Handout SDSD Revision STCW Adv 2019-05

Security Awareness Training and
Seafarers with Designated Security Duties
1.0 CONDITIONS SET OUT IN A SHIP SECURITY PLAN
1.1 Introduction
This course aims to provide knowledge and awareness to all seafarers with respect to Chapter XI-2 of the
International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended, the International Ship and Port
Facility Security Code (ISPS), the Ship Security Plan (SSP), and Section A-VI/6-1 of the International Convention on
Standards of Training, Certification and Watchkeeping for Seafarers (STCW), 1978, as amended.
At the end of the training, trainees are expected to achieve the following competencies:
 Maintain the conditions set out in a ship security plan
 Recognize security risks and threats
 Undertake regular security inspections of the ship
 Properly use available security equipment and systems
1.2 Current security threats and patterns
Current threats to maritime security provide a basis for understanding of the recent conventions and
legislation in this area and to fully grasp the importance of the training provided by this course. The prospective
security officers receiving this training must clearly sense the reality of today's security issues, which include
piracy, terrorism, contraband smuggling, cargo theft, and collateral damage.
 Threats to the Maritime Transport Indus try
Armed robbery – 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 (International Maritime Organization)
Cargo theft – pilferage of ship’s cargo. This is an age-old problem that continues to plague the maritime industry
and causes financial losses in staggering amounts. Cargo Theft is 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, from any pipeline system, railroad car, motortruck, or other vehicle, or from any tank
or storage facility.
Contraband smuggling – bringing on board goods that are forbidden by law to be exported or imported illegally,
either in defiance of a total ban or without payment of duty.
Collateral damage – general term for deaths, injuries, or other damage inflicted on an unintended target
Hijack – to force the vessel to a nonscheduled landing point
Mutiny – forcible resistance to revolt against constituted authority on the part of the subordinates; specifically, an
insurrection of seamen against the authority of their commanders
Revision No. 01 as of 2019 July 01 Page 1 of 54

Piracy – As defined in Article 101 of UNCLOS, consists of any of the following acts:
a. Any illegal acts of violence or detention, or any act of depredation, committed for private ends by the crew
or passengers of a private ship or a private aircraft and directed:
(i) On the high seas, against another ship or aircraft, or against persons or property on board such ship
or aircraft;
(ii) Against a ship, aircraft, persons or property in a place outside the jurisdiction of any State;
b. Any act of voluntary participation in the operation of a ship or of an aircraft with knowledge of facts making
it a pirate ship or aircraft;
c. Any act of inciting or of intentionally facilitating an act described in subparagraph (a) or (b).
Stowaways and refugees – persons who hide aboard the ship to obtain free passage or evade port officials; one who
flees from political or religious persecution
Terrorism – the use of, or the threat of the use of, directed or indiscriminate violence against innocent victims for
maximum and emotional effect, producing a long-term effect far greater than the incident itself would normally
warrant in attaining political objectives
 Recent piracy incidents
2012 2013 2014 2015 2016 2017 2018

Vessels
174 202 183 203 150 136 143
Boarded
Vessels
28 12 21 15 7 6 6
Hijacked
Total Actual
202 214 204 218 157 142 149
Attacks
Attempted
67 28 28 27 22 22 34
Attacks
Vessels
28 22 13 1 12 16 18
Fired Upon
Total
Attempted 95 50 41 28 34 38 52
Attacks
Crew Taken
585 304 442 271 151 91 141
Hostage
Crew
26 36 9 19 62 75 83
Kidnapped
Crew Killed 6 1 4 1 0 3 0
SOURCE: Piracy and Armed Robbery against Ships Report. ICC International Maritime Bureau

1.3 Maritime security terms
Ship Security Plan – 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
Company Security Officer – 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
Ship Security Officer – 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
Port facility - a specific location in a port where passengers or commodities are transferred between land and water
carriers or between two water carriers, including wharves, piers, sheds, warehouses, yards, and docks.
Ship/Port interface - the interactions that occur when a ship is directly and immediately affected by actions involving
the movement of persons or goods or the provision of port services to or from the ship.
Ship to ship activity - (STS) transfer operation is the transfer of cargo between seagoing ships positioned alongside
each other, either while stationary or underway. Cargoes typically transferred via STS methods include crude oil,
liquefied gas (LPG or LNG), bulk cargo, and petroleum products.
Port Facility Security Plan – 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
Port Facility Security Officer - the person designated as responsible for the development, implementation, revision,
and maintenance of the port facility security plan and for liaison with ship security officers and company security
officers
Designated authority - The organization or the administration identified as responsible for ensuring the
implementation of Chapter XI-2 of the Safety Convention pertaining to port facility security and ship/port interface
from the point of view of the port facility.
Recognized security organization - An organization with appropriate expertise in security and anti-terrorism matters
recognized by the Administration and authorized by it to carry out assessment, verification, approval and
certification activities, required by SOLAS Chapter XI-2 or by Part A of the ISPS Code, on its behalf
Declaration of security - is defined by the Safety of Life at Sea (SOLAS) Convention as "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"
Security incident - is an event that may indicate that a ship or port facilities security have been compromised or that
measures put in place to protect them have failed.

Security level - The security levels under the ISPS code describe the current scenario related to the security threat to
the country and its coastal region including the ships visiting that country. The security levels are decided by the
cooperation of ship and port authority, keeping the current condition of national and international security. The
local government sets the security level and ensures to inform port state and ships prior to entering the port, or
when berthed in the port.
1.4 Maritime security policy
1.4.1 International conventions, codes and recommendations
 Previous efforts of the International Maritime Organization (IMO)
The International Maritime Organization (IMO) has adopted a number of resolutions and conventions toward
maritime security. Early efforts of the IMO include the following:
Resolution A.545 (13)--Measures to Prevent Acts of Piracy and Armed Robbery against Ships – Signed in 1983,
this resolution urged action to initiate a series of measures to combat acts of piracy and armed robbery ships
and small craft at sea.
Resolution A.584 (14)--Measures to Prevent Unlawful Acts Which Threaten Safety of Ships and Security of
Passengers – Adopted in 1985, following the hijacking of the Italian cruise ship Achille Lauro, in October 1985,
which marked one of the first actual terrorist acts recorded in modern maritime history. This was later reviewed
in November of 2001 with IMO Resolution A.924 (22).
MSC/Circ.443--Measures to Prevent Unlawful Acts against Passengers and Crews On Board Ships – Approved in
1986, this is intended for application to passenger ships engaged on international voyages of 24 hours or more
and the port facilities that serve them.
Convention for the Suppression of Unlawful Acts against the Safety of Maritime Navigation (SUA) – Adopted in
1988, the treaty ensures that appropriate judicial action is taken against persons committing unlawful acts
against ships. Unlawful acts would include the seizure of vessels by force, acts of violence against persons on
board vessels, and placing devices on board a vessel which are likely to destroy or damage it. The convention
obliges contracting governments either to extradite or prosecute alleged offenders. The SUA came into effect
on March 1, 1992.
The Organization has also adopted other maritime security instruments including the following:
MSC/Circs. 622 and 623, as revised, on Guidelines for administrations and industry on combating acts of piracy
and armed robbery against ships;
MSC/Circ. 754 on Passenger ferry security, providing recommendations on security measures for passenger
ferries on international voyages shorter than 24 hours, and ports;
Assembly resolution A.871(20) on Guidelines on the allocation of responsibilities to seek the successful
resolution of stowaway cases; and

Assembly resolution A.872(20) on Guidelines for the prevention and suppression of the smuggling of drugs,
psychotropic substances and precursor chemicals on ships engaged in international maritime traffic.
 Efforts of the International Maritime Organization (IMO) following 9/1 1
Following the tragic events of September 11, 2001, the Organization passed Assembly resolution A.924(22) which
called for a review of the existing international legal and technical measures to prevent and suppress terrorist acts
against ships at sea and in port, and to improve security aboard and ashore.
The adoption of resolution A.924(22) precipitated a Diplomatic Conference on Maritime Security in December 2002
attended by Contracting Governments to the 1974 SOLAS Convention. The 2002 SOLAS Conference adopted a
number of amendments to the International Convention for the Safety of Life at Sea (SOLAS), 1974, as amended.
This timetable of a little more than a year represents a landmark achievement for the IMO. It provides a clear
indication of the gravity of the situation as well as the intention to protect world shipping against security incidents
and threats.
International Maritime Organization (IMO)
By June 2004, part of the agreement under IMO is the implementation of measures under the International Ship and
Port Facility Security Code (ISPS Code) and the Convention on Safety of Life at Sea (SOLAS). These measures will
greatly affect both the public and private sectors. Specifically, the measures will be applied on governments, ships
and maritime carrier companies; and ports facilities and operators.
Under ISPS Code, ships will be required to have the following:

