Even as Lt. Cdr. James Bartlett of Marine Safety Detachment Massena, N.Y, was driving to the Canadian Port of Montreal, the future, or even the existence, of the mission was uncertain.

The date was June 30, 2004. The next day, the International Maritime Organization’s International Ship and Port Facility Code would take effect, bringing a drastic change to the maritime industry. International ships would be subject to increased security measures and would be expected to have their own ship security plans in place.

The new IMO standards were to be enforced around the world, but the Ninth Coast Guard District saw a unique opportunity presented on the Great Lakes. The U.S. and Canada share the Great Lakes waters. Borders around the U.S. extend 200 miles out, but with the proximity of Canada, the Ninth District boundaries are much closer. At the closest point, the distance on the waterway between the two countries can be as close as a quarter mile.

Bartlett was headed to Montreal in hopes of conducting a joint effort between the U.S. Coast Guard and Transport Canada to ensure that vessels entering the Great Lakes were in compliance with the IMO’s new standards. The plan was to begin on the first of July, but when he arrived in Montreal, the two countries still hadn’t reached an agreement.

Meanwhile, Captain Randy Helland, of the Ninth Coast Guard District Marine Safety Division, continued to make the necessary efforts to reach an agreement and to have all the necessary documents signed before the deadline. Helland spearheaded numerous conference calls, between Transport Canada headquarters in Ottawa, and Coast Guard headquarters in D.C., answering last-minute questions and resolving other issues.

By midnight of June 30, the countries were in agreement and at the invitation of Transport Canada, Bartlett joined Rob Martel and Michel Lalonde, both Canadian regional inspectors, aboard the Vectus Harrier—a 382-foot vessel from the country, Isle of Man. These three men became the first U.S./Canada Joint Initial Verification Team.

While the Americans are there to observe, the lines of communication are still open and the significance of the role is not diminished. According to the Memorandum of Understanding between the United States Coast Guard and Transport Canada, the primary goals of the initiative are to enhance communications between the two nations, exchange operational knowledge and improve interoperability related to maritime security.

“We do not have the authority to enforce U.S. regulations, laws, treaties, or statutes (in Canada),” said Bartlett. “We take no primary role; we’re secondary role. However, we’re teammates, so we provide input. If we find a problem that they don’t recognize as a problem, we go aside, and we talk about it.”

In addition to the IMO regulations, countries have added their own regulations that must be met before a vessel can pull into that country’s port. Although U.S. regulations cannot be enforced while the vessel is in Canadian waters, U.S. inspectors can warn the captain that the ship may be denied entry into U.S. waters unless violations are corrected before leaving the port, thus ensuring the safety and security of both countries.

Both nations benefit from the new teamwork.
Many times, ships are bound for both U.S. and Canadian ports. However, even if a ship is only headed for one of the two countries, that vessel may cross the border five times due to the geographical design of the shipping channel.

“A ship sinking in the St. Lawrence locks could cripple the economy for both countries,” said Lalonde, Canadian inspector.

Many vessels and companies operate on a “just-in-time” basis. When the goods arrive they are almost immediately sent to the business that will use or sell the materials, Bartlett explained.

An estimated $6-$7 billion in goods passes through the locks annually. If a ship sinks while in the one of the St. Lawrence Seaway locks, it could keep other vessels, and the millions of dollars worth of goods per day, from entering or leaving the Great Lakes Systems until the wreckage is cleared.

The IMO regulations were in the works prior to 9-11, but 9-11 served as a wake up call, and pushed the approval and enforcement of those regulations to the forefront.

The joint effort between the two countries marks a big step in improving security, thus ensuring continuing economic health on both sides of the border in the Great Lakes region.

“The big picture is that North America is a safe continent [to trade with],” Lalonde said.

The joint effort is an effort to keep that statement true. Since July 1, the JIVT has been successful.

“The JIVT has prevented several noncompliant vessels from entering the Great Lakes and increased awareness to other vessels that the Great Lakes is not an easy, alternate entrance to the U.S.,” Bartlett said.

One vessel, upon hearing of the inspections, elected not to enter the Great Lakes system and instead, returned to sea.

Chief Warrant Officer Donnie Swope, a U.S. inspector, tracks the program’s success by watching the improvement in vessels pulling into the Port of Montreal.

“As we walk around on the ships, we see locks in places that weren’t there before. There’s control in areas of the ship where stow-aways might have gone before,” said Swope.

The original agreement for the JIVT was for a trial period of three months, to end September 30, 2004. The program was successful and beneficial to both sides, and was extended until the end of the shipping season. Officials continued the initiative March 25, 2005.

As the global war on terrorism continues, opportunities for countries to combine their efforts can be vital. The success of the Montreal JIVT showcases how two, sovereign countries have successfully implemented the ISPS Code.

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