Revision No.

04

Date 24 April, 2019

SDSD

Security Awareness Training and

Seafarers with
Designated Security Duties
 Revision No. 04

Date 24 April, 2019

SDSD

SECURITY AWARENESS TRAINING AND SEAFARERS

WITH DESIGNATED SECURITY DUTIES
STCW Convention, 1978, as amended, STCW Code Tables A-VI/6-1 and 6-2

Table Of Contents
Page
No. Topics
No.
Course Introduction 3
Competences
 Maintain the conditions set out in a ship security plan (Table A-VI/6-2)
 Contribute to the enhancement of maritime security through heightened
awareness (Tables A-VI/6-1)
1 Maritime security terms and definitions 4

2 International maritime security policy and responsibilities 7

Maritime security levels and their impact on security measures and

3 16
procedures

4 Security reporting procedures 18

5 Procedures and requirements for drills and exercises 20

6 Procedures for conducting inspections and surveys 21

Security-related contingency plan and the procedures for responding

7 23
to security threats of breaches of security
Competences
 Recognition of security risks and threats (Table A-VI/6-2)
 Recognition of security threats (Table A-VI/6-1)
8 Security documentation and Declaration of Security 24

9 Techniques used to circumvent security measures 27

10 Recognition of potential security threats 29

11 Recognition of weapons, dangerous substances and devices 31

12 Crowd management and control techniques 35

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Handling security-related information and security-related

13 36
communications

14 Methods for physical searches and non-intrusive inspections 37

Competence
 Undertake regular security inspections of the ship (Table A-VI/6-2)
 Understanding of the need for and methods of maintaining security
awareness and vigilance (Table A-VI/6-1)
15 Techniques for monitoring restricted areas 39

16 Controlling access to the ship and restricted areas on board ship 40

Methods for effective monitoring of deck areas and areas

17 42
surrounding the ship

18 Inspection methods relating to the cargo and ship’s stores 43

19 Methods for controlling the embarkation and disembarkation 45

Competence
 Proper usage of security equipment and system(Table A-VI/6-2)
K.U.P. 1: Security equipment and system
20 Types of security equipment and systems 47

21 Testing, calibrating and maintaining security systems and equipment 54

List of References 57
List of Figures 58

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Course Introduction

 STCW Requirement
Regulation VI/6 and Section A-VI/6

This course covers the mandatory competences and the

required knowledge, understanding and proficiencies
prescribed in Section A-VI/6, Table A-VI/6-1 and Table A-
VI/6-2 of the STCW (Standard of Training Certification and
Watchkeeping) Code as amended.
This requires a total of 8 instructional hours to cover the
subject areas enumerated in Part B - Course Outline.

Figure 1: STCW Convention

and Code 2017 Edition

 Training Outcome
STCW Competence Requirement

To meet the minimum standard of competence for all trainees assigned to

shipboard duties as required in Section A-VI/6 of the STCW Code as amended, this
course is designed to enable the trainees to successfully demonstrate the
competences on Security Awareness Training and Seafarers with Designated
Security Duties. Specifically, at the end of the course the trainee must:

Table A-VI/6-1: Security Awareness

1) Contribute to the enhancement of maritime security through heightened
awareness
2) Recognize of security risks and threats
3) Understand of the need for and methods of maintaining security
awareness and vigilance

Table A-VI/6-2: Seafarers with designated security duties

1) Maintain the conditions set out in a ship security plan
2) Recognize of security risks and threats
3) Undertake regular security inspections of the ship
4) Use security equipment and systems properly

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COMPETENCES
 Maintain the conditions set out in a ship security plan (Table A-VI/6-2)
 Contribute to the enhancement of maritime security through heightened
awareness (Tables A-VI/6-1)

Topic 1
Maritime security terms and definitions

1. Cargo Theft- The criminal taking of any cargo including, but not limited to, goods,
chattels, money, or baggage that constitutes, in whole or in part, a commercial
shipment of freight moving in commerce.
2. Company Security Officer (CSO) - The person designated by the Company for
ensuring that a ship security assessment is carried out; that a ship security plan
is developed, submitted for approval and thereafter implemented and
maintained and for liaison with port facility security officers and the ship security
officer.
3. Competent Authority - means an organization designated by an Administration to
receive and act on a ship-to-shore security alert.
4. Company - means the owner of the ship or any other organization or person such
as the manager, or the bareboat charterer, who has assumed the responsibility for
operation of the ship from the owner of the ship covered under requirements of the
International Safety Management (ISM) Code.
5. Contingency Plan- Contingency Plan provides guidelines and instructions that
assist in making an efficient response to (security related) emergency situations
onboard ships.
6. Contraband Smuggling- is the illegal transportation of any item that, relating to
its nature, is illegal to be possessed or sold.
7. Contracting Government - generally means a Government that has agreed to be
bound by any IMO Convention, e.g. the SOLAS Convention, or other binding
instrument adopted by the IMO the simpler term Government is generally used in
place of Contracting Government unless there is a direct quotation from SOLAS
Chapter XI-2 or from the ISPS Code Part A or Part B. Depending on the context
Government can also be used in the IMO Maritime Security Measures with either
the term Administration or Designated Authority, or with both, or in place of either
or both.
8. Declaration of Security (DOS) - means an agreement reached between a ship
and either a port facility or another ship with which it interfaces specifying the
security measures each will implement.
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9. Designated Authority (DA) - means the organization(s) or the administration(s)

identified, within the Contracting Government, as responsible for ensuring the
implementation of the provisions of the SOLAS pertaining to port facility security
and ship/port interface, from the point of view of the port facility.
10. ISPS Code- International Ship and Port Facility Security (ISPS) Code means the
International Code for the Security of Ships and of Port Facilities consisting of Part
A (the provisions of which shall be treated as mandatory) and part B (the
provisions of which shall be treated as recommendatory) (SOLAS Chapter XI-2).
11. National legislation and regulations- refers to the actual law enacted by a
legislative body at the national, state, or local level.
12. Piracy – any illegal acts of violence or detention, or any act of depredation,
committed for private ends by the crew or the passengers of a private ship or a
private aircraft, and directed on the high seas, against another ship or aircraft, or
against persons or property on board such ship or aircraft.
13. Armed Robbery against ships - any illegal act of violence or detention or any act
of depredation, or threat thereof, other than an act of piracy, committed for private
ends and directed against a ship or against persons or property on board such a
ship, within a State's internal waters, archipelagic waters and territorial sea.
14. Port facility - means a location, as determined by the Contracting Government or
by the Designated Authority, where the ship/port interface takes place. This
includes areas such as anchorages, waiting berths and approaches from seaward,
as appropriate (SOLAS Chapter XI-2).
15. Port Facility Security Officer (PFSO) - A person identified as responsible for the
development, implementation, revision and maintenance of a port facility security
plan and for liaison with the ship security officers and company security officers.
16. Port Facility Security Plan (PFSP) - means a plan developed to ensure the
application of measures designed to protect the port facility and ships, persons,
cargo, cargo transport units and ship’s stores within the port facility from the risks
of a security incident.
17. Ransom - is the practice of holding a prisoner or item to extort
money or property to secure their release, or it can refer to the sum of money
involved.
18. Recognized security organization (RSO) - means an organization with
appropriate expertise in security matters and with appropriate knowledge of ship
and port operations authorized to carry out an assessment, or verification, or an
approval or a certification activity, required by the Maritime Security Measures.
19. Restricted Areas (RA) - Restricted areas mean locations identified in a vessel
that require limited access and a higher degree of security protection.
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20. Seafarers with Designated Security Duties- Refer to the shipboard personnel
having specific security duties and responsibilities and able to understand their
responsibilities for ship security as described in the SSP and shall have sufficient
knowledge and ability to perform their assigned duties.
21. Security incident - means any suspicious act or circumstance threatening the
security of a ship, including a mobile offshore drilling unit and a high speed craft,
or of a port facility or of any ship/port interface or any ship to ship activity.
22. Security level - means the qualification of the degree of risk that a security
incident will be attempted or will occur.
23. Security Reporting Procedure- Merchant vessel voluntary reporting schemes
are established to increase security and provide anti-piracy support to maintain the
freedom of navigation to all vessels. Reporting guidelines and procedures were
established depending on the area of concerns.
24. Ship Security Officer (SSO) - The person on board the ship, accountable to the
master, designated by the Company as responsible for the security of the ship,
including implementation and maintenance of the ship security plan and for
liaison with the company security officer and port facility security officers.
25. Ship Security Plan (SSP) - means a plan developed to ensure the application of
measures on board the ship designed to protect persons on board, cargo, cargo
transport units, ship’s stores or the ship from the risks of a security incident.
26. Ship to ship activity - means any activity not related to a port facility that involves
the transfer of goods or persons from one ship to another.
27. Ship/port interface - means the interactions that occur when a ship is directly and
immediately affected by actions involving the movement of persons, goods or the
provisions of port services to or from the ship.
28. Stowaways and refugees- A ‘stowaway’ is ”a person who, at any port or place in
the vicinity thereof, hides himself in a ship without the consent of the shipowner or
the Master or any other person in charge of the ship and who is on board after the
ship has left that port or place”, whereas a ‘refugee’ is ”someone who, due to fear
of persecution for reasons of race, nationality, political beliefs or other similar
factors, is unable or does not want to stay in the country where he is and wishes to
move to a new country
29. Terrorism- Maritime terrorism is the undertaking of terrorist acts and activities
within the maritime environment, using or against vessels or fixed platforms at sea
or in port, or against any one of their passengers or personnel, against coastal
facilities or settlements, including tourist resorts, port areas and port towns or
cities.
30. Threat - is the likelihood that an unlawful act will be committed against a particular
target, based on a perpetrator’s intent and capability.
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Topic 2
International maritime security policy and responsibilities

2.1 International maritime security policies and guidelines

1. IMO Maritime Security Measures – Historical Background

The IMO, as the United Nations’ regulatory body responsible for the safety of life
at sea and environmental protection, has adopted a great number of conventions
and regulations since its creation in 1959.

a) Hijacking of MS Achille Lauro. The hijacking of the Italian cruise ship

Achille Lauro, in October 1985, marked one of the first actual terrorist acts
recorded in modern maritime history. Following that incident, the International
Maritime Organization adopted resolution A.584(14) on Measures to prevent
unlawful acts which threaten the safety of ships and the security of their
passengers and crews.
The Organization also issued
MSC/Circ.443 on Measures to
prevent unlawful acts against
passengers and crews on board
ships.