(a) Security plans
(b) Security officers and
(c) Onboard Security equipment
On the other hand, port facilities will have their own
(a) Security plan
(b) Security officers and
(c) Security equipment
For ships and port facilities, the requirements also include:
a) Monitoring and controlling access;
b) Monitoring the activities of people and cargo; and
c) Ensuring security communications are readily available
To ensure implementation of the foregoing requirements, the ISPS Code also emphasizes the importance of training
and drills.
World Customs Organization (WCO) Task Force on Security and Facilitation of International Trade
Upon the request of developed countries and the IMO, the WCO created a task force to promote security and trade
facilitation in the supply chain. The challenge to the task force is how to harmonize the various security initiatives
without affecting the international movement of goods. By June of 2003, the WCO has developed various initiatives
such as:

1. Export controls (e.g. Unique Consignment Reference and WCO Data Model); and
2. Guidelines for cooperation between business and governments (e.g. Legal and Procedural infrastructure
for Data Collection and Transmission / Advance Cargo Information).
 Amendments to SOLAS, 1974, as amended and the ISPS Code
The 2002 SOLAS Conference amended SOLAS Chapter XI to include the following special measures for maritime
security:
 SOLAS Chapter XI was divided into two parts: Chapter XI-1: Special Measures to Enhance Maritime Safety;
and Chapter XI-2: Special Measures to Enhance Maritime Security.
 SOLAS Chapter XI-2 incorporated new regulations regarding definitions and the requirements for ships and
port facilities.
 These new regulations are supported by the International Ship and Port Facility Security Code (ISPS Code)
which contains detailed security-related requirements for Governments, port authorities and shipping
companies in a mandatory section (Part A), together with a series of guidelines about how to meet these
requirements in a non-mandatory section (Part B).
The new SOLAS Chapter XI-2 and the ISPS Code were intended to ensure the security of ships and port facilities by
treating this as a risk management activity and ensuring appropriate security measures through an assessment of
the risks in each particular case.
 Security-related provisions of the STCW Code
STCW Code Section A-VI/6.

Mandatory minimum requirements for security related training and instruction for all seafarers.
1. Security related familiarization.
Before being assigned to shipboard duties, all persons employed or engaged on a seagoing ship which is required to
comply with the provisions of the ISPS Code, other than passengers, shall receive approved security-related
familiarization training.
The security-related familiarization shall be conducted by the ship security officer or an equally qualified person.
Documentary evidence must be retained by the ship to show that this familiarization has been carried out.
2. Proficiency in security awareness.
Seafarers employed or engaged in any capacity on board a ship which is required to comply with the provisions of
the ISPS Code on the business of that ship as part of the ship's complement without security duties shall, before
being assigned to any shipboard duties, receive appropriate approved training or instruction in security awareness
as set out in table A-VI/6-1.
An STCW Certificate of Proficiency in security awareness must be issued to the seafarer to show that this training
has been carried out.

Transitional provisions.
Until 1 January 2014, seafarers who commenced an approved seagoing service prior to the date of entry into force
of this section shall be able to establish that they meet the above requirements by previous equivalent training
and/or relevant sea service, and can be issued with an STCW Certificate of Proficiency without further training.
3. Proficiency in designated security duties.
Every seafarer who is designated to perform security duties, including anti-piracy and anti-armed-robbery-related
activities, shall be required to demonstrate competence to undertake the duties and responsibilities listed in column
1 of Table A-VI-6-2.
An STCW Certificate of Proficiency in designated security duties must be issued to the seafarer to show that this
training has been carried out.
Transitional provisions
Until 1 January 2014, seafarers who commenced an approved seagoing service prior to the date of entry into force
of this section shall be able to establish that they meet the above requirements by previous equivalent training
and/or relevant sea service, and can be issued with an STCW Certificate of Proficiency without further training.
 IMO guidance on preventing and suppressing acts of piracy and armed robbery against ships
Guidance to shipowners and ship operators, shipmasters and crews on preventing and suppressing acts of piracy
and armed robbery against ships
1 The Maritime Safety Committee, at its eighty-sixth session (27 May to 5 June 2009), approved a revised
MSC/Circ.623/Rev.3 (Guidance to shipowners and ship operators, shipmasters and crews for preventing and
suppressing acts of piracy and armed robbery against ships) as given at annex.
2 The revision was carried out on the basis of the outcome of the comprehensive review of the guidance provided
by the Organization for preventing and suppressing piracy and armed robbery against ships; and took into account
the work of the correspondence group on the review and updating of MSC/Circ.622/Rev.1, MSC/Circ.623/Rev.3 and
resolution A.922(22), established by MSC 84.
3 Member Governments and organizations in consultative status with IMO are recommended to bring this circular
to the attention of shipowners, ship operators, shipping companies, shipmasters and crews and all other parties
concerned.
4 This circular revokes MSC/Circ.623/Rev.3.
It is important to bear in mind that shipowners, companies, ship operators, masters and crews can and should take
measures to protect themselves and their ships from pirates and armed robbers. While security forces can often
advise on these measures, and flag States are required to take such measures as are necessary to ensure that
owners and masters accept their responsibility, ultimately it is the responsibility of shipowners, companies, ship
operators, masters and ship operators to take seamanlike precautions when their ships navigate in areas where the

threat of piracy and armed robbery exists. Planning should give consideration to the crew’s welfare during and after
a period of captivity by pirates or armed robbers. Before operating in waters where attacks have been known to
occur, it is imperative for shipowners, companies, ship operator and masters concerned to gather accurate
information on the situation in the area. To this end the information on attacks and attempted attacks gathered,
analyzed and distributed by the IMO, IMB’s Piracy Reporting Centre and the ReCAAP Information Sharing Centre
(ReCAAP ISC), the Maritime Security Centre, Horn of Africa, Governments and others is vital information, upon
which precautionary measures should be based.
Note: For contents of (msc.1-circ.1334 - guidance to shipowners and ship operators’ shipmasters
and crews on preventin g and suppressing piracy and armed robbery)
1.4.2 Government legislation and regulations
Some governments have acted on a national level to produce legislation and/or regulations concerned with
measures to enhance maritime security. For instance, the United States government has the Maritime Transport
Security Act of 2002 (MTSA 2002) and the Customs-Trade Partnership Against Terrorism (C-TPAT).
Some of the key features of the MTSA include:

 Requirements for port, facility, and vessel vulnerability assessments
 Preparation by the Secretary of Transportation of a National Maritime Transportation Security Plan and Area
Plans for each U.S. Coast Guard Captain of the Port Zone
 Development of Security Plans for certain facilities and commercial vessels
 The issuance and use of Transportation Security Cards for personnel whose responsibilities require them to
access secure places aboard ships
 Establishment of a permanent program of grants to facilitate the enhancement of maritime security
 Assessment by the Secretary of Transportation of the effectiveness of anti-terrorism measures at foreign
ports
 Establishment of an enhanced system of foreign seafarer identification
 Creation of Maritime Security Advisory Committees at national and area levels
 Installation and operation of Automatic Identification Systems aboard certain commercial vessels
 Establishment of a program to better secure international intermodal transportation systems, to include
cargo screening, tracking, physical security, compliance monitoring, and related issues
 Provisions of civil penalties for violation of statutes or regulations
 Extension of seaward jurisdiction of the Espionage Act of 1917 to 12 nautical miles offshore of the territorial
sea baseline
 Codification of the U.S. Coast Guard Sea Marshall program and consideration of utilizing merchant mariners
and other personnel to assist the Coast Guard
 Requirements that shipment data be provided electronically to U.S. Customs prior to arrival or departure of
cargo
 Reporting by the Secretary of Transportation to Congress on foreign-flag vessels calling at the United States
ports
 Development of standards and curricula for maritime security professional training
The Customs-Trade Partnership Against Terrorism (C-TPAT) is a program through which the U.S. Customs provides
streamlined clearance of cargo to firms that establish appropriate security procedures. The Container Security
Initiative (CSI) is another program in which U.S. Customs is working with foreign ports to identify potentially
dangerous shipments before they arrive in the U.S.

