shipping event. Bajpaee used this international forum to announce the findings of an ISMA members? survey concerning measures in the ISPS Code.

Members are unanimous in the view that they foresee an access control loophole in verifying the bonafides of various officials such as Immigration, Customs and even the Police, who board the vessel. Cases are known where persons who have boarded in official uniforms carried IDs, which later turned to be false. And there was little or no response from the authorized shore Port Captains. A ship’s gangway watchman with basic knowledge would have little or no chance in identifying this threat. No International protocol exists to cover these threats. 83% say to achieve effective ISPS compliance, owners will need additional manning onboard so as not to overburden the already stretched complements: that means an increase in the cost of operations.

Today there is no clear provision for compensation for port delays if these occur due to delays in security clearance of the crew, the requirements for which have become complex with each country having its own exhaustive method of verification. ISMA says there is a need for a standard verification procedure.

Most ISMA members say that the issue of providing a practical secure search area at gangway for consistent verification of ID /checking of personnel, maintaining log etc. in all conditions e.g. winter time, gale force winds with rain, open chemical/gas berths etc. is a weak link in Access Control. This view recognizes that solutions like a portable shelter, small container or a mobile van at the foot of the gangway etc. gives the necessary degree of Security comfort.

In car carriers and ro-ros with short turn arounds in port lasting few hours only, the number of personnel boarding the vessels e.g. drivers, lashing gangs etc. are usually large. Checking the credentials of so many people would take a disproportionate amount of time compared to port time required for cargo work. Further with cars loaded at a fast rate mostly at about 60 cars/hr or more, the master has to be fully dependent on the car checks by Port Facility only and accept the cargo. ISMA members see the Port being accepted as the primary check in such cases.

In some U.S. states the Security authority insists on their own 24 hour security guards particularly in cases where the crew do not have U.S. visas so as to prevent them taking shore leave. The cost (to be born by the Operator / Manager) for providing this guard services are high. Most ISMA members says this responsibility should be left to the Masters / SSOs of the vessel by providing adequate equivalent controls which can be detailed in vessels? crew security arrangement plans.

There is a view that visiting ships may not match the Port Facility Security arrangements with respect to people, skill, interest and understanding. ISMA members all agree that this gap a weak link in the ship ? port interface.