Figure 2: MS Achille Lauro hijacking

b) 9/11 Attacks. Due to the new security challenges imposed by the devastating
terrorist acts of 11 September 2001 in the United States, the Organization
had to respond swiftly and firmly to any threat against the security of transport by
sea and the need to protect the international maritime transport sector against
the threat of terrorism. This resulted in the development of the new SOLAS
chapter XI-2 and the International Ship and Port Facility Security Code (ISPS
Code).

Figure 3: 9/11
Attacks

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2.2 Provisions in International maritime security policies and

guidelines

1. Regulatory Framework for Maritime Security

As far as Maritime Security is concerned, the IMO provides support, assistance
and guidance to Member Governments on matters relating to the implementation of
the following instruments:

a) SOLAS Chapter XI-1: “Special measures to enhance maritime safety”. This

chapter is a mixture of assorted Regulations, some covering safety, and some
security.
a. Ship’s Identification Number (Regulation 3). The ship's identification
number (IMO number) shall be permanently marked in a visible place either
on the stern of the ship or on either
side of the hull, amidships port and
starboard, above the deepest
assigned load line or either side of
the superstructure, port and
starboard or on the front of the
superstructure or, in the case of
passenger ships, on a horizontal
surface visible from the air.

Figure 4: Ship’s Identification Number

b. Continuous Synopsis Record (CSR) (Regulation 5). The CSR is intended

to provide an on-board record of the history of the ship with respect to the
information recorded therein.

b) SOLAS Chapter XI-2: “Special measures to enhance

maritime security”. A new maritime security regulatory
regime was adopted into the International Convention for
the Safety of Life at Sea (SOLAS) which includes the
International Ship and Port Facility Security (ISPS) Code.

Figure 5: SOLAS
Consolidated Edition

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c) ISPS Code: “International Ship and Port Facility Security Code”. Formed the
basis for a comprehensive mandatory security regime for international shipping
and entered into force on 1 July 2004. The Code is divided into two sections, Part
A and Part B.
a. Part A: Mandatory. Outlines detailed maritime and port security-related
requirements which SOLAS contracting governments, port authorities and
shipping companies must adhere to, in order to be in compliance with the
Code.
b. Part B. Provides a series of recommendatory guidelines on how to meet the
requirements and obligations set out within the provisions of Part A.

c. Application (Regulation 2). This Code applies to the following:

 Types of ships engaged on international voyages: passenger ships,
including high-speed passenger craft; cargo ships, including high-speed
craft, of 500 gross tonnage and upwards; and mobile offshore drilling
units; and
 Port facilities serving such ships engaged on international voyages.

d. Objectives. Objectives of the Code are:

 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 affecting ships or port
facilities used in international trade;
 To establish the respective roles and responsibilities of the Contracting
Governments, Government agencies, local administrations and the
shipping and port industries, at the national
and international level for ensuring maritime
security;
 To ensure the early and efficient collection and
exchange of security-related information;
 To provide a methodology for security
assessments so as to have in place plans and
procedures to react to changing security
levels; and
 To ensure confidence that adequate and
proportionate maritime security measures are
in place.
Figure 6: Guide to the Maritime Security
and the ISPS Code, 2012 Edition

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2. IMO Resolution and Circulars

The IMO Maritime Safety Committee (MSC) shall consider any matter within the
scope of the Organization concerned with matters directly affecting maritime safety.
The MSC has developed a code for the management of ships which will ensure that
agreed operational procedures are in place and followed by the ship and shore-side
staff. The MSC release the resolutions and circulars used for clarification,
interpretation or guidance on its various codes and conventions.

Unlawful Acts
Measures to prevent unlawful acts which threaten the safety
Res. A. 584 (14) of ships and the security of their passengers and crews.
(1985)
Measures to prevent unlawful acts against passengers and
MSC/Circ.443
crews on board ships. (1986)
MSC/Circ.754 Passenger ferry security. (1996)
Maritime Terrorism
Review of measures and procedures to prevent acts of
Res. A.924 (22) terrorism which threaten the security of passengers and
crews and the safety of ships. (2002)
Piracy and Armed Robbery
Measures to prevent acts of piracy and armed robbery
Res. A.545 (13) against ships. (1983) (Note: with additional guidelines in
A.683 (17) & A.738 (18))
Guidance to ship owners and ship operators, shipmasters
MSC.1/ Circ.1334 and crews on preventing and suppressing acts of piracy and
armed robbery against ships. (2009)
Revised interim guidance to ship owners, ship operators
MSC.1/ Circ.1405 and shipmasters on the use of privately contracted armed
(Rev.2) security personnel on board ships in the high risk
area.(2012)
Best Management Practices for Protection against Somalia
MSC.1/Circ.1339
Based Piracy. (2011)
Piracy and armed robbery against ships in waters off the
Res. A.1044 (27)
coast of Somalia. (2011)
Figure 7: IMO Resolution and Circulars related to maritime security

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2.3 Security responsibilities of the Governments, companies and

persons

The Guide to Maritime Security and the ISPS Code provides consolidated
guidance on the implementation of the security-related amendments to the SOLAS
Convention Chapter XI-2 and the International Ship and Port Facility Security (ISPS)
Code. The guidance in the Manual is addressed primarily to all:

a) Governments. Government officials who exercise the responsibilities that the

Maritime Security Measures place on Contracting Governments;

b) Port facility. Port facility employees who exercise the responsibilities that the
Maritime Security Measures place on port facilities; and

c) Company. Shipping company employees, including shipboard personnel, who

exercise the responsibilities that the Maritime Security Measures place on
shipping companies and their ships.

A. Responsibilities of the Contracting Government

Contracting Governments have, under the provisions of chapter XI-2 and part A of
this Code, various responsibilities, which, amongst others, include:
a) Setting the applicable security level;
b) Approving the ship security plan and relevant amendments to a previously
approved plan;
c) Verifying the compliance of ships with the provisions of chapter xi-2 and part a of
this code and issuing to ships the international ship security certificate;
d) Determining which of the port facilities located within their territory are required to
designate a port facility security officer who will be responsible for the
preparation of the port facility security plan;
e) Ensuring completion and approval of the port facility security assessment and of
any subsequent amendments to a previously approved assessment;
f) Approving the port facility security plan and any subsequent amendments to a
previously approved plan; and
g) Exercising control and compliance measures;
h) Testing approved plans; and
i) Communicating information to the international maritime organization and to the
shipping and port industries.

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B. Obligation of the Company

Any Company operating ships to which chapter XI-2 and part A of this Code apply
has to designate a Company Security Officer for the Company and a Ship Security
Officer for each of its ships. The duties, responsibilities and training requirements of
these officers and requirements for drills and exercises are defined in part A of this
Code. The Company shall:
a) Ensure that the Ship Security Plan (SSP) contains a clear statement
emphasizing the Master’s authority.
b) Establish in the ship security plan that the Master has the overriding authority
and responsibility to make decisions with respect to the safety and security of the
ship and to request the assistance of the Company or of any Contracting
Government as may be necessary.
c) Ensure that the Company Security Officer (CSO), the Master and the Ship
Security Officer (SSO) are given the necessary support to fulfill their duties and
responsibilities in accordance with chapter XI-2 and this Part of the Code.

C. Responsibilities of Persons with Respect to Security

1. Company Security Officer (CSO)

The Company shall designate a Company Security Officer. A person designated
as the company security officer may act as the company security officer for one or
more ships, depending on the number or types of ships the Company operates
provided it is clearly identified for which ships this person is responsible. A Company
may, depending on the number or types of ships they operate designate several
persons as company security officers provided it is clearly identified for which ships
each person is responsible.
In addition to those specified elsewhere in this Part of the Code, the duties and
responsibilities of the company security officer shall include, but are not limited to:
a) Advising the level of threats likely to be encountered by the ship, using
appropriate security assessments and other relevant information;
b) Ensuring that ship security assessments are carried out;
c) Ensuring the development, the submission for approval, and thereafter the
implementation and maintenance of the ship security plan;
d) Ensuring that the ship security plan is modified, as appropriate, to correct
deficiencies and satisfy the security requirements of the individual ship;
e) Arranging for internal audits and reviews of security activities;
f) Arranging for the initial and subsequent verifications of the ship by the
administration or the recognized security organization;

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g) Ensuring that deficiencies and non-conformities identified during internal

audits, periodic reviews, security inspections and verifications of compliance
are promptly addressed and dealt with;
h) Enhancing security awareness and vigilance;
i) Ensuring adequate training for personnel responsible for the security of the
ship;
j) Ensuring effective communication and co-operation between the ship security
officer and the relevant port facility security officers;
k) Ensuring consistency between security requirements and safety
requirements;
l) Ensuring that, if sister-ship or fleet security plans are used, the plan for each
ship reflects the ship-specific information accurately; and
m) Ensuring that any alternative or equivalent arrangements approved for a
particular ship or group of ships are implemented and maintained.

2. Ship Security Officer (SSO)

A Ship Security Officer (SSO) shall be designated on each ship. In addition to
those specified elsewhere in this Part of the ISPS Code, the duties and
responsibilities of the ship security officer shall include, but are not limited to:

a) Undertaking regular security inspections of the ship to ensure that appropriate

security measures are maintained;
b) Maintaining and supervising the implementation of the ship security plan,
including any amendments to the plan;
c) Coordinating the security aspects of the handling of cargo and ship’s stores
with other shipboard personnel and with the relevant port facility security
officers;
d) Proposing modifications to the ship security plan;
e) Reporting to the company security officer any deficiencies and non-
conformities identified during internal audits, periodic reviews, security
inspections and verifications of compliance and implementing any corrective
actions;
f) Enhancing security awareness and vigilance on board;
g) Ensuring that adequate training has been provided to shipboard personnel, as
appropriate;
h) Reporting all security incidents;
i) Coordinating implementation of the ship security plan with the company
security officer and the relevant port facility security officer; and
j) Ensuring that security equipment is properly operated, tested, calibrated and
maintained, if any.