1.4.3 Ship and port operations and conditions
OPERATIONS CONDITIONS
 LOADING People Access to the Ship

 VOYAGE Ship Navigation and Operation
Cargo Handling
 DISCHARGING
Ship Stores Handling
 EMBARKATION Security Monitoring
 BUNKERING Emergency Responses
Intermodal Nature of Transportation and the Interfaces between Ships and other Modes
Intermodal freight transport involves the transportation of freight in an intermodal container or vehicle, using
multiple modes of transportation (e.g., rail, ship, and truck), without any handling of the freight itself when changing
modes. The method reduces cargo handling, and so improves security, reduces damage and loss, and allows freight
to be transported faster. Reduced costs over road trucking is the key benefit for inter-continental use. This may be
offset by reduced timings for road transport over shorter distances.
An intermodal transport chain is illustrated in figure below. In this example, loaded containers leave the shipper’s
facilities by truck to a railyard, where they are consolidated into a train and sent to another rail yard. Trucks are
again used to transport the containers from this rail yard to the sea container terminal/ this last operation may not
be necessary if the sea container terminal has an interface to the rail network, in which case freight is transferred
directly from one mode to the other. Containers are then transported to a port on another continent by ocean
shipping, from where they leave by either trucking or rail (or both) to their destinations.
.
FIG. INTERMODAL TRANSPORT NETWORK
Role of a harbor as the interface between sea transport and other modes of transport

A ship will come to a harbor to do one or more of the following
 load and/or discharge cargo

 take on fuel (“to bunker”)
 take on stores (food, deck stores or engine room stores)
 undergo repairs or maintenance (which may include drydocking)
 in the case of passenger ships, to land and embark passengers and to enable passengers to visit tourist sites.
 to land an injured or ill seafarer or to land survivors from a maritime accident
When in harbor during these ship/port operations, the following are the general points to be kept in mind:
 Checking the identity of all persons boarding/wanting to board the vessel

 Designated secure areas are established in liaison with the Port Facility Security Officer
 Segregate checked persons from those unchecked for ease of operation
 Segregating embarkation and disembarkation
 Identification of access points to be secured against unauthorized access
 Securing of areas that provide access to personnel
 Providing security briefings to all ship personnel on possible threats and the levels associated with the port
 Compliance with the Ship Security Plan at all times
1.4.4 Security responsibilities
1.4.4.1 Contracting Governments
 Subject to the provisions of regulation XI-2/3 and XI-2/7, set security levels and provide guidance for protection
from security incidents. Higher security levels indicate greater likelihood of occurrence of a security incident.
Factors to be considered in setting the appropriate security level include:
 the degree that the threat information is credible;
 the degree that the threat information is corroborated;
 the degree that the threat information is specific or imminent; and
 the potential consequences of such a security incident
 When they set security level 3, issue, as necessary, appropriate instructions and shall provide security related
information to the ships and port facilities that may be affected
 May delegate to a recognized security organization certain of their security related duties under SOLAS chapter
XI-2 and Part A of the Code
 Test, to the extent they consider appropriate, the effectiveness of the Ship or Port Facility Security Plans, or of
amendments to such plans, they have approved, or, in the case of ships, of plans which have been approved on
their behalf.
1.4.4.2 Recognized Security Organizations

 Contracting Governments may authorize a Recognized Security Organization (RSO) to undertake certain
security-related activities, including:
 approval of Ship Security Plans, or any amendments, on behalf of the Administration;
 verification and certification of compliance of ships with the requirements of chapter XI-2 and part A of the
Code on behalf of the Administration; and
 conducting Port Facility Security Assessment required by the Contracting Government.
 May also advise or provide assistance to Companies or port facilities on security matters, including Ship Security
Assessment, Ship Security Plans, Port Facility Security Assessment and Port Facility Security Plans.
1.4.4.3 Company
 Designate a Company Security Officer for the Company and a Ship Security Officer for each of its ships whose
duties, responsibilities and training requirements are defined in Part A of the Code
 Shall ensure that the ship security plan contains a clear statement emphasizing the master’s authority, i.e., that
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
 Shall ensure that the company security officer, the master, and the ship security officer are given the necessary
support to fulfill their duties and responsibilities in accordance with SOLAS chapter XI-2 and Part A of the Code.
1.4.4.4 Ship
 Required to have, and operated in accordance with, a Ship Security Plan approved by, or on behalf of, the
Administration
 Carry an International Ship Security Certificate indicating that it complies with the requirements of SOLAS
chapter XI-2 and Part A of the Code
 Have onboard information, to be made available to Contracting Governments upon request, indicating who is
responsible for deciding the employment of the ship’s personnel and for deciding various aspects relating to
the employment of the ship
1.4.4.5 Port Facility
 Port facilities shall comply with the relevant requirements of this chapter and part A of the ISPS Code, taking
into account the guidance given in part B of the ISPS Code.
 Contracting Governments with a port facility or port facilities within their territory, to which this regulation
applies, shall ensure that:

.1 port facility security assessments are carried out, reviewed and approved in accordance with the
provisions of part A of the ISPS Code; and
.2 port facility security plans are developed, reviewed, approved and implemented in accordance with
the provisions of part A of the ISPS Code.
 Contracting Governments shall designate and communicate the measures required to be addressed in a port
facility security plan for the various security levels, including when the submission of a Declaration of Security
will be required.
 Required to have, and operated in accordance with, a Port Facility Security Plan approved by the Contracting
Government or the Designated Authority concerned
 Act upon the security level set by the Contracting Government within whose territory it is located. Security
measures and procedures shall be applied at the port facility in such a manner as to cause a minimum
interference with, or delay to, passengers, ship, ship’s personnel and visitors, goods and services.
1.4.4.6 Ship Security Officer
 A Ship Security Officer shall be designated on each ship whose duties and responsibilities include, but are not
limited to:
 undertaking regular security inspections of the ship to ensure that appropriate security measures are
maintained;
 maintaining and supervising the implementation of the ship security plan, including any amendments to the
plan;
 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;
 proposing modifications to the ship security plan;
 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;
 enhancing security awareness and vigilance on board;
 ensuring that adequate training has been provided to shipboard personnel, as appropriate;
 reporting all security incidents;
 coordinating implementation of the ship security plan with the company security officer and the relevant
port facility security officer; and
 ensuring that security equipment is properly operated, tested, calibrated, and maintained.
1.4.4.7 Company Security Officer
 The Company shall designate a company security officer whose duties and responsibilities include, but are not
limited to:
 advising the level of threats likely to be encountered by the ship, using appropriate security assessments
and other relevant information;
 ensuring that ship security assessments are carried out;
 ensuring the development, the submission for approval, and thereafter the implementation and
maintenance of the ship security plan;
 arranging for internal audits and reviews of security activities;
 arranging for the initial and subsequent verifications of the ship by the Administration or the recognized
security organization;
 ensuring that deficiencies and non-conformities identified during internal audits, periodic reviews, security
inspections and verifications of compliance are promptly addressed and dealt with;
 enhancing security awareness and vigilance;
 ensuring adequate training for personnel responsible for the security of the ship;
 ensuring effective communication and cooperation between the ship security officer and the relevant port
facility security officers;
 ensuring consistency between security requirements and safety requirements;
 ensuring that, if sister-ship or fleet security plans are used, the plan for each ship reflects the ship-specific
information accurately; and
 ensuring that any alternative or equivalent arrangements approved for a particular ship or group of ships
are implemented and maintained.
 A person designated as the Company Security Officer may act as the company security officer for one or more
ships provided it is clearly identified for which ships this person is responsible.
1.4.4.8 Port Facility Security Officer
 Designated for each port facility whose duties and responsibilities include, but are not limited to:
 conducting an initial comprehensive survey of the port facility, taking into account the relevant port facility
security assessment;
 ensuring the development and maintenance of the port facility security plan;
 implementing and exercising the port facility security plan;
 undertaking regular inspections of the port facility to ensure the continuation of appropriate security
measures;
 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 relevant changes to the port facility;
 enhancing security awareness and vigilance of the port facility personnel;
 ensuring adequate training has been provided to personnel responsible for the security of the port facility;
 reporting to the relevant authorities and maintaining records of occurrences which threaten the security of
the port facility;
 coordinating implementation of the port facility security plan with the appropriate Company and ship
security officer(s);
 coordinating with security services, as appropriate;
 ensuring that standards for personnel responsible for security of the port facility are met;
 ensuring that security equipment is properly operated, tested, calibrated and maintained, if any; and
 assisting ship security officers in confirming the identity of those seeking to board the ship when requested.

