Terrorism code could squeeze small ships
By Johann Earle
Stabroek News
June 11, 2004
Small vessel owners could be forced out of business if they cannot make their ships compliant with the impending International Ship and Port Facility Security Code (ISPS), since those ships may be restricted from accessing certified wharves in Port Georgetown or anywhere else.
The code is part of the global response to terrorism and shipping companies across the Caribbean are now hustling to meet the July 1 deadline.
Speaking to Stabroek Business on Tuesday, Security Director of John Fernandes Limited Bobby Fernandes explained that it is usual for small ships or barges and tugs to come alongside large, ocean-going vessels and transfer cargo such as logs or bagged goods on to the ship.
This happens while the larger ship is at the berth.
Local ship-owner Kampta Persaud, known as 'Vijai', told Stabroek Business yesterday that he has not started anything as regards making his four ships that sail outside Guyana's waters compliant to the ISPS Code.
He said that the requirements are too many and the implications too great. His four small ships ply the Caribbean waters carrying break- bulk cargo.
Fernandes said that this method of loading might have to cease with the ISPS Code in effect.
He added that if this method of loading were not employed, shippers would face exorbitant transportation and handling fees when making alternative loading arrangements.
Small vessels or barges are used to ferry logs and other items from up the Demerara River or from locations in the Essequibo River, to Port Georgetown. Larger vessels cannot venture too far up river unless they are empty or have light draught while loaded.
He said under the new regulations, small ships and barges that are not ISPS certified can 'contaminate' the ISPS certified port, which can lead to that port's certification being revoked.
Fernandes said if small vessels are alongside the pier on which the larger vessels are expected, they have to depart from that berth at least two hours before the berthing of the certified large ship.
Stabroek Business understands that the Maritime Administration Department (MARAD) is moving towards having these smaller ships and barges certified, even if it is not in the full measure. MARAD is the agency with the regulatory oversight of the ISPS Code and other maritime conventions and laws in Guyana.
Fernandes said the security plan that the company submitted to the MARAD is a blueprint of the measures that the company is prepared to put in place to guard against security breaches of the terminal and ships that are there.
He indicated that his company was part of a week-long seminar back in November on the ISPS Code and its implications, and that the company subsequently came up with its port facility security assessment, like all of the other companies in the shipping fraternity. "...We did the assessment and came up with the vulnerabilities as they relate to the threats outlined in the ISPS Code," he said.
He added that the company sent the assessment to MARAD, which sent officials to inspect the grounds and ensure that the assessment had indeed covered all of the vulnerabilities. After this, the company made its amendments to the assessment.
He said that having completed the initial work, the company then completed and submitted its port facility security plan to MARAD.
Fernandes gave the assurance that come July 1 all of John Fernandes Limited's ISPS requirements will be in place. On a walkabout of John Fernandes Limited's premises this week, Stabroek Business observed that the required 10-foot high fence was in place and that preparations were being made for the installation of security cameras on the wharf and in the bond area.
Fernandes said in addition to this, a public address system is to be installed so that persons could be speedily evacuated. There will also be a fire alarm system at the premises. According to Fernandes, the cameras are costing the company over $3M.
He said while the items are costly, "we recognise the necessity not only for ourselves but for the country, because if we can't trade with the US, the economy could grind to a halt," Fernandes said.
He stressed that non-compliance not only has implications for exports, but for importation as well, since ships would not come to Port Georgetown if the wharves were not certified.
He said gate access is one of the most difficult areas to manage but that the company would be issuing colour-coded access cards to both employees and visitors. The employees' cars would have their photographs on them. Further, visitors would have to show either a national identification card or a valid passport to gain entry.
In addition, they have to show documentation substantiating that they are there to conduct legitimate business. This stipulation takes effect from next Monday.
Fernandes is of the view that although the measures being put in place target terrorism, they would also guard against instances of narco-trafficking, since entry to the wharf and bond area would now be closely monitored. ISPS Requirements for ships According to the ISPS Code, a ship's security assessment is an essential and integral part of the process of developing and updating a ship's security plan. The plan must address, at least, the following: 1. measures designed to prevent weapons, dangerous substances and devices intended for use against persons, ships or ports and the carriage of which is not authorised from being taken on board the ship; 2. identification of the restricted areas and measures for the prevention of unauthorised access to them; 3. measures for the prevention of unauthorised access to the ship; 4. procedures for responding to security threats or breaches of security, including provisions for maintaining critical operations of the ship or ship/port interface; 5. procedures for responding to any security instructions Contracting Governments may give at security level 3 (prominent or eminent risk); 6. procedures for evacuation in case of security threats or breaches of security; 7. duties of shipboard personnel assigned security responsibilities and of other shipboard personnel on security aspects; 8. procedures for auditing the security activities; 9. procedures for training, drills and exercises associated with the plan; 10. procedures for interfacing with port facility security activities; 11. procedures for the periodic review of the plan and for updating; 12. procedures for reporting security incidents; 13. identification of the ship security officer; 14. identification of the company security officer including 24-hour contact details; 15. procedures to ensure the inspection, testing, calibration, and maintenance of any security equipment provided on board; 16. frequency for testing or calibration of any security equipment provided on board; 17. identification of the locations where the ship security alert system activation points are provided; and 18. procedures, instructions and guidance on the use of the ship security alert system, including the testing, activation, deactivation and resetting and to limit false alerts.