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3. Master’s discretion for Ship Safety and Security

The Master shall not be constrained by the Company, the charterer or any other
person from taking or executing any decision which, in the professional judgment of
the Master, is necessary to maintain the safety and security of the ship. This
includes denial of access to persons (except those identified as duly authorized by a
Contracting Government) or their effects and refusal to load cargo, including
containers or other closed cargo transport units.
If, in the professional judgment of the master, a conflict between any safety and
security requirements applicable to the ship arises during its operations, the master
shall give effect to those requirements necessary to maintain the safety of the
ship.

4. Shipboard Personnel Having Specific Security

Shipboard personnel having specific security duties should have sufficient
knowledge and ability to perform their assigned duties, including, as appropriate:
a) Knowledge of current security threats and patterns;
b) Recognition and detection of weapons, dangerous substances and devices;
c) Recognition of characteristics and behavioral patterns of persons who are
likely to threaten security;
d) Techniques used to circumvent security measures;
e) Crowd management and control techniques;
f) Security related communications;
g) Knowledge of the emergency procedures and contingency plans;
h) Operations of security equipment and systems;
i) Testing, calibration and whilst at sea maintenance of security equipment and
systems;
j) Inspection, control, and monitoring techniques; and
k) Methods of physical searches of persons, personal effects, baggage, cargo,
and ship’s stores.
All other shipboard personnel should have sufficient knowledge of and be
familiar with relevant provisions of the SSP, including:
a) The meaning and the consequential requirements of the different security
levels;
b) Knowledge of the emergency procedures and contingency plans;
c) Recognition and detection of weapons, dangerous substances and devices;
d) Recognition, on a non-discriminatory basis, of characteristics and behavioral
patterns of persons who are likely to threaten security; and
e) Techniques used to circumvent security measures.

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5. Port Facility Security Officer (PFSO)

A Port Facility Security Officer (PFSO) shall be designated for each port facility.
A person may be designated as the port facility security officer for one or more port
facilities.
In addition to those specified elsewhere in this Part of the Code, the duties and
responsibilities of the port facility security officer shall include, but are not limited to:
a) Conducting an initial comprehensive security survey of the port facility taking
into accounts the relevant port facility security assessment;
b) Ensuring the development and maintenance of the port facility security plan;
c) Implementing and exercising the port facility security plan;
d) Undertaking regular security inspections of the port facility to ensure the
continuation of appropriate security measures;
e) Recommending and incorporating, as appropriate, modifications to the port
facility security plan in order to correct deficiencies and to update the plan to
take into account of relevant changes to the port facility;
f) Enhancing security awareness and vigilance of the port facility personnel;
g) Ensuring adequate training has been provided to personnel responsible for
the security of the port facility;
h) Reporting to the relevant authorities and maintaining records of occurrences
which threaten the security of the port facility;
i) Coordinating implementation of the port facility security plan with the
appropriate company and ship security officer(s);
j) Coordinating with security services, as appropriate;
k) Ensuring that standards for personnel responsible for security of the port
facility are met;
l) Ensuring that security equipment is properly operated, tested, calibrated and
maintained, if any; and
m) Assisting ship security officers in confirming the identity of those seeking to
board the ship when requested.

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Topic 3
Maritime Security Levels and their impact on security measures and
procedures

3.1 Three Maritime Security (Marsec) Levels

Maritime Security (Marsec) Level refers to the degree of risk that a security
incident will occur or be attempted. The ISPS Code identifies three levels of risk which
are now used internationally.

1. Security Level 1: means the level for which minimum appropriate protective
security measures shall be implemented at all times. Normal; the level at which
ships and port facilities normally operate.
2. Security Level 2: means the level for which appropriate additional protective
security measures shall be maintained for a period of time as a result of the
heightened risk of a security incident.
3. Security Level 3: means the level for which further specific protective security
measures shall be maintained for a limited period of time when a security
incident is probable or imminent, although it may not be possible to identify a
specific target.

Figure 8: Three Maritime security (Marsec) Levels Notices

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3.2 Recommended Actions: Security Measures and Procedures

A ship is required to act upon the security levels set by Contracting Governments as
set out below as established by the SSP.
1. Security Level 1 the following activities shall be carried out, through
appropriate measures, on all ships in order to identify and take preventive
measures against security incidents.
a) Ensuring the performance of all ship security duties;
b) Controlling access to the ship;
c) Controlling the embarkation of persons and their effects;
d) Monitoring restricted areas to ensure that only authorized persons have
access;
e) Monitoring of deck areas and areas surrounding the ship;
f) Supervising the handling of cargo and ship’s stores; and
g) Ensuring that security communication is readily available.

2. Security Level 2 the additional protective measures, specified in the ship

security plan, and shall be implemented for each activity detailed Security Level 1
above.

3. Security Level 3 further specific protective measures, specified in the ship

security plan, shall be implemented for each activity detailed in Security Level 1
above.

Figure 9: Security Measures and Procedures; Gangway watch & receiving of ships stores

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Topic 4
Security Reporting Procedures

4.1 Security personnel in a ship

*** Note: See Topic 2.3.C. Responsibilities of Persons with Respect to Security;
SSO and Shipboard Personnel Having Specific Security

4.2 Reporting Security Incidents including Piracy and Armed Robbery

SSPs are required to document the procedures for reporting security incidents and
threats to Administrations and other government organizations.
Shipboard personnel having specific security duties need to report to the SSO or
Officer of the watch (OOW) security incidents observed onboard. Security incidents
generally can fall into two categories:
1. Require reporting to, and investigation, by the SSO. Those of a less serious
nature but require reporting to, and investigation, by the SSO can include:
a. Unauthorized access to the ship caused by breaches of access control points
or inappropriate uses of passes;
b. Damage to equipment through sabotage or vandalism;
c. Unauthorized disclosure of a SSP;
d. Suspicious behavior near the ship when at a port facility;
e. Suspicious packages near the ship when at a port facility; and
f. Unsecured access points to the ship.

2. Reported to relevant authorities by the CSO. Those considered to be sufficiently

serious that they should be reported to relevant authorities by the CSO including:
a. Unauthorized access to restricted areas within the ship for suspected threat-
related reasons;
b. Unauthorized carriage or discovery of stowaways, weapons or explosives;
c. Incidents of which the media are aware;
d. Bomb warnings;
e. Attempted or successful boarding; and
f. Damage to the ship caused by explosive devices or arson.

3. Best Management Practices (BMP) Reporting Procedure. An essential part of

BMP that applies to all ships is liaison with Naval/Military forces. This is to ensure
that Naval/Military forces are aware of the sea passage that a ship is about to
embark upon and how vulnerable that ship is to pirate attack.
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Types of security incident

1. Attack 6. Discovery of other weapons
2. Bomb warnings 7. Discovery of explosives
8. Unauthorized access to a restricted
3. Hijack
area
4. Armed robbery or piracy against 9. Unauthorized access to the port
a ship facility
5. Discovery of firearms 10. Media awareness

4.3 Reporting requirements for ship prior entering the port

SOLAS regulation XI-2/9.2.2 requires every ship to which SOLAS chapter XI-2
applies intending to enter the port of another Contracting Government:
a. To provide the information described in SOLAS regulation XI-2/9.2.1 on the
request of the officers duly authorized by that Government.
b. The master may decline to provide such information on the understanding
that failure to do so may result in denial of entry into port.

Topic 5
Procedures and requirements for drills and exercises

5.1 Conditions where drills are to be conducted

Prior to entry into the High Risk Area (Piracy) it is recommended that the crew
should be fully briefed on the preparations and a drill conducted.
a) The Ship Security Plan (SSP) should be reviewed;
b) All personnel briefed on their duties;
c) Familiarity with the alarm signifying a piracy attack;
d) An all-clear and the appropriate response;
e) Testing the vessel’s Ship Protection Measures, including testing of the security of
all access points.

Note: See Topic 2.2 IMO Resolutions and Circulars related to Piracy and Armed
robbery.

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5.2 Requirements for conducting drills and exercises; ISPS Code

1. Objectives of drills & exercises

The objective of drills and exercises is to ensure that shipboard personnel are
proficient in all assigned security duties at all security levels and the identification of
any security related deficiencies, which need to be addressed.
The regular conduct of ship security drills and exercises is an important aspect of
ensuring that ships comply with the requirements of the Maritime Security Measures.
Drills may be defined as supervised activities used to test a single measure or
procedure in the SSP. Exercises are more complex activities which test several
measures and procedures at the same time.

2. Frequency of drills & exercises

a) Once every three months. To ensure the effective implementation of the
provisions of the ship security plan, drills should be conducted at least once
every three months. In addition, in cases where more than 25 percent of the
ship’s personnel has been changed, at any one time, with personnel that has not
previously participated in any drill on that ship, within the last 3 months, a drill
should be conducted within one week of the change.
 These drills should test individual elements of the plan such as those
security threats identified in the SSP.
b) Once each calendar year. Various types of exercises which may include
participation of company security officers, port facility security officers, relevant
authorities of Contracting Governments as well as ship security officers, if
available, should be carried out at least once each calendar year with no more
than 18 months between the exercises.
 These exercises should test communications, coordination, resource
availability, and response. These exercises may be: full scale or live;
tabletop simulation or seminar; or combined with other exercises held
such as search and rescue or emergency response exercises.

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Topic 6
Procedures for conducting inspections and surveys

6.1 Requirements for conducting surveys and inspections

1. Ship Security Assessment (SSA)

The Ship Security Assessment (SSA) is an essential and integral part of the
process of developing and updating the Ship Security Plan (SSP).

A) An SSA should address the following elements on board or within the ship:
a) Physical security;
b) Structural integrity;
c) Personnel protection systems;
d) Procedural policies;
e) Radio and telecommunication systems, including computer systems and
networks; and
f) Other areas that may, if damaged or used for illicit observation, pose a risk to
persons, property, or operations on board the ship or within a port facility.
B) Conducting and Documenting SSAs. The SSA is required to include the following
elements:
a) An on-scene security survey;
b) Identification of existing security measures, procedures and operations;
c) Identification and evaluation of important shipboard operations;
d) Identification of possible threats to important shipboard operations and the
likelihood of their occurrence;
e) Identification of weaknesses including human factors in the infrastructure,
policies and procedures.