1.4.4.9 Seafarers with Specific Security Duties
 Shipboard personnel having specific security duties and responsibilities shall understand their responsibilities
for ship security as described in the ship security plan and shall have sufficient knowledge and ability to
perform their assigned duties, including as appropriate:
 knowledge of current threats and patterns;
 recognition and detection of weapons, dangerous substances and devices;
 recognition of characteristics and behavioral patterns of persons who are likely to threaten security;
 techniques to circumvent security measures;
 crowd management and control techniques;
 security related communications;
 knowledge of emergency procedures and contingency plans;
 operations of security equipment;
 testing, calibration and maintenance while at sea of security equipment and systems;
 inspection, control and monitoring techniques; and
 methods of physical searches of persons, personal effects, baggage, cargo and ship’s stores.
1.4.4.10 Port Facility Personnel with Designated Security Duties
 Port facility personnel having specific security duties and responsibilities shall understand their responsibilities
for port facility security as described in the port facility security plan and shall have sufficient knowledge and
ability to perform their assigned duties, including as appropriate:
 knowledge of current threats and patterns;

 recognition and detection of weapons, dangerous substances and devices;
 recognition of characteristics and behavioral patterns of persons who are likely to threaten security;
 techniques to circumvent security measures;
 crowd management and control techniques;
 security related communications;
 knowledge of emergency procedures and contingency plans;
 operations of security equipment;
 testing, calibration and maintenance while at sea of security equipment and systems;
 inspection, control and monitoring techniques; and
 methods of physical searches of persons, personal effects, baggage, cargo and ship’s stores.
1.4.4.11 Other Personnel
 Crew members of the ship and other port facility personnel who attended security training awareness and
security drills in response to all security levels set under the ISPS code also have roles in ensuring that the
security plans work and will help recognize areas for enhancement of maritime security.

 Use of unarmed security personnel

The use of unarmed security personnel is a matter for individual shipowners, companies, and ship operators to
decide. The use of unarmed security personnel to provide security advice and an enhanced lookout capability could
be considered.
 Use of privately contracted armed security personnel

If armed security personnel are allowed on board, the master, shipowner, operator and company should take into
account the possible escalation of violence and other risks. However, the use of privately contracted armed security
personnel on board merchant ships and fishing vessels is a matter for flag State to determine in consultation with
shipowners, operators and companies. Masters, shipowners, operators and companies should contact the flag State
and seek clarity of the national policy with respect to the carriage of armed security personnel. All legal
requirements of flag, port and coastal States should be met.
 Role of military, industry and intergovernmental organizations in the prevention, suppression and reporting of
piracy and armed robbery against ships [as indicated in MARINA outline]
Military teams or law enforcement officers duly authorized by Government

The use of military teams or law enforcement officers duly authorized by the Government of the flag State to carry
firearms for the security of merchant ships or fishing vessels is a matter for the flag State to authorize in
consultation with shipowners, operators and companies. The carriage of such teams may be required or
recommended when the ship is transiting or operating in areas if high risk. Due to rules of engagement defined by
their Government, or in coalition with other Governments, boarding conditions should be defined by the States
involved, including the flag State. The shipowner, operator and company should always consult the flag State prior
to embarking such teams.
1.5 Maritime security levels
The ISPS Code identifies three Maritime Security (MARSEC) levels which describe the security threat that a country
and its coastal region are facing. The local government sets the security level with the help of ship and port
authority.
MARSEC Level 1
The normal level that the ship or port facility operates on a daily basis. Level 1 ensures that security personnel
maintains minimum appropriate security 24/7.
In this level, all those liable to board must be searched. The frequency of the same should be specified in the SSP.
Such searches are to be carried out in coordination with the port facility. It is important to remember the human
rights angle of the individual being searched and the search should not violate their dignity.
 Minimum security measures are always maintained on board and in port

 Ship and port operation is carried out as per ship and port facility security plan
 Port facility ensures to keep the ‘no access’ areas under surveillance at all times
 Ship and port authority mutually supervise loading and unloading operation of cargo and stores, ensuring
access control and other minimum-security criteria.
 Minimum access in the ship is maintained at all times.

MARSEC Level 2
A heightened level for a time period during a security risk that has become visible to security personnel. Appropriate
additional measures will be conducted at this security level.
At this level, the SSP should establish the measures to be applied to protect against the heightened risk. Higher
vigilance and tighter control with regard to the security of the ship is in play here.
 Assigning additional personnel for patrolling the access areas

 Deterring waterside access to the ship
 Establishing a restricted area on the shore side of the ship
 Increasing the search frequency and detail of the persons due to board or disembark
 Escorting all visitors onboard
 Additional security briefings to the ship’s personnel with emphasis in relation to the security level
 Carrying out a full or partial search of the ship
MARSEC Level 3
Will include additional security measures for an incident that is forthcoming or has already occurred that must be
maintained for a limited time frame. The security measure must be attended to although there might not be a
specific target that has yet been identified.
Again, the SSP should be adhered to and with strong liaison with the port facility. The following measures should be
put in place with the highest degree of vigilance and detail:
 Limiting access to a single, controlled access point

 Granting access strictly to authorized personnel or those responding to any security incident
 Suspension of embarkation and disembarkation
 Suspension of cargo operations and stores etc.
 If needed, the evacuation of the ship
 Close monitoring of the movement of the people on board
 Preparing for a full or partial search of the ship
1.6 Security reporting procedures
The Ship Security Officer should and is responsible for reporting all security incidents to the CSO, PFSO, and the
contracting governments as specified in the code.
Security incidents generally can fall into two categories:
.1 those considered to be sufficiently serious that they should be reported to relevant authorities by the CSO,
including:
 Unauthorized access to restricted areas within the ship for suspected threat-related reasons
 Unauthorized carriage or discovery of stowaways, weapons or explosives
 Incidents of which the media are aware
 Bomb warnings
 Attempted or successful boardings
 Damage to the ship caused by explosive devices or arson

.2 those of a less serious nature but which require reporting to, and investigation by the SSO, including:
 Unauthorized access to the ship caused by breaches of access control points
 Inappropriate use of passes
 Damage to equipment through sabotage or vandalism
 Unauthorized disclosure of a ship security plan
 Suspicious behavior near the ship when at a port facility
 Suspicious packages near the ship when at a port facility
 Unsecured access points to the ship
Ship security plans shall address procedures for responding to security threats or breaches of security, including:
.1 Provisions for maintaining critical operations of the ship/port interface; and
.2 Procedures for reporting security incidents
Reporting requirements for ships prior to entering port
Ships intending to enter ports of [State] may be required to provide the following information prior to entry into
port:
 that the ship possesses a valid certificate and the name of its issuing authority;
 the security level at which the ship is currently operating;
 the security level at which the ship operated in any previous port where it has conducted a ship/port
interface within a specified time frame;
 any special or additional security measures that were taken by the ship in any previous port where it has
conducted a ship/port interface within a specified time frame;
 that the appropriate ship security procedures were maintained during any ship-to-ship activity within a
specified time frame; or
 other practical security-related information (not to include details of the ship security plan).
Examples of other practical security-related information that 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:
 information contained in the continuous synopsis record;

 location of the ship at the time the report is made;
 expected time of arrival of the ship in port;
 crew list;
 general description of cargo aboard the ship;
 passenger list; and
 information required to be carried under SOLAS regulation XI-2/5.

