ISPS concerns

Both ISMA (International Ship Manager's Association and Helmepa (Hellenic Marine Environment Protection Association) have recently stated concerns with the International Ship and Port Security (ISPS) code to date.

ISMA says that its members will comfortably meet the deadlines. 

However it notes that there is a loophole in the code 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," says Rajaish Bajpaee, president of the International Ship Managers' Association. "There was little or no response from the authorised 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. 

ISMA reports that 83% of its members say that to achieve effective ISPS compliance, owners will need additional manning onboard so as not to overburden the already stretched complements and that means an increase in the cost of operations.

It also notes that nobody is offering to cover the costs of delays caused by security clearance of the crew; the requirements for this have becoming very complex with every country having its own system. A standard verification procedure would be handy, Mr Bajpaee says.

Another problem is that most ships do not have any practical search area in the gangway for seafarers to check personnel's ID and maintain a log, particularly in bad weather and in open chemical and gas berths.

"Solutions like a portable shelter, small container or a mobile van at the foot of the gangway give the necessary degree of security comfort," Mr Bajpaee says.

ISMA notes that on car carriers and ro-ros, there are large numbers of people boarding the vessels during short port calls, such as drivers and lashing gangs. 

"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," he says.
 
In some US 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, he notes. 

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 master or ship security officers of the vessel by providing adequate equivalent controls which can be detailed in vessels' crew security arrangement plans. 


SUBHEAD
Helmepa
  
Participants to a Helmepa Security Training Seminar, held at Costamare Shipping on May 4-5 this year, expressed the following concerns.

Determining the area of responsibility between ship and port facility when a ship is within the port. 

The authority of National Coastguards to conduct boardings on international waters.

The practical difficulty in keeping the Continuous Synopsis Record updated by completing the required terms and conditions of the charter party for every voyage.  

The consequences arising in the event that the Ship Security Alert System emits a false alarm. 

The way to deal with stowaways after the ISPS Code has entered into force. 

The security responsibilities of a ship when it is within a repair yard.