2. On-Scene Security Survey (OSSS)

The On-Scene Security Survey is an integral part of any SSA. The on-scene
security survey should examine and evaluate existing shipboard protective
measures, procedures and operations for:
a) Ensuring the performance of all ship security duties;
b) Monitoring restricted areas to ensure that only authorized persons have
access;
c) Controlling access to the ship, including any identification systems;
d) Monitoring of deck areas and areas surrounding the ship;
e) Controlling the embarkation of persons and their effects (accompanied and
unaccompanied baggage and ship’s personnel personal effects);

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f) Supervising the handling of cargo and the delivery of ship’s stores; and
g) Ensuring that ship security communication, information, and equipment are
readily available.

6.1 Procedures in conducting surveys and inspections in accordance

with the SSP

1. Assessment tools
a) Risk-based decision-making is one of the best tools to complete a security
assessment and to determine appropriate security measures for a vessel. Risk
based decision-making is a systematic and analytical process to consider the
likelihood that a security breach will endanger an asset, individual, or function
and to identify actions to reduce the vulnerability and mitigate the consequences
of a security breach. The focus of the Ship Security Officer will be more
operational and less detailed than that of the Company Security Officer.

b) Ship security survey checklist. Develop a ship security survey checklist that
reflects the prioritized scenarios, existing measures assumed to be in place and
critical operations. The use of checklists to perform assessments of security in
day-to-day operations should include categories such as the following:
a. General layout of the ship.
b. Location and function of each actual or potential access point to the ship.
c. Location of areas that should have restricted access, such as the bridge,
engine room, radio room, etc.
d. Open deck arrangement including the height of the deck above water.
e. Emergency and stand-by equipment available to maintain essential
services.
f. Numerical strength, reliability, and security duties of the ship’s crew.
g. Existing security and safety equipment for protecting the
passengers and crew.
h. Existing arrangements with private security companies for
providing ship and waterside security services.
i. Existing protective measures and procedures in practice, including
inspection, control and monitoring equipment, personnel
identification documents and communication, alarm, lighting, access
control and other appropriate systems.

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2. Procedures for control and monitoring of the ship activities

specified in the SSP
The Ship Security Plan (SSP) addresses specifically the security measures that
could be taken at each security level covering:
1. Access to the ship by ship’s personnel, passengers, visitors, etc;
2. Restricted areas on the ship;
3. Handling of cargo;
4. Delivery of ship’s stores;
5. Handling unaccompanied baggage; and
6. Monitoring the security of the ship.

Note: See Competence: Undertake regular inspections of the ship; Topic 15 & 16
for detailed procedures for control and monitoring of the ship activities
specified in the SSP.

Topic 7
Security-related contingency plans and the procedures for
responding to security threats or breaches of security

7.1 Actions to take in case breaches of security

For each Security Level, the ship owner or operator will ensure the SSO and ship
security personnel are able to respond to security threats or breaches of security and
maintain critical ship and ship-to-facility interface operations, including:
a) Prohibiting entry into affected area;
b) Denying access to the ship, except to those responding to the emergency;
c) Implementing Security Level 3 security measures throughout the ship;
d) Stopping cargo-handling operations; and
e) Notifying shore side authorities or other ships of the emergency;
f) Evacuating the ship in case of security threats or breaches of security;
g) Reporting security incidents including: Notification of suspicious activities and
notification of breaches of security
h) Briefing all ship personnel on possible threats and the need for vigilance,
soliciting their assistance in reporting suspicious persons, objects, or activities;
i) Securing non-critical operations in order to focus response on critical operations.

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7.2 Contingency plans for different security threats

The Security-Related Contingency Plan provides guidelines and instructions that

assist in making an efficient response to security threats or breaches of security
onboard ships. It contains action plan and duties of every shipboard personnel
having specific security responsibilities on board. The Ship Security Plan (SSP)
includes the security related contingency plan for various security threats or breaches of
security. Contingency plan shall include:

1. Damage to, or destruction of, the ship or of a port facility, e.g. by explosives
devices arsons, sabotage or vandalism
2. Hijacking or seizure of the ship or of persons on board
3. Attacks by armed robbers
4. Tampering with cargo, essential ship equipment or systems or ship’s store
5. Unauthorized access or use including presence of stowaways
6. Smuggling weapons or equipment, including weapons of mass destruction
7. Use of the ship to carry persons intending to cause security incident or their
equipment
8. Use of the ship itself as a weapon or as a means to cause damage or destruction
9. Attacks from seaward while at berth or at anchor
10. Attacks while at sea.

COMPETENCES
 Recognition of security risks and threats (Table A-VI/6-2)
 Recognition of security threats (Table A-VI/6-1)

Topic 8
Security documentation, including the Declaration of Security (DoS)

8.1 Types of security documentation, including the Declaration of

Security (DoS)

1. International Ship Security Certificates (ISSC)

An ISSC must be issued for a period specified by the Administration which, with
one exception, cannot exceed five years. The exception covers the situation when
renewal verification is completed within three months of the expiry date of the
existing ISSC.

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A. Issuance. An ISSC should only be issued or renewed when:

a) The ship has an approved Ship Security Plan (SSP) indicating that it fully
addresses all requirements required by the ISPS Code.
b) The Administration is satisfied, based on objective evidence that the ship is
operating in accordance with the provisions in the approved Ship Security
Plan (SSP).

B. Verifications. SOLAS ships are subject to verifications of their compliance with

the ISPS code verification takes place before a ship is put into service and before
the ISSC is issued (or initial verification), at least once between the second and
third anniversary of the issuance of the ISSC if the validity period is for five years
(or intermediate verification), before the ISSC is renewed (or renewal verification)
and at other times, at the discretion of the Administration.

1. Verification is conducted to ensure that the ship’s security system and any
security equipment required and the approved SSP are in satisfactory
condition, maintained and fit for the service for which the ship is intended.

2. Declarations of Security (DoS)

A Declaration of Security (DOS) is an agreement between a port or port facility
and a ship or between a ship and another ship. It confirms the security
responsibilities of each party during a ship/port interface. The DoS shall be
completed by the Master or the SSO on behalf of the ship and the PFSO or
otherwise determined by the Contracting Government for the port facilities.

The circumstances warranting a DOS can include the following scenarios:

a) A ship is operating at a higher Security level than the port facility with which it is
interfacing;
b) There has been a security threat or a security incident involving a port facility or a
ship with which it is interfacing;
c) A port facility or ship is operating at Security level 3;
d) There has been a change to the Security level applying to a port facility or a ship
with which it is interfacing;
e) A specific ship/port interface could endanger local facilities or residents;
f) A specific ship/port interface could pose a significant pollution risk;
g) A ship/port interface involves embarking or disembarking passengers or handling
of dangerous cargo;
h) A ship is using a non-SOLAS port facility;
i) A ship is undertaking a ship-to-ship activity while operating at a higher Security
level than the other ship;
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j) A ship is undertaking a ship-to-ship activity with a non-SOLAS ship;

k) A ship-to-ship activity involves the transfer of passengers or dangerous cargo at
sea;
l) A ship-to-ship activity could involve the risk of significant marine pollution;
m) There is a Government-to-Government agreement requiring a DOS covering
specified international voyages and the ships engaged on such voyages or ship-
to-ship activities during such
voyages;
n) A non-SOLAS ship proposes to
use a SOLAS port facility.
o) The need to do so is indicated by
a port facility’s Designated
Authority or ship’s
Administration;
p) A ship is not compliant with the
Maritime Security Measures (e.g.
without a valid ISSC).

Figure 10: Sample of

Declaration of Security (DoS)

8.2 Documents that shall be available onboard at all times

1. Continuous Synopsis Records (CSR)

SOLAS Ch.XI-1, Reg.5

The Continuous Synopsis Record is intended to provide an on-board record of

the history of the ship with respect to the information recorded therein.
The Continuous Synopsis Record shall be kept on board the ship and shall be
available for inspection at all times.

2. Security Records
Administrations should specify the security records that a ship is required to keep
and be available for inspection including the period for which they should be kept.

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A Security Daily Occurrence Log is maintained by the SSO and is made available
to the Master as required. Upon completion, all Daily Occurrence Logs are to be
retained onboard for one year, after which they are to be forwarded to the CSO.

1. Training - For each security training session, the date of each session, duration
of session, a description of the training, and a list of attendees;
2. Drills and exercises - For each drill or exercise, the date held, description of drill
or exercise, list of participants; and any best practices or lessons learned which
may improve the SSP;
3. Incidents and breaches of security - Date and time of occurrence, location
within the port, location within the ship, description of incident or breaches, to
whom it was reported, and description of the response;
4. Changes in Security Levels - Date and time of notification received, and time of
compliance with additional requirements;
5. Maintenance, calibration, and testing of security equipment - For each
occurrence of maintenance, calibration, and testing, the date and time, and the
specific security equipment involved;
6. Security threats - Date and time of occurrence, how the threat was
communicated, who received or identified the threat, description of threat, to
whom it was reported, and description of the response;
7. Declaration of Security (DoS) - Manned ships must keep on board a copy of
the last 10 DoS and a copy of each continuing DoS for at least 90 days after the
end of its effective period; and
8. Annual audit of the SSP - For each annual audit, a letter certified by the SSO
stating the date the audit was completed.

Topic 9
Techniques used to circumvent security measures

9.1 Techniques used by pirates and armed robbers to undertake

attacks on ships

1. Typical Pirate Attacks

Attacks have taken place at most times of the day. However, many pirate attacks
have taken place early in the morning, at first light. Attacks have occurred at night,
particularly clear moonlit nights, but night time attacks are less common.
a) Use of high speed open boats or ‘skiffs’. Commonly, two small high speed (up
to 25 knots) open boats or ‘skiffs’ are used in attacks, often approaching from
either quarter or the stern. Skiffs are frequently fitted with 2 outboard engines or
a larger single 60hp engine.

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b) Use long lightweight ladders and ropes. Pirates frequently use long
lightweight ladders and ropes, or a long hooked pole with a knotted climbing rope
to climb up the side of the vessel being attacked. Once onboard the pirate (or
pirates) will generally make their way to the bridge to try to take control of the
vessel.
c) Boarding the lowest part of the vessel. It is likely that pirates will try to board
the ship being attacked at the lowest point above the waterline, making it easier
for them to climb onboard. Ships with slower speed e.g. 17 knots and below are
target for attacks.
d) Use of fire arms. Pirates use small arms fire and Rocket Propelled Grenades
(RPGs) in an effort to intimidate Masters of ships to reduce speed and stop to
allow the pirates to board. The use of these weapons is generally focused on the
bridge and accommodation area.