1.7 Security drills and exercises
Drill and exercise requirements.
Drills and exercises must test the proficiency of vessel personnel in assigned security duties at all Security
Levels and the effective implementation of the Ship Security Plan (SSP). They must enable the Ship Security
Officer (SSO) to identify any related security deficiencies that need to be addressed.
Training and Drills

1. The Company Security Officer and appropriate shore-based personnel shall have knowledge and have
received training, taking into account the guidance given in Part B of the ISPS Code.
2. The Ship Security Officer shall have knowledge and have received training, taking into account the
guidance given in Part B of the ISPS Code
3. Shipboard personnel having specific security duties and responsibilities shall understand their
responsibilities for ship security as described in the Ship Security Plan and shall have sufficient
knowledge and ability to perform their assigned duties, taking into account the guidance given in Part B
of the ISPS Code.
4. To ensure the effective implementation of the Ship Security Plan, drills shall be carried out at
appropriate intervals taking into account the ship type, ship personnel changes, port facilities to be
visited and other relevant circumstances, taking into account the guidance given in the ISPS Code.
Drills.
(1) The SSO must ensure that at least one security drill is conducted at least every 3 months, except
when a vessel is out of service due to repairs or seasonal suspension of operation, provided that in
such cases a drill must be conducted within one week of the vessel’s reactivation. Security drills may
be held in conjunction with non-security drills where appropriate.
(2) Drills must test individual elements of the SSP, including response to security threats and incidents.
Drills should take into account the types of operations of the vessel, vessel personnel changes, and
other relevant circumstances. Examples of drills include unauthorized entry to a restricted area,
response to alarms, and notification of law enforcement authorities.
(3) If the vessel is moored at a facility on the date the facility has planned to conduct any drills, the
vessel may, but is not required to, participate in the facility’s scheduled drill.
(4) Drills must be conducted within one week whenever the percentage of vessel personnel with no
prior participation in a vessel security drill on that vessel exceeds 25 percent.
Exercises.
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.

Exercises may be:

(i) Full scale or live;
(ii) Tabletop simulation or seminar;
(iii) Combined with other appropriate exercises; or
(iv) A combination of the above.
Exercises may be vessel-specific or part of a cooperative exercise program to exercise applicable facility
and vessel security plans or comprehensive port exercises.
Each exercise must test communication and notification procedures, and elements of coordination,
resource availability, and response.
Exercises are a full test of the security program and must include the substantial and active participation
of relevant company and vessel security personnel and may include facility security personnel and
government authorities depending on the scope and the nature of the exercises.
Company participation in an exercise with another Contracting Government should be recognized by

the Administration.
Drills and Training for Rest of Ship’s Crew

In addition to specific training for personnel that are involved in implementing security actions, all of the
ship’s crew should receive security awareness training as part of their general orientation and training
activities. This awareness training should address issues such as:
 limiting discussion about specifics of the ship (e.g., cargo, routes, equipment, crew size)
with non-company personnel to those personnel that need to know in order to service the
ship
 reporting suspicious acts or behavior related to the ship both on/near the ship and when
personnel are on shore leave
 protection of company-supplied identification cards or other documentation
A high level of awareness by company personnel of these simple measures can help prevent the ship
from becoming an easy target.
1.8 Ship security actions
 Security measures and procedures aboard ship
The Ship Security Plan (SSP) should establish security measures that could be undertaken at each security level
covering the following:
1. Access to the ship by ship’s personnel, passengers, visitors, etc.
 At security level 1, SSP should establish the security measures to control access to the ship, which may
include the following:
 Checking the identity of all persons seeking to board the ship and confirming their reasons for doing
so by checking, e.g., joining instructions, passenger tickets, boarding passes, work orders, etc.;

 In liaison with the port facility the ship should ensure that designated secure areas are established
in which inspections and searching of persons, baggage, personal effects, vehicles and their
contents can take place;
 In liaison with the port facility the ship should ensure that vehicles destined to be loaded on board
car carriers, ro-ro, and other passenger ships are subjected to search prior to loading, in accordance
with the frequency required in the SSP;
 Segregating checked persons and their personal effects from unchecked persons and their personal
effects;
 Segregating embarking from disembarking passengers;
 Identification of access points that should be secured or attended to prevent unauthorized access;
 Securing, by locking or other means, access to unattended spaces adjoining areas to which
passengers and visitors have access; and
 Providing security briefings to all ship personnel on possible threats, the procedures for reporting
suspicious persons, objects or activities and the need for vigilance.
 At security level 2, the SSP should establish the security measures to be applied to protect against a
heightened risk of a security incident to ensure higher vigilance and tighter control, which may include:
 Assigning additional personnel to patrol deck areas during silent hours to deter unauthorized
access;  
 Limiting the number of access points to the ship, identifying those to be closed and the means of
adequately securing them;  
 Deterring waterside access to the ship, including, for example, in liaison with the port facility,
provision of boat patrols;  
 Establishing a restricted area on the shore-side of the ship, in close co-operation with the port
facility;  
 Increasing the frequency and detail of searches of persons, personal effects, and vehicles being
embarked or loaded onto the ship;  
 Escorting visitors on the ship;  
 Providing additional specific security briefings to all ship personnel on any identified threats, re-
emphasizing the procedures for reporting suspicious persons, objects, or activities and the stressing
the need for increased vigilance; and  
 Carrying out a full or partial search of the ship.  
 At security level 3, the ship should comply with the instructions issued by those responding to the security
incident or threat thereof. The SSP should detail the security measures which could be taken by the ship, in
close co-operation with those responding and the port facility, which may include:
 Limiting access to a single, controlled, access point;
 Granting access only to those responding to the security incident or threat thereof;
 Directions of persons on board;
 Suspension of embarkation or disembarkation;  suspension of cargo operations, deliveries etc;
 Evacuation of the ship;
 Movement of the ship; and 
 Preparing for a full or partial search of the ship.

 Recommended actions in response to attacks and attempted attacks by pirates and armed robbers
Suspected piracy/armed robbery vessel detected

 Early detection of suspected attacks must be the first line of defense. If the vigilance and surveillance has
been successful, a pirate/armed robbery vessel will be detected early.
 The ship’s crew should be warned and, if not already in their defensive positions, they should move to them.
 Appropriate passive and active measures, such as evasive maneuvers and hoses should be vigorously
employed as detailed in the preparation phase or in the ship’s security plan.
 Shipowners, company, ship operator and master should be aware of any UN Security Council, IMO or any
other UN resolutions on piracy and armed robbery against ships and any recommendations therein relevant
to the shipowner, operator, master and crew when operating in areas where piracy or armed robbery
against ships occur.
Being certain that piracy/armed robbery will be attempted

 If not already in touch with the security forces of the littoral coastal State, efforts should be made to
establish contact.
 Crew preparations should be completed and, where a local rule of the road allows ships under attack to do
so, a combination of sound and light signals should be made to warn other ships in the vicinity that an attack
is about to take place.
 Vigorous maneuvering should be continued and maximum speed should be sustained if navigation
conditions permit.
 Nothing in these guidelines should be read as limiting the master’s authority to take action deemed
necessary by the master to protect the lives of passengers and crew.
Pirate/armed robbery vessel in proximity to, or in contact with, own ship

 Vigorous use of hoses in the boarding area should be continued. It may be possible to cast off grappling
hooks and poles, provided the ship’s crews are not put to unnecessary danger.
 While giving due consideration to safety of crew, vessel and environment it is recommended that masters
should not slow down and stop, as far as practicable, when pursued by or fired upon by pirates/armed
robbers intending to board and hijack the vessel.
 Where the pirates/armed robbers operate from a mother ship, masters should consider steering away from
the mother ship thus increasing the distance between the attacking craft and the mother ship.
 Preventing Pirate Attacks
Fortunately, there are tools and techniques for avoiding, preventing and surviving pirate attacks. A satellite system
allows shipping companies to monitor the location of their ships. This can be particularly useful if pirates hijack or
steal a ship. Companies can also install non-lethal electrical fences around a ship's perimeter, as long as that ship
does not carry flammable cargo. In addition, International Maritime Organization regulations require ships to be
able to send distress signals and warnings covertly in case of pirate attack.
To prevent pirate attacks, crews should:
 Avoid discussing a ship's route or cargo while in port

 Keep constant watch in areas prone to piracy

 Avoid bottlenecks in shipping lanes

 Search the ship before leaving port to make sure no one is on board without authorization
The best defense against a pirate attack is evasion -- it's easier to keep pirates from boarding than to force them to
leave. Upon detecting the approach of pirates, a crew should:
 Call for help and warn other ships in the area
 Take evasive action and attempt to out-maneuver the attackers
 Sound the alarm, use the ship's lights to illuminate the vessel, and do anything else to make the
pirates aware that they have lost the element of surprise
If the pirates approach the ship, the crew should first try to throw off any grappling hooks or poles before the
pirates can board. Crew can also use the ship's fire hoses to deter pirates or try to push them overboard. However,
experts discourage crew members from carrying firearms, since the presence of weapons can encourage attackers
to respond with violence.
Once the pirates board the ship, the crew's first priority is to ensure their own safety. The crew should also try to
stay in control of the craft and encourage the pirates to depart.
1.9 Ship Security Assessment
Under the International Ship and Port Facility Security Code (ISPS), every shipping company must take certain steps
into consideration to ensure security of the crew, ship and environment.
Several plans and procedures have been introduced to ensure utmost security of the ship and its crew.
A ship security plan (SSP) is a must for every ship under the ISPS Code.
Moreover, in order to ensure that every ship follows all the protective measures specified in the SSP, a Ship
Security Assessment is carried out by the concerned authority.
The ship security assessment (SSA) is generally carried out before making the ship security plan (SSP).
The chief security officer (CSO) checks that the people with the necessary skills carry out the ship security
assessment.
The ship security assessment (SSA) includes an on-scene security survey which includes:
1. Identification and evaluation of key shipboard operations which require additional care while carrying out
Under key shipboard operations, critical processes such as cargo handling, navigation, machinery handling etc. are
taken into consideration for evaluation. Along with that, critical spaces such as stores, bridges, machinery spaces,
and steering control system are also taken into consideration.
2. Identification of existing security measures and procedures
Under security measures, procedures such as response to emergency conditions, security patrol, security
communication systems, handling of surveillance equipment, including door barriers and lightings are taken into
account.

3. Identification of weakness in policies, procedures, and infrastructure
On the basis of identification of various other aspects, a list of objectives would be detailed such as new security
measures to be implemented, determination of mitigation strategy etc.
4. Identification of human factors that can be a threat to safety and security of the ship
Shipboard protective measures, procedures, and operations are evaluated to identify possible weakness pertaining
to human factors.
Aspects such as monitoring of restricted areas to ensure only authorized persons are allowed, ensuring
performance of security duties, supervising and handling of cargo etc. are taken into consideration to identify such
factors.
5. Identification of potential threads and likelihood of their occurrence
Under this, the company identifies various threat scenarios to a ship under specific circumstances. Threat
scenarios would be considered keeping in mind various aspects of the ship such as types of ship, crew, type of
cargo etc.
Ship Security Assessment Checklist

The vessel owner and operator have the primary responsibility for ensuring the physical and safety of their vessel.
Therefore, in addition to meeting the requirements of the ISPS Code, the SSA should also prepare a means to
promote sound security practices. The SSA is an essential and integral part of the process of developing and
updating the Ship Security Plan (SSP).
Appreciating that every ship is unique – in design, operations, cargo, voyage pattern, etc. – a ship owner/operator
may wish to demonstrate that specific recommended security measures are not appropriate for his specific ships.
Owners/operators are to balance the security measures by evaluating his ship’s:

 Key shipboard operations
 Existing security measures
 Assessed threats, and
 Consequences and/or vulnerability (risk)
It should be recalled that achieved security is highly dependent on the human element. Vigilance, prevention and
response can only be as good as the crew’s skills, knowledge experience and attitude related to security.
On-Scene Security Survey
The on-scene security survey is an integral part of any Ship Security Assessment.
List of preparations required prior to an on-scene security surveys are as follows:
 General Information of the ship

 Contributing Factors such as Trade patterns, route, ports, flag and cargo
 Existing security measures and equipment
 Threat evaluation and risk assessment and weaknesses
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:
 Ensuring the performance of all ship security duties;

 Monitoring restricted areas to ensure that only authorized persons have access;
 Controlling access to the ship, including any identification systems;
 Monitoring of deck areas and areas surrounding the ship;
 Controlling the embarkation of persons and their effects (accompanied and unaccompanied
baggage and ship’s personnel personal effects);
 Supervising the handling of cargo and the delivery of ship’s stores; and
 Ensuring that ship security communication, information, and equipment are readily available
 Identification of existing security measures, procedures and operations;
 Identification and evaluation of key shipboard operations that it is important to protect;
 Identification of possible threats to the key shipboard operations and the likelihood of their
occurrence, in order to establish and prioritize security measures; and
 Identification of weakness, including human factors in the infrastructure, policies and procedures.

Security aspects of a ship’s layout are identified and the most critical operations, systems, areas and
personnel to protect, with respect to a security incident, are prioritized.
The survey is divided into the following sections:
 Physical Security
Physical security aboard ship is a part of risk management that is concerned with physical
obstacles disposed in depth to frustrate attempts to penetrate the security defenses.
 Structural Integrity
It is of vital importance to know the significance of structural integrity for ships and other
structures in accessing the ship’s vulnerability—that is, to know that the “why,” “how,” ”when,”
and “where” factors apply to the effectiveness of such particular condition.
 Personnel Protection System

The following are the components and operations of systems to protect shipboard personnel:
 Access Control
 Ship Security Alert System
 Security Equipment, if available
 Procedure Policies
Putting in place the proper procedures and effectively implementing such will prevent and
mitigate security incidents. These include assessment of the ship’s vulnerability to threats, in
terms of likelihood and potential consequences taking into account motives, existing measures
and critical operations when assessing the likelihood and potential outcome of the scenarios.
 Radio and Telecommunication Systems

The proper usage of GMDSS and information technology on board ship will help the contracting
government and company to respond quickly in case the vessel is under threat or attack. The
activation of the alert system through INMARSAT system, from Mini-M unit and on VHF and hand-
held transceivers on coded messages is a typical sample.
 Other areas
Proper training in security awareness is mandatory to all crew to be able to identify security risk
areas around the ship or within a port facility. One identified area is the ship’s access point.
Establish a table for identification of vulnerabilities and criteria based on the example scenario, as
well as table for counter-measures (mitigation) that will be developed to reduce risk for that
scenario.
It is of paramount importance to have in place the emergency plans that deal with contingencies. When
emergency plans are in place, the ship personnel function more effectively in an organized environment.

1.10 Emergency preparedness, drills and exercises
 Execution of Contingency Plans
In case of breach of security, the SSO shall evaluate, review and amend the security measures
specified in the ship security plan.
Hijacking- If in case hijackers were already in control, all crew should cooperate with the Hijackers,
give them whatever they want and should treat them in a “Seamanlike Manner” to prevent loss of
life, ship, cargo, or environmental catastrophe.
Bomb Threat- All crew should know the drills for the response to such threat, like thorough search
of the bomb around the ship or evacuation of crew if bomb has been discovered.
Unidentified Objects/Explosives on Vessel- Crew should not touch nor move the suspected objects,
immediately call the PFSO to inform bomb squad and evacuate the area.
Damage to/Destruction of Port Facility- ship should immediately leave the port facility, stay in a safe
area and wait for further instructions from the CSO or Contracting Government.
Piracy- Anti-piracy watch should be exercised as stated in ship’s anti-piracy guide. However, if
heavily armed pirates had boarded the ship, the crew must stay calm, act in full cooperation with
the pirates, which is a “Must,” and act in a “Seamanlike” manner. The safety of the crew, ship, and
its cargo is the primordial concern.
Stowaways- Thorough search for stowaways will be carried out prior departure from port. However,
if stowaways have been found after ship had left the port for some time, treat them fairly in
accordance with IMO guidelines regarding stowaways until they are repatriated to their home
country. While in port, stowaways should be confined in a secured cabin to prevent them from
deserting.
2. SECURITY RISKS AND THREATS
2.1 Security documentation
Documents and records for ship security shall be kept on board at all times.
A verification of the ship’s security system and any associated equipment will be made to ensure that the
ship fully complies with applicable requirements of the ISPS Code and is in satisfactory condition and fit for
service for which the ship is intended. Such verification shall be endorsed on an International Ship Security
Certificate. This certificate shall be issued for a period specified by the Administration, which shall not
exceed five years. The verification of ships shall be carried out by officers of the Administration or a
Recognized Security Organization (RSO).