9.2 Methods used to circumvent pirates and armed robbers

1. Anti-piracy measures in the High Risk Area

The High Risk Area defines itself by where pirate activity and/ or attacks have
taken place. The primary consideration should be to ensure the safety of the
crew. Care should be taken, when formulating measures to prevent illegal boarding
and external access to the accommodation, that crew members will not be trapped
inside and should be able to escape in the event of another type of emergency, such
as, for example fire.
Take note that the level of pirate activity varies within the High Risk Area due to
changing weather conditions or sea state and activity by Naval/ Military forces.
a) Review of SSA & implementation of SSP. Review the Ship Security
Assessment (SSA) by identifying measures for prevention, mitigation and
recovery, which will mean combining statutory regulations with supplementary
measures to combat piracy and implementation of the Ship Security Plan (SSP),
as required by the International Ship and Port Facility Security Code (ISPS) and
related IMO circulars and resolutions, to counter the piracy threat.
b) Briefing of crew and conducting drill. The plan should be reviewed and all
personnel briefed on their duties, including familiarity with the alarm signifying a
piracy attack, the use of Citadels, an all-clear and the appropriate response to
each.
c) Plan and install Ship Protection Measures. It has been proven that the use of
ship protection measures significantly increases the prospects of a ship resisting
a pirate attack. Ship protection measures include but not limited to:
a. Watch keeping and Enhanced Vigilance.
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b. Control of access to bridge, accommodation and machinery spaces.

c. Physical barriers
d. Water Spray and Foam Monitors.
e. Safe Muster Points / Citadels.
f. Armed Private Maritime Security Contactors.
d) Maneuvering practice & ship’s speed. Practicing maneuvering the vessel prior
to entry into the High Risk Area will be very beneficial and will ensure familiarity
with the ship’s handling characteristics and how to affect anti-piracy maneuvers
whilst maintaining the best possible speed.
e) Group transit. In the area of the Gulf of Aden (GOA) it is strongly recommended
that ships navigate within the International recommended Transit Corridor (IRTC)
where Naval/Military forces are concentrated. Naval/Military forces operate the
Group Transit Scheme within the IRTC.

Figure 11: Group Transit; Internationally Recommended Transit Corridor (IRTC)

Topic 10
Recognition of potential security threats

10.1 General characteristics and behavioral patterns of persons who

are likely to threaten security

1. Human behavior and potential security threats

Human behavior refers to the array of every physical action and observable
emotion associated with individuals.

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a. Suspicious behavior. Suspicious behavior is displayed behavior that is out of

place or out of character with the environment. Remember people are not
suspicious. Behavior is!
b. What makes a person suspicious? What makes a person suspicious or likely
to threaten security is not their skin color, gender, ethnicity or position in society.
It's what they are doing, where they are or how they are behaving.

2. Suspicious patterns of behavior of person

Listed below are some suspicious patterns of behavior of person that may
threaten security, while emphasizing the importance of avoiding racial profiling and
ethnic stereotyping. These include:

a. Unknown persons photographing vessels or facilities.

b. Unknown persons attempting to gain access to vessels or facilities.
c. Suspicious individuals establishing business or roadside food stands either
adjacent or in proximity to facilities and suspicious vendors attempting to sell
merchandise.
d. Unknown persons loitering in the vicinity of ships or port facilities for extended
periods of time.
e. Unknown persons telephoning facilities to ascertain security, personnel or
standard operating procedures and repeated or suspicious out-of-ordinary
phone calls.
f. Vehicles with personnel on them loitering and perhaps taking photographs or
creating diagrams of a vessels or facilities.
g. Small boats with personnel on board loitering and perhaps taking
photographs or creating diagrams of a vessels or facilities.
h. Suspicious general aviation aircraft operating in proximity to vehicles or
facilities.
i. Suspicious persons who may be carrying, bombs or participating in suicide
squad activities.
j. Unknown persons attempting to gain information about vessels or facilities by
walking up to personnel or their families and engaging them in a
conversation.
k. Unknown or suspicious workmen trying to gain access to facilities to repair
replace service or install equipment.
l. Suspicious e-mails on internet, public affairs attempting to obtain information
regarding the facility, personnel or standard operating procedures.
m. Suspicious package drop-offs/attempted drop-offs.
n. Anti-national pamphlets or flyers distributed to employees or placed on
windshields in parking lots.
o. Recreational boaters posing as mariners in distress to attract other vessels.

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10.2 Importance of being observant to recognize such persons

1. Crew responsibilities
The ships security lies with the crew responsibilities on board. To be able to
recognize the potential security threats it is important that the crew shall be
observant to recognize such persons suspicious patterns of behavior. It
requires the crew to be:

a. Proactive and to adopt a level of controlled curiosity or suspicion in the way they
observe their work environment.
b. To have the knowledge and motivation to react appropriately by bringing their
concerns to the attention of the OOW, master or the SSO.

Topic 11
Recognition of weapons, dangerous substances and devices

11.1 Methods of recognizing of weapons, dangerous substances and

devices on board ship

*** Note: See Topic 14: Methods for physical searches and non-intrusive
inspections

11.2 Various types weapons, dangerous substances and devises and

their hazards

1. Firearms
A firearm is a portable gun (a barreled ranged weapon) that inflicts damage on
targets by launching one or more projectiles driven by rapidly expanding high-
pressure gas produced chemically by exothermic combustion (deflagration) of
propellant within an ammunition cartridge.

a) Handguns. The smallest of all firearms is the

handgun. There are two common types of handguns:
revolvers and semi-automatic pistols. Revolvers
have a number of firing chambers or "charge holes"
in a revolving cylinder; each chamber in the cylinder
is loaded with a single cartridge or charge. Semi-
automatic pistols have a single fixed firing chamber
Figure 12: Handguns
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machined into the rear of the barrel, and a magazine so they can be used to fire
more than one round.
b) Long guns. A long gun is generally any firearm
that is larger than a handgun and is designed to
be held and fired with both hands, either from
the hip or the shoulder. Long guns typically have
a barrel between 10 and 30 inches.

Figure 13: Long gun

c) Rifles, shotguns and machine guns. Most modern long guns are either rifles or
shotguns. A rifle is a portable, long-barreled firearm designed for long-range
precision shooting and with a barrel that
has a helical pattern of grooves ("rifling")
cut into the bore walls. A shotgun (also
known as a scattergun) is a firearm that is
usually designed to be fired from the
shoulder, which uses the energy of a fixed
shell to fire a number of small spherical
pellets called shot, or a solid projectile
called a slug. A machine gun is a fully
automatic emplaceable weapon, most
often separated from other classes of Figure 14: Rifles and shotguns
automatic weapon by the use of belt-fed
ammunition.

d) A rocket-propelled grenade (RPG). A rocket-propelled grenade is a shoulder-

fired anti-tank weapon system that fires rockets equipped with an explosive
warhead. Most RPGs can be
carried by an individual soldier.
These warheads are affixed to
a rocket motor which propels
the RPG towards the target
and they are stabilized in flight
with fins. The RPG flight
distance about 220 to 950
meters depending on the
model.
Figure 15: Rocket-Propelled Grenade (RPG)

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2. Explosives
An explosive (or explosive material) is a reactive substance that contains a great
amount of potential energy that can produce an explosion if released suddenly,
usually accompanied by the production of light, heat, sound, and pressure.
Explosive devices are the most common terrorist weapons because their materials
and technology are more readily available than those of biological, chemical,
nuclear, or radiological weapons. Terrorists can use either manufactured or
improvised explosive devices (IED).

a) Improvised Explosive Devices (IEDs)

Most bombs assembled by terrorists are improvised. The raw material
required for explosives is stolen or misappropriated from military or commercial
blasting supplies, or made from fertilizer and other readily available household
ingredients.
a. Pipe Bomb. Pipe bombs are very easily made using gunpowder, iron, steel,
aluminum or copper pipes. They are sometimes wrapped with nails to cause
even more harm.
b. Molotov Cocktail. They are usually made
from materials like gasoline, diesel fuel,
kerosene, ethyl or methyl alcohol, lighter
fluid and turpentine, all of which are easily
obtained. The explosive material is placed
in a glass bottle, which breaks upon impact.
c. Fertilizer Truck Bomb. Fertilizer truck
bombs consist of ammonium nitrate.
Hundreds of kilograms may be required to Figure 16: IED
cause major damage.

b) Dynamite. Dynamite is an explosive made of

nitroglycerin, sorbents (such as powdered shells or
clay) and stabilizers. Nitroglycerin by itself is a very
strong explosive, but is extremely shock-sensitive
(that is, physical shock can cause it to explode), and
degrades over time to even more unstable forms,
which makes it highly dangerous to transport or use.

Figure 17: Dynamite

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c) Grenade. A grenade is a large explosive weapon

typically thrown by hand, but can also refers to
projectiles shot out of grenade launchers. Once the
person throws the grenade, the safety lever
releases, the striker throws the safety lever away
from the grenade body as it rotates to detonate the
primer.
Figure 18: Grenade

3. Nuclear, Biological and Chemical Weapons

A weapon, arm or armament is any device that can be used with intent to inflict
damage or harm. In broader context, weapons may be construed to include anything
used to gain a tactical, strategic, material or mental advantage over an adversary or
enemy target.

a) Nuclear weapon. A nuclear weapon is an explosive device that derives its

destructive force from nuclear reactions, either fission (fission bomb) or from a
combination of fission and fusion reactions (thermonuclear bomb). Both bomb
types release large quantities of energy from relatively small amounts of matter.

Figure 19: Nuclear weapons

b) Biological and Chemical Weapons.

Chemical weapons are devices that use
chemicals to inflict death or injury; biological
weapons use pathogens or organisms that
cause disease. Pathogens include bacteria,
viruses, fungi, and toxins (poisons produced
by animals or plants).

Figure 20: Chemical weapon

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Topic 12
Crowd management and control techniques

12.1 Basic reaction of crowd in a crisis situation

One of the most difficult aspects of developing effective security, emergency, risk
and crisis management policies, plans, procedures and exercises, is accurately
anticipating human behavior under extreme or threatening circumstances.
Ship Security Officers and crew members should be familiar with the basic
patterns of behavior of people in groups during time of crisis. Demonstrate to learners
the proper way to control the crowd on board in case there is a bomb threat.
Categories of human behavioral response during evacuation are as follows:
a) Denial: The first reaction will probably be: “This can’t be happening!” But an
emergency or accident happen anytime, and it can result in a situation where
your life is at risk.
b) Panic: Once you get past denial, there is a strong chance you may panic. This
is when judgment and reasoning deteriorate to the point where it can result in
self-destructive behavior.
c) Stereotypical behavior: This is a form of denial in which victims fall back on
learned behavior patterns, no matter how inappropriate they are. The leader
may decide to continue in that role, even though he/she has no idea of what to
do. Sadly, the underling may also revert to that subordinate role, even though
he/she may be better prepared mentally.

d) Anger: A universal reaction, anger is irrational. Rescue team frequently comes

under verbal and physical attack while performing their duties.
e) Psychological breakdown: This could be the most desperate problem facing
a victim, and this stage is characterized by irritability, lack of interest,
apprehension, psycho-motor retardation and confusion. Once this point is
reached, the ultimate consequence may be death.

12.2 Importance of clear communication in crowd management and

control techniques

Clear communication is the key to a successful operation and emergency

response onboard. A security threat incident, considered as an emergency, can
happen at any time onboard, and more often than not we are not fully prepared for it.
Emergencies require immediate action, and knowing how to handle such situations
can be vital. Being well-prepared for an emergency is important.

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a) Stay calm. To be able to properly handle an emergency it is fundamental to keep

calm. Feeling anxious and confused is perfectly normal, as the body produces a
hormone called cortisol that slows down the process of planning. You must,
therefore, take deep breaths and count slowly up to ten to calm yourself down.
b) Understand what happened. Knowing what happened will help you decide how
to handle the situation in the best way. There are different scenarios for
emergencies to happen. It is important to clearly and calmly understand what
happened in order to react properly to the emergency.
c) Keep safe to assist others. Before being able to help others, you have to make
sure that you are away from any danger. You won't be able to help others if you
are not safe yourself first.
d) Make a safe & quick decision. A crew member is able to make quick and safe
decisions and direct people. This may include guiding people to safety during any
emergencies leading to the muster stations or Citadel.
e) A good leader. Leaders, build trust with those around them. A leader can keep
people calm. He/she can take charge of a situation, making announcements and
communicating a plan to the passengers. A leader is someone who is good under
stress. They step up and stand out during an emergency.

Topic 13
Handling security-related information and security related
communication

13.1 Sensitive security-related information and communication

The security related responsibilities of crew on board also applies in handling

sensitive security related information and security related communications. Examples of
other practical security related information (ISPS Code B/4.39that may be required as a
condition of entry into port in order to assist with ensuring the safety and security of
persons, port facilities, ships and other property include:
a. Information contained in the Continuous Synopsis Record;
b. Location of the ship at the time the report is made;
c. Expected time of arrival of the ship in port;
d. Crew list;
e. General description of cargo aboard the ship;
f. Passenger list; and
g. Information required to be carried under regulation XI-2/5.

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13.2 Handling security-related information and security related

communication

Shipboard personnel should understand that certain information and

communications will be considered security sensitive and that the level of sensitivity
may change, as do levels of security 1, 2, and 3.
a) Careless conversations. Careless conversations may result in disastrous
consequences and all personnel will need to appreciate the risk of security leaks
through communication by improper methods or to the wrong persons.
b) Secure communication. Secure communication is when two entities are
communicating and do not want a third party to listen in. Secure communication
includes means by which people can share information with varying degrees of
certainty that third parties cannot intercept what was said.

Topic 14
Methods for physical searches and non-intrusive inspections

14.1 Methods for physical searches and non-intrusive inspections

1. Methods of Search for Persons and Baggage Screening

(See: Topic 19; Methods for controlling the embarkation and disembarkation)

a) Physical searching
 Persons. Physical searching is best carried out in a screened off area, as
privacy minimizes embarrassment and increases effectiveness. A physical
search involves using touch to feel for possible concealed items hidden under
a person’s clothes. One officer should be delegated to observe people
waiting and note suspicious behavior and allocate persons to available
searchers to ensure no over-loading.
 Baggage. A physical search of baggage, using a gloves and a stick, should
include a check for false compartments, often used for the smuggling of
weapons and devices. Attention should be paid to any tampering or repair to
a case, non-standard or unmatched case components, and also to greasy
stains or small holes in the case exterior.

b) Metal Detection
 Persons. People can be screened by passing through an archway pre-set to
trigger an alarm if a certain amount of metal is carried through. Hand-held
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metal detectors can be used for screening individuals. However, metal

detectors will not pick up explosives, plastic weapons or inflammable liquids
carried in glass or plastic containers. Metal detection should be augmented
by a physical search of a proportion of those being screened, including some
who do not alarm the detector. This would increase the chances of detection
and acts as a powerful deterrent.
 Baggage. Metal detectors are of little use for screening baggage and
personal belongings since most bags and brief-cases have locks, hinges and
other metal components which would result in a very high alarm rate.
Moreover, hand-held detectors have a limited depth of effective penetration.
Important: All items brought on board the ship are subject to control,
monitoring, inspection and search. Persons refusing to comply with this
policy will be denied access to the ship.

2. How to conduct physical search

In conducting the physical search for visitors the crew
shall show respect and do it in a manner that reduces the
likelihood that misunderstandings or disrespect will result in a
confrontation.
a. The visitor should be asked to stand with his arms
raised on the side and legs slightly apart.
b. Start the search from the collar downwards running
your hands over the:
 Shoulders, below the arms, chest (front and back,
paying special attention to the spinal area), down
the legs, lifting the trouser base to inspect the
socks and shoes.
 Run your hands over the arms to ensure nothing is Figure 21: Physical
hidden under the armpit and in the sleeves. searching with metal
 Check the watch for any signs of tampering and the detection
hands for their contents, if any.
c. If a hat is worn, ask the visitor to remove the hat and
inspect its insides.
d. Ask the visitor to take out anything that appears suspect in the pockets.
e. If a coat is worn, inspect the labels and collar carefully.
f. Check the contents of any baggage, briefcase or toolbox carried by the visitor
to ascertain if there is anything harmful in it or not matching with the work
expected to be carried out by the visitor (example, large tools inside the bag
of a person who has come for computer repairs).
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Figure 22: Gangway security notices

COMPETENCES
 Undertake Regular Security Inspections of the Ship (Table A-VI/6-2)
 Understanding of the need for and methods of maintaining security awareness
and vigilance (Table A-VI/6-1)

Topic 15
Techniques for monitoring Restricted Areas (RA)

15.1 Security measures and procedures used in 3 Security Levels to

monitor Restricted Area
MARSEC Level
Security Measures: Restricted areas
1 2 3
1. Locking or securing access to restricted areas** yes yes a yes a
2. Monitoring and using surveillance equipment yes yes b yes
3. Using personnel as security guards or patrols yes yes c yes d
4. Using automatic intrusion detection devices, which if
used must activate and audible and/or visual alarm at a
yes yes yes
location that is continuously attended or monitored, to
alert personnel to unauthorized access.
5. Restricting access to areas adjacent to access points no yes yes e

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Remarks:
a = Increasing the frequency and intensity of monitoring and access controls on existing restricted
areas.
b = Providing continuous monitoring of each area, using surveillance equipment
c = Dedicating additional personnel to guarding or patrolling restricted areas
d = Posting personnel to continuously guard restricted areas and/or assigning personnel to
continuously patrol restricted areas and areas adjacent to restricted areas.
e = Restricting access to additional areas
** = Doors in escape routes must be capable of being opened without keys from the direction
for which escape is required.

Topic 16
Controlling access to the ship and to restricted areas onboard

16.1 Common Restricted Areas (RA) onboard

1. Common Restricted Areas

Restricted areas mean locations identified in a vessel that require limited access
and a higher degree of security protection. The SSP should identify the restricted
areas to be established on the ship and the security measures to be taken.
Restricted areas may include:

a) Navigation bridge, machinery spaces, CO2 room, etc.;

b) Spaces containing security and surveillance equipment and systems and their
controls and lighting system controls;
c) Ventilation and air-conditioning systems and other similar spaces;
d) Spaces with access to potable water tanks, pumps, or
manifolds;
e) Spaces containing dangerous goods or hazardous
substances;
f) Spaces containing cargo pumps and their controls;
g) Cargo spaces and spaces containing ship’s stores;
h) Crew accommodation; and
i) Any other areas as
determined by the CSO,
through the SSA to which
access must be restricted to
maintain the security of the
ship.

Figure 23: Restricted Area and IMO Sign

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2. Access to the ship security measures applied

The SSP should establish the security measures covering all means of access to
the ship identified in the SSA. This should include any:
a) Access ladders;
b) Access gangways;
c) Access ramps;
d) Access doors, side scuttles, windows and ports;
e) Mooring lines and anchor chains; and
f) Cranes and hoisting gear.

16.2 Methods to control access to the ship

MARSEC Level
Measures for Controlling Access to the Ship
1 2 3
1. Access points are secured** or continuously attended to
yes yes a yes a
prevent unauthorized access.
2. Lock or otherwise prevent access to unattended spaces
that adjoin areas to which passengers and visitors have yes yes yes
access
3. Weather-deck access vents, storage lockers, and doors
to normally unmanned spaces (such as storerooms,
yes yes yes
auxiliary machinery rooms, etc.) are locked** or
precautions taken to prevent unauthorized access.
4. Limit entry to the ship to a minimum number of access
no yes yes b
points. ***
5. Establishing a restricted area on the shore side of the
no yes yes
ship, in close cooperation with the port facility.
6. Carrying out a full or partial search of the ship no no yes c
7. Moving the ship and/or Evacuating the ship no no yes
8. Initiating measures, including the slow revolution of the
ship’s propellers, if practicable, to deter underwater no no yes
access to the hull of the ship.
Remarks:
a = Assign additional personnel at appropriate access points as designated in the security plan.
b = Limit entry to a single access point when possible.
c = Preparing for a full or partial search of the ship and searching restricted areas as part of the
search
** = Doors in escape routes must be capable of being opened without keys from the direction for
which escape is required.
***= While not restricting egress from the ship in the event of an emergency.
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3. Responsibility For Access/ Door Controls

The SSO reports to the Master for the overall security of the ship. The SSO will
ensure the following is carried out:
a) Patrols of the ship’s decks observing any movements around the ship - both
outboard and quayside.
b) The regular checking, whether the doors be open or closed, of all ship side
openings and its concomitant security implications.
c) Inspection of forecastle, mooring deck and other deck areas for any evidence
of attempted unauthorized access.
d) A thorough check to ensure that those doors that are open are manned by
responsible personnel of the department conducting operations. (Unmanned
open side port doors may be accepted if the side port opening is otherwise
protected with a barrier that will prevent personnel from entering the ship.)