Every ship shall be issued with a Continuous Synopsis Record. This record is intended to provide an on-board
record of the history of the ship. This shall be issued by the Administration to each ship that is entitled to fly
its flag and shall contain the following:
 Flag of the ship

 Date of registry
 Ship’s identification number (Reg.3)
 Ship’s name
 Port of registry
 Registered owners and their addresses
 Registered charterer(s) and their addresses
 Registered safety management company and the addresses
 All classification society(ies) with which the ship is classed
 Administration or Contracting Government or recognized organization which has issued the
Document of Compliance to the Company operating the ship and the name of the body which has
carried out the audit
 Administration or Contracting Government or recognized organization that has issued the Safety
Management Certificate and the name of the body which has carried out the audit
 Administration or Contracting Government or the recognized security organization that has issued
the International Ship Security Certificate and name of the body which has carried out the
verification
 Date on which the ship ceased to be registered with the State
Records of the following activities addressed in the ship security plan shall be kept on board for the minimum
period, as specified by the Administration.
Declaration of Security
The Declaration of Security is a document that may be required for a port visit when specific security requirements
exist. The Declaration address the security requirements that could be shared between a port facility and a ship, or
between ships, and states the responsibility for each.
What determines if a Declaration of Security is required?

A Government shall determine when a Declaration of Security is required by assessing the risk the ship/port
interface or ship to ship activity poses
A ship can request completion of a Declaration of Security when:
 The ship is operating at a higher security level than the port facility or another ship it is interfacing with
 There is an agreement on a Declaration of Security between Contracting Governments covering certain

international voyages or specific ships on those voyages
 There has been a security threat or a security incident involving the ship or involving the port facility
 The ship is at a port which is not required to have and implement an approved port facility security plan
 The ship is conducting ship to ship activities with another ship not required to have and implement an
approved ship security plan

Who completes the Declaration of Security?

 The master or the ship security officer on behalf of the ship(s); and, if appropriate,
 The port facility security officer or, if the Contracting Government determines otherwise, by any other body
responsible for shore-side security, on behalf of the port facility
2.2 Techniques to circumvent security measures
Having a good plan, though essential to the ship’s security, is not enough. Diligence of the crew in
implementing the plan is just as important. The best defense against terrorists and criminals is good security
awareness and observation on the part of all crew.
Ship Security Officers should be cautioned that no security equipment or measure is perfect. They should be
appraised for known techniques that can be employed to penetrate and break the security systems and
controls such as the disabling of alarm systems, picking of locks, jamming of radio signals, etc.
 Indicators that security measures are circumvented
 Interference or jamming and monitoring of the ship’s communications system. Efforts made to
broadcast over the system, damage the radio transmitter or antenna, or cut telephone lines are often
the first indication that an attack is imminent.
 Damage to locks and doors such as scratches around the locks.
 Lost or stolen keys.
 Normally locked doors being found open for no reason.
 Dirty finger marks on clean doors or windows, or clean marks on dirty doors.
 False alarms on security systems. The criminal or terrorist may be testing the response time and
reaction procedures, or trying to incapacitate the alarm system.
 Apparently wanton, or accidental damage to essential equipment. This may be an indicator that an
attempt is about to be made to attack the ship.
 Methods used by pirates and armed robbers to attack ships
 Pirates Usually Attack at Night or Early Morning
Though armed with the most modern weaponry, the modern-day pirates still use small motorized fishing
boats which are fast and too small to get detected by the ship’s radar system. When these boats are used by
the pirates, generally at night, they are literally invisible to the ship’s crew. The pirates wait in these small
boats, under the darkness of night, and speed up as soon as they see a big ship coming their way.
From piracy attacks in the past, it is said that pirates generally attack the ship from its astern side, using ropes
attached with hooks at one end. Some of the pirates also use long bamboos to attach the ropes with hooks
on the ship’s side. Some pirates have also been seen using light ladders made out of wood and bamboo. The
pirates are really fast with these activities and aboard the vessel way before the ship’s crew realizes and
raises the alarm.
Although all the huge cargo and tanker vessels are basically too high to climb, when fully loaded, these
vessels move quite low with a fairly high draught. This makes it even easier for the pirates to board the

ships. Moreover, most of the piracy attacks mainly take place near to the shoreline using small speed boats.
However, some of the recent piracy attacks have even taken place at a distance of three to four hundred
nautical miles from the shore. In such cases, pirates use a bigger mother ship and anchor is near the sea
route. When the targeted ship arrives, they use small power boats to attack the ship.
 Use of Modern Weapons
Present day pirates are using the best of modern technology to assist them in their piracy attacks. Equipped
with the most modern and automatic weapons such as AK-47 rifles and rocket propelled grenades (RPGs),
the pirates mercilessly and aimlessly fire on the targeted ship.
Though huge in size, the ships are both defenseless and helpless in front of these lethal weapons. In many
piracy attacks in the past, the pirates have opened fire on the cargo ships to bring them to a halt. The
master of the ship has no option other than slowing down the ship or stopping it, allowing the pirates to
come on board.
 Defenseless Ships, Defenseless Crew
Thus, technically, a merchant ship in Somali waters is a sitting duck, waiting to be hit by the pirates. Unless
and until any substantial step is taken to fight the growing piracy activities in Somalia waters, merchant ships
will always remain an easy target for the modern-day pirates.
2.3 Potential security threats
 Recognition, on a Non-discriminatory Basis, of Persons Posing Potential Security Risks
Suspicious patterns of behavior while emphasizing the importance of avoiding racial profiling and ethnic
stereotyping. These include the following:
 Unknown persons photographing vessels or facilities

 Unknown persons attempting to gain access to vessels or facilities
 Suspicious individuals establishing business or roadside food stands either adjacent or in proximity
to facilities
 Unknown persons loitering in the vicinity of ships or port facilities for extended periods of time
 Unknown persons telephoning facilities to ascertain security, personnel, or standard operating
procedures
 Vehicles with personnel in them loitering and perhaps taking photographs or creating diagrams of
vessels or facilities
 Small boats with personnel on board loitering and perhaps taking photographs or creating diagrams
of vessels or facilities
 Suspicious general aviation aircraft operating in proximity to vessels or facilities
 Suspicious persons who may be carrying bombs or participating in suicide squad activities

 Unknown persons attempting to gain information about vessels or facilities by walking up to

personnel or their families and engaging them in a conversation
 Suspicious vendors attempting to sell merchandise
 Unknown or suspicious workmen trying to gain access to facilities to repair, replace, service, or
install equipment
 Suspicious emails on internet, public affairs attempting to obtain information regarding the facility,
personnel, or standard operating procedures
 Suspicious package drop-offs/attempted drop-offs
 Anti-national sentiments being expressed by employees or vendors
 Anti-national pamphlets or flyers distributed to employees or placed on windshields in parking lots
 Repeated or suspicious out-of-ordinary phone calls
 Recreational boaters posing as mariners in distress to attract other vessels
 Preventing Theft and Other Criminal Activities for Ships in Port

Individual criminal motive alone cannot turn into a crime without opportunity and the means. All (motive,
opportunity and means) need to come to together for crime to happen. Individual motive cannot be
controlled, means is difficult to control, but opportunity can be controlled. So the security measure must
focus on the opportunity to minimize it as much as possible to affect the final result. Necessary measures
must be put in place to make sure those opportunities, which will encourage crime, is reduced. If the
opportunities for the attack or criminal activities are minimized considerably, then the criminal will be
discouraged from focusing on the port facility, person or the vessel being protected.
2.4 Recognizing weapons, dangerous substances and devices
Various weapons, dangerous substances and devices, the damage they can cause, and appearance are as
follows:
 Handguns, Rifles, Shot Gun
Handguns are generally small and suitable for concealed carriage. There are extremely small handguns
called “Delinger” which has single loaded capacity. Some are all light-weight plastic or polymer. It is
very difficult to detect using an X-ray machine or metal detector.
Rifles are considered to be bulky. However, recent military assault rifles are considerably small and
easy to disassemble. As for shotguns, some are with barrels cut short for concealed carriage.
Bullets
Full-metal jacket bullets have good piercing capability. However, in case the bullet hits the human
body, there would be considerable energy loss (as it penetrates), and the damage to the human body
may tend to be relatively small.