Topic 17
Inspection methods for effective monitoring of deck areas and areas
surrounding the ship

17.1 Methods for effective monitoring of deck areas and areas

surrounding the ship

The ship should have the capability to monitor the ship, including the restricted areas
on board and areas surrounding the ship. Such monitoring capabilities may include use
of:
a) Lighting;
b) Watch-keepers, security guards and deck watches including patrols;
c) Automatic intrusion detection devices and surveillance equipment.

Figure 24: Monitoring Deck and Areas Surrounding the Ship

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MARSEC Level
Protective Measures
1 2 3
1. Use security lookouts and/or security patrols no yes a yes a
2. Light deck and ship access points during the period
between sunset and sunrise and periods of limited
yes yes b yes c
visibility sufficiently to allow visual identification of
persons seeking access to the ship **
3. In port – Light is provided to allow crewmembers to see
beyond the ship, both pier side and waterside; including yes yes b yes c
areas on and around the ship
4. Underway - maximum lighting available consistent with
yes yes b yes c
safe navigation and international regulation
5. In liaison with the port facility, perform waterside boat
patrols to deter waterside access to ship and foot no yes yes d
patrols or vehicle patrols on the shore side
6. Use divers to inspect the underwater pier structures
prior to the ship’s arrival, upon the ship’s arrival, and in
no no yes d
other cases deemed necessary and prepare for
underwater inspection of the hull
Remarks:
a = Increase the number and frequency of security patrols during periods of reduced ship
operations to ensure continuous monitoring and waterside boat patrols to ensure
continuous monitoring.
b = At these higher security levels, additional lighting will be coordinated with the waterfront
facility to provide additional shore side lighting. Additional lighting may include:
 Using spotlights and floodlights to enhance visibility of the deck and areas
surrounding the ship and using lighting to enhance visibility of the surrounding
water and waterline.
c = Switching on all lights, illuminating the vicinity of the ship
d = If required by port facility or if in response to specific threat information.

Topic 18
Inspection methods relating to the cargo and ship’s store

18.1 Methods of inspection relating to the cargo and ship’s store

a) Handling of Cargo. The security measures relating to cargo handling should:

a. Prevent tampering; and
b. Prevent cargo that is not meant for carriage from being accepted and stored
on board the ship.
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b) Delivery of Ship’s Stores. The security measures relating to the delivery of ship’s
stores should:
a. Ensure checking of ship’s stores and package integrity;
b. Prevent ship’s stores from being accepted without inspection;
c. Prevent tampering; and
d. Prevent ship’s stores from being accepted unless ordered.

MARSEC Level
Protective Measures
1 2 3
1. Routinely check cargo, ship stores, and cargo spaces
yes yes a yes a
prior to and during cargo handling
2. Use of scanning/detection equipment, mechanical
yes yes b yes
devices, or canines to check cargo.
3. Coordinate security measures with the shipper or other
responsible party in accordance with an established yes yes b yes
agreement and procedures
4. Verify non-containerized cargo against the manifest yes all all
5. Verify the container identification numbers of loaded/
all all all
empty containers against the manifest
6. Inspect ship’s stores and provisions yes yes b all
7. In liaison with the facility:
 Ensure a defined percentage of vehicles to be
loaded aboard car carriers, RO-RO and
yes yes b all
passenger ships are screened prior to loading
 Check seals or other methods used to prevent
tampering
8. Restricting or suspending cargo and ship store
no no yes
operations
9. Refusing to accept ship stores on board no no yes
10. Being prepared to cooperate with responders and
no no yes
facilities
11. Verify the inventory and location of any hazardous
no no yes
materials carried on board
Remarks:
a = Increasing the frequency and detail of checking cargo, ship stores, and cargo spaces.
This will ensure that only the intended cargo, container, or other cargo transport units
are loaded
b = Increase the frequency ,detail, and/or enhance

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Topic 19
Methods for controlling the embarkation, disembarkation

19.1 Methods for controlling the embarkation, disembarkation of

persons and their effects

1. Gangway Watch Responsibilities

Their primary responsibility is to control access to the ship, and ensure the safety
and security of the gangway area. Nothing is to hinder the Watchman/ gangway
personnel in the performance of these duties and, if necessary, they are to call the
SSO or OOW for assistance.
Personnel detailed for gangway duty are given Standing Orders for their
instruction and guidance. The following is an outline of what should be included in
these Standing Orders:
a) All gangway personnel are responsible to the SSO or OOW and must notify them
if in doubt on any matter by telephoning appropriate number or by hand radio.
b) Those on gangway duty must not leave the station until properly relieved.
c) No one is to be permitted to board without one of the valid company passes, as
identified in the company procedure on passes.
d) All persons boarding and leaving the ship must be asked to produce appropriate
identification.
e) The gangway must be checked to see that it is properly lashed and secured, well
lit and at all times safe for use.
f) An alert watch is to be kept at all times at the head of each gangway. This watch
must ensure that the gangway in use is operating within its permitted angles of
elevation and that it can range freely with the tide or harbor swell
g) A watch shall be
maintained for
unauthorized removal of
the ship’s equipment and
stores.
h) All communication devices
are to be tested at least
once per watch.

Figure 25: Gangway Watch

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MARSEC Level
Protective Measures
1 2 3
1. Verify reason personnel are embarking the ship by
using joining instructions, tickets, boarding passes,
yes yes yes
work orders, pilot orders, surveyor’s orders, visitor
badges, government identification, or other means.
2. Segregate embarking passengers from disembarking
yes yes yes
passengers
3. Suspending embarkation and disembarkation no no yes
4. Positively identify crewmembers, vendors, visitors, and
yes yes yes
other personnel prior to each embarkation.
5. Denying access to visitors who do not have a verified
no yes yes
destination
6. Verify arriving crew as authorized to serve aboard the
yes yes all
ship.
7. Inspect persons, baggage, carry-on items, and
personal gear for prohibited weapons, incendiaries, yes a yes b all
and explosives. **
8. Assign personnel to guard designated inspection
no yes yes
areas.
9. Escort all service providers or other personnel needed
no c yes c yes c
aboard to provide essential services to the ship.
Remarks:
a = This may be accomplished by random inspections, such as 5-20% or some other
method addressed in the ship security plan.
b = @ Increase the frequency and detail of screening people, personal effects, and
vehicles being embarked or loaded onto the ship {The company should note what
increase is appropriate for Security Level 2}
c = Access is granted only to those responding to the security incident or threat thereof
and being prepared to cooperate with the responders and facilities.
** = See Competence 2.1.7 “Methods of Search for Persons and Baggage Screening” for
additional information.
Note:
 Visitor’s Logbook. All authorized persons allowed onboard must fill and sign the
visitor’s logbook upon completing the required procedures.
 Security briefings provided to all persons on board, prior to departing, on any
specific threats and the need for vigilance and reporting suspicious persons,
objects, or activities.

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Figure 26: Visitor’s Log

COMPETENCE
 Proper Usage of Security Equipment and System (Table A-VI/6-2)

Topic 20
Types of security equipment and systems

20.1 Various types of security equipment and system including those

that could be used in case of attacks by pirates and armed
robber

1) Ship Security Communications

1. Ship Security Alert Systems

A Ship Security Alert System (SSAS) transmits a covert (or secret) alarm to one
or more competent authorities ashore indicating that the security of the ship is under
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threat or has been compromised. Ship security alerts can be activated in the event
of any serious security incident including acts of piracy and armed robbery against
the ship.

a) Function: When activated, the SSAS must:

a. Initiate and transmit a ship-to-shore security alert to a competent authority
designated by the Administration, which in these circumstances may
include the shipping company,
 Identifying the ship and its location, and
 Indicating that the security of the ship is under threat or has been
compromised;
b. Not send the alert to any other ships;
c. Not raise any alarm on board the ship; and
d. Continue the alert until deactivated and/or reset.

a) Activation Point:
a. Be capable of being activated from the navigation bridge and in at least
one other location;
b. Have its activation points designed so as to prevent the inadvertent
initiation of an alert.

b) Note:
a. SSP must include procedures to be used including testing, activation,
deactivation and resetting to limit false alerts.
b. A Master may use a covert (or secret) alarm (i.e. one such as a VHF
broadcast which makes no attempt to deny knowledge of its activation) in
addition to a covert alarm as a means of discouraging a security threat
from becoming a security incident.

Figure 27: SSAS; how it works

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2. Automatic Identification Systems (AIS)

SOLAS Chapter XI-2, Reg.6

Ships fitted with AIS are expected to maintain AIS in operation at all times except
where international agreements, rules or standards provide for the protection of
navigational information. The regulation requires that AIS shall:
a) Provide information – including the ship's identity,
type, position, course, speed, navigational status
and other safety-related information – automatically
to appropriately equipped shore stations, other
ships and aircraft;
b) Receive automatically such information from
similarly fitted ships;
c) Monitor and track ships; and
d) Exchange data with shore-based facilities.

Figure 28: AIS

3. Ship Alarm Systems
The ship’s alarm system (e.g. general emergency alarm system) provides an
immediate notification of an emergency. A Master may use a covert (or secret) alarm
as required by the SSP. Immediate response by nominated crew members to an
alarm from an intrusion detection system or device is important if its use is to be
effective. Alarm response can be dramatically impeded if crew members cannot
quickly contact the SSO or other on-watch security personnel.

2) Ship Monitoring Equipment

A. Automatic intrusion-detection and surveillance equipment

ISPS Code Part B 9.42: The ship should have the capability to monitor the ship,
the restricted areas on board and areas surrounding the ship. Such monitoring
capabilities may include use of lighting; watch keepers, security guards and deck
watches, including patrols; and automatic intrusion-detection and surveillance
equipment.

a) Intrusion Detection Systems (IDS). The function of IDS is to detect threat or

adversary intrusions. The main components of an intrusion detection system are
Sensors detecting intrusion through sensing voice, vibration, motion and other
physical and environmental events.
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Figure 29: Intrusion Detection Systems (IDS)

b) Closed Circuit Television (CCTV). This

is also known as video surveillance, is the
use of video cameras to transmit a signal
to a specific place, on a limited set of
monitors.

Figure 30: Closed Circuit

Television (CCTV)

3) Various Security Equipment

A. Searching/Screening Equipment
a) Hand-Held Metal Detector. Hand Held Metal Detector is an active hand-held
metal detector designed to detect metallic ferrous, non-ferrous and stainless
steel weapons, contraband or other metal objects concealed or carried on a
person.
b) Explosive Vapor Detector (EVD). Explosive detection equipment able to detect
explosives of small magnitude. The detection is accomplished by sampling non-
visible "trace" amounts of particulates.
c) Archway Metal Detector. Archway Metal Detector used for security screening at
access points to detect concealed metal weapons on a person's body.
d) X-Ray Baggage Scanning Machine. Modern equipment is capable of producing
images of good definition and penetration. However, X-ray examination may not
detect explosives and plastic weapons nor will it allow identification of the actual
liquid in bottles or other containers.

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e) Wooden stick / gloves. A stick made of wood used for searching moving
objects in the hand luggage instead of actually touching them (sometimes with a
flashlight).

Figure 31: (top-counterclockwise) Hand-Held Metal

Detector; Garrett Brand & Explosive Vapor Detector
(EVD), Archway Metal Detector & X-Ray Baggage
Scanning Machine

B. Access control for Restricted Areas

While it may be possible to breach locked doors and get access, this may alert
vessel staff and raise alarm. The control of access to restricted areas may be
enhanced by using:
a) Combination locks or
Padlocks,
b) Key code pads or
door sensor locks
c) Security seals

Figure 32: (from top, counterclockwise)

Key code pads / door sensor locks,
Combination locks and Padlocks, &
Security seals
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C. Ship’s Personnel Security Equipment

Ship’s personnel assigned to security duties e.g. gangway watch including the
security patrols, will report to the SSO and/or the Officer of the Watch on all matters
regarding safety and security on the ship during their duty period and must notify
them if in doubt on any matter. For this purpose personnel assigned must be
provided with:
a) Hand-held 2-way radio- provided for on-
board communication and to keep in touch
with the OOW, etc.
b) Whistle- to summon assistance.
c) Torch/ Flash Light- for proper illumination
around the vessel at dark.

Figure 33: Ship’s Personnel

Security Equipment

D. Identification (I.D.) Badges / System

It is the requirement to establish an identification system that, when practicable,
is coordinated with the port facility. The identification system will be regularly
updated, and abuse of procedures is subject to disciplinary action.

a) Crew Identification. All crew will be in possession of a company identification

pass, which is a tamper resistant pass made of a durable material and contains
the basic information e.g. name, nationality, Passport number, picture etc. The
SSO is responsible for the issuance of all passes. The pass is required to be
entered into the ship’s security computerized system, which registers personnel
onboard and provides picture
identification on the computerized
display screen.
b) Visitors Passes. These passes will be
handed to the visitor when they arrive at
the gangway on production of valid
photographic identification. This
identification will be returned to the
owner upon surrender of the visitors
pass when leaving the ship.

Figure 34: Verification of visitor’s

identification card
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20.2 Security Equipment & Systems may be used to suppress attacks

by Pirates and Armed Robbers

The Ship Protection Measures described in Best Management Practices (BMP) are
the most basic that are likely to be effective. Owners may wish to consider making
further alterations to the vessel beyond the scope of this booklet, and/or provide
additional equipment, and/or manpower as a means of further reducing the risk of piracy
attack. If pirates are unable to board a ship they cannot hijack it.
a. Watch keeping and Enhanced Vigilance. Providing additional lookouts for each
watch schedule that are fully briefed. Considering a shorter rotation of the Watch
period in order to maximize alertness of the lookouts. Maintaining a careful Radar
watch.
b. Control of access to bridge, accommodation and machinery spaces. It is very
important to control access routes to deter or delay pirates who have managed to
board a vessel and are trying to enter accommodation or machinery spaces.
c. Physical barriers (razor wires/ electrified barriers) make it as difficult as possible to
gain access to vessels by increasing the height and difficulty of any climb for an
attacking pirates.
d. Water Spray and Foam Monitors. The use of water spray and/or foam monitors
(including fire hoses and nozzles) has been found to be effective in deterring or
delaying pirates attempting to board a vessel.
e. Safe Muster Points / Citadels. A safe muster point is a designated area chosen to
provide maximum physical protection to the crew, preferably low down within the
vessel. A Citadel is designed and constructed that in the event of imminent boarding
by pirates, all crew will seek protection to resist a determined pirate trying to gain
entry for a fixed period of time.
f. Armed Private Maritime Security Contactors. The use, or not, of armed Private
Maritime Security Contractors onboard merchant vessels is a matter for individual
ship operators to decide following their own voyage risk assessment and approval of
respective Flag States.

Figure 35: Control access to Bridge & Physical Barrier; Razor Wires
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Figure 36: Security Equipment & System for Pirates and Armed Robbers

Topic 21
Testing, calibrating and maintaining security systems and equipment

21.1 Requirements for testing, calibrating and maintaining security

systems and equipment, particularly while at sea, as used in the
suppression of attacks of pirates and armed robbers

1. Requirements
ISPS Code Part B, 13.3.9

Shipboard personnel having specific security duties should have sufficient

knowledge and ability to perform their assigned duties, including testing,
calibration and whilst at sea maintenance of security equipment and systems.

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For the Ship Security Officer, the focus should be on the tasks and procedures
required to support such equipment while the vessel is at sea.
The Company Security Officer shall develop a plan for maintenance, calibration
and testing of security equipment of security related equipment based upon the ship
design, structure and equipment available.

2. Importance of testing, calibrating and maintaining

Maintenance including testing and calibrating is one thing that keeps the
security equipment working properly and keeping it up to date (same with other
equipment’s onboard). Efficient maintenance can help with prolonged life and
favorable outcome.
Regular maintenance of equipment is an important and necessary activity. The
term ‘maintenance’ covers many activities, including inspection, testing,
measurement (or calibrating), adjustment and even replacement of security system
and equipment.
a) SSP. The SSP shall include the procedure to ensure the inspection for
testing, calibration and maintenance of any security equipment provided
onboard.
b) Manufacturer’s recommendations. Any security equipment or system
should be maintained or calibrated according to recommendation of the
manufacturer.
c) Record keeping. Records of inspection, maintenance, testing and calibration
are readily available. The SSO is responsible for this requirement.

End of Security Awareness Training and Seafarers

With Designated Security Duties
GOD BLESS US ALL…

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LISTS OF REFERENCES
IMO References (R)
R1 International Convention on Standard and Training for Certification and
Watchkeeping (STCW), as amended
R2 International Convention for the Safety of life at Sea (SOLAS) Chapter XI-1 and
XI-2, as amended
R3 IMO Guide to Maritime Security and the ISPS Code (2012 edition)
R4 International Labour Organization. Seafarers’ Hours of Work and the Manning
Convention, (latest edition) (No. 180)
R5 International Labour Organization. Seafarers’ Identity Documents Convention
(Revised) (No. 185) Facility Security Code; London: ICS
R6 International Ship and Port Facility (ISPS) Code
R7 International Maritime Organization (2009) “Guidance to Shipowners, Companies
Ship Operators, Shipmasters and Crews’ on Preventing and Suppressing Acts of
Piracy and Armed Robbery Against Ships”
Bibliography (B)
B1 Best Management Practices (BMP 4) for Protection against Somalia Based Piracy
(Published by Witherby Publishing Group Ltd. Edinburgh, Scotland U.K.)
B2 ICS Guidance for Ship Owners, Ship Operators and Masters on the Protection of
Ships from Terrorism and Sabotage
B3 International Chamber of Shipping. Maritime Security: Guidance for Ship
Operators on the IMO International Ship and Port Facility Security Code.London:
ICS.(latest edition)
B4 International Chamber of Shipping. Model Ship Security Plan. London: ICS.(latest
edition)
B5 International Chamber of Shipping. International Shipping Federation. Pirates and
Armed Robbers: A Master's Guide.London: Marisec Publications. (latest edition)
B6 National Science and Technology Council. (1999). Intermodal Cargo
Transportation: Industry Best Security Practices. Washington, D.C
B7 Ship Security Assessment Guideline by Norwegian Ship Association

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Date 24 April, 2019

SDSD

List of Figures
Figure Page
Name of Figure
No. No.
1 STCW Convention and Code 2017 Edition 3
2 MS Achille Lauro hijacking 7
3 9/11 Attacks 7
4 Ship’s Identification Number 8
5 SOLAS Consolidated Edition 8
6 Guide to the Maritime Security and the ISPS Code, 2012 Edition 9
7 IMO Resolution and Circulars related to maritime security 10
8 Three Maritime security (Marsec) Levels Notices 16
Security Measures and Procedures; Gangway watch & receiving of
9 17
ships stores
10 Sample of Declaration of Security (DoS) 26
11 Group Transit; Internationally Recommended Transit Corridor (IRTC) 29
12 Handguns 32
13 Long gun 32
14 Rifles and shotguns 32
15 Rocket-Propelled Grenade (RPG) 33
16 IED 33
17 Dynamite 34
18 Grenade 34
19 Nuclear weapons 34
20 Chemical weapon 35
21 Physical searching with metal detection 39
22 Gangway security notices 39
23 Restricted Area and IMO Sign 41
24 Monitoring Deck and Areas Surrounding the Ship 43
25 Gangway Watch 46
26 Visitor’s Log 48
27 SSAS; how it works 49
28 AIS 50

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Date 24 April, 2019

SDSD

List of Figures
Figure Page
Name of Figure
No. No.
29 Intrusion Detection Systems (IDS) 50
30 Closed Circuit Television (CCTV) 50
(Top-counterclockwise) Hand-Held Metal Detector; Garrett Brand &
31 Explosive Vapor Detector (EVD), Archway Metal Detector & X-Ray 51
Baggage Scanning Machine
(from top, counterclockwise) Key code pads / door sensor locks,
32 51
Combination locks and Padlocks, & Security seals
33 Ship’s Personnel Security Equipment 52
34 Verification of visitor’s identification card 52
35 Control access to Bridge & Physical Barrier; Razor Wires 53
36 Security Equipment & System for Pirates and Armed Robbers 54

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