Semi-metal hollow point bullets are widely used, which once they hit the human body, the bullets are
deformed in a mushroom shape expanding diameter, thus giving a bigger damage to the human body.

Heavy Arms
The following may be used by terrorists:
Light/ heavy machineguns

Recoiled Propelled Grenade (RPG)
Missiles
Non-recoil guns
Explosives
Military explosives such as grenades, plastic-bonded explosives, industry explosives such as dynamites
or handmade explosives made of fireworks are used.
Military explosive gives strong destruction power, but even handmade explosives, if there is a mass of
them, can have catastrophic destruction power.
Dynamite
Normally, one piece is 80100 g and has tendency

to have stronger effect when used in an enclosed
space. 3kg of dynamite (30-40 packs) is said to
destroy a car totally.

Grenade
It can kill personnel within the 2m radius of its explosion
Plastic bonded explosives
The explosive can cause a high-velocity explosion stream (8750m/sec), which is very strong. C-4 has
off white color or light brown color; Semtex has dark gray color.
Vehicle bomb
If a truck/van are used with fully-loaded

explosives, the whole building may have
collapsed. If such devices are used in piers,
considerable damage could cause to a ship
alongside.

Incendiary Bombs
Flame bomb (filling gasoline into a

bottle) for throwing to the target,
or one with timing devices are
reported.

NBC (Nuclear, Biological and Chemical weapons)
A possibility of NBC attack can’t be totally eliminated. It is believed that terrorist groups have already
obtained these materials.
As for biological weapons, anthrax virus, botulinos virus, and small fox virus, are possible weapons.
ANTHRAX
VIRUS
SARIN GAS
2.5 Crowd management and control techniques
Ship Security Officers should be familiar with the basic patterns of behavior of people in groups during
time of crisis. Demonstrate to learners about the proper way to control the crowd on board in case there
is a bomb threat. The critical importance of clear communication with the vessel personnel, port facility
personnel, passengers, and others involved should be underscored.
A crisis refers not necessarily to a traumatic situation or event, but to a person’s reaction to an event. One
person might be deeply affected by an event while another individual suffers little or no ill effects. A crisis
presents an obstacle, trauma, or threat.
Situational crises are sudden and unexpected, such as accidents and natural disasters.
Crowd control management is a specific training program that all individuals of a ship’s crew need to learn.
Crowd safety, is not just about trying to merely control the crowd, it involves using the right kind of
communication and effectuating the perfect leadership skills to manage the crowd. This is why the crowd
control safety program has been recommended by the STCW stipulations.
In case of any emergency, panic is the first reaction. In cruise ships, in case of complications, the element
of panic will be on the higher side. This is why crowd managers in cruise ships need to have the knowledge
to pacify the crowd and provide with them with the necessary information, in a manner that does not
cause them to panic further.
Leadership skills, also is an aspect devoted to in the crowd control for cruise ships program. A leader is a
person who is able to guide others without being rude and incoherent. In a situation of extreme exigency,
the people in the cruise ship will want to listen to someone who is able to give them clear instructions and
reason things in the calmest manner.
Understanding the psyche is another area where the safety program looks into. In a cruise ship, lots of
people are around so the problem of communication differences and other minor conflicts arising is but
natural. Crew members need to pay close attention to people so that they can prevent such conflicts from
arising and thereby avoid a stressful scenario.

2.6 Handling security-related information and security-related communication
Security information and communication have certain sensitivity according to the prevailing levels of
security. Seemingly benign conversations, therefore, may result in disastrous consequences. All personnel
will need to appreciate the risk of security leaks through communication by improper methods or to the
wrong persons.
To safeguard maritime interests against unlawful acts which threaten the security of passengers and crews
on board ships, reports on incidents and the measures taken to prevent their recurrence should be
provided to the authorities as soon as possible. This information will be used in updating or revising these
agreed measures, as necessary.
The individual circumstances of any particular incident may require a departure from this guidance to
achieve the overall primary objective of personnel safety. Mention of the difference should be contained in
any incident report in order to ensure that guidance can be continually improved and kept up to date.
2.7 Physical searches and non-intrusive inspections
It is well noted that, unless there are clear security grounds, crew members should not be required to
search their colleagues or their personal effects. It should be conveyed that any search shall be undertaken
in a manner that fully takes into account the human rights of the individual and preserves his/her basic
human dignity.
A physical search is always conducted in the most professional and respectful manner possible. A physical
search:
 Is always done by a screening officer of the same gender as the passenger. In exceptional situations,
when a screening officer of the same gender is not available, alternative screening options will be
offered.
 Is usually performed over clothing, though the screening officer may need to move, shift or slightly
lift clothing during the search.
 Is safe and hygienic; screening officers must wear gloves during the search, and you can ask the
officer to change gloves before your search.
 May be performed in a private search room. If you choose this option, one screening officer of the
same gender as you will carry out the search. A witness (of the same sex as the person being
searched, if possible) will also be present. Witnesses will be a screening officer or another
independent third-party witness (e.g. airline representative, airport security personnel, police
officer). Bring all of your personal belongings with you so they don’t get lost or stolen.
All passengers need to be searched regardless of age. Physical searches may only be conducted by screening
officers of the same gender as the person who is being searched.
 Infants: The gender of the parent or guardian is the determining factor, not the gender of the child.
 Younger than 12 years of age: A witness of the same gender is needed. Witnesses will be a screening
officer or another independent third-party witness (e.g. airline representative, airport security
personnel, police officer). A parent, guardian or airline representative must also observe the search.
 12 to 15 years of age: A guardian, family member or escort may observe a private physical search.
Such passenger-requested observers do not replace the requirement for screening personnel or an
independent third-party witness.
3. REGULAR SECURITY INSPECTIONS OF THE SHIP
3.1 Execution of security procedures
 Regular security inspections
It is a requirement for the SSP to carry out regular security inspections:
 Gathering and assessing information with respect to security threats and exchanging such
information with appropriate Contracting Governments,
 Requiring the maintenance of communication protocols for ships and port facilities,
 Preventing unauthorized access to ships, port facilities, and their restricted areas,
 Preventing the introduction of unauthorized weapons, incendiary devices or explosives to ships or
port facilities,
 Providing means for raising the alarm in reaction to security threats or security incidents,
 Requiring ship and port facility security plans based upon security assessments, and
 Requiring training drills and exercises to ensure familiarity with security plans and procedures.
 Security measures and procedures per security level
The following security procedures are implemented when conducting a security assessment with new
measures in place:
 Review and ensuring the performance of all security duties
 Monitoring controlled/restricted areas
 Controlling access to the vessel and to deck areas
 Controlling embarkation of persons and their effects
 Supervising the handling of cargo and delivery of stores
 Ensuring that ship security communication, information and equipment are readily available
 After performing above items and observing that vulnerabilities were reduced, there will be no
further mitigating measures to apply.
Note: There may be other kinds of security procedures to follow that are not included in the list.
a. Controlling access to the ship

Access to the Ship
The SSP should establish the security measures covering all means of access to the ship identified in the SSA.
This should include the following:
.1 Access ladders,
.2 Access gangways,
.3 Access ramps,
.4 Access doors, side scuttle, windows and ports,
.5 Mooring lines and anchor chains, and
.6 Deck Cranes and hoisting gears
For each of these, the SSP should identify the appropriate locations where access restrictions or prohibitions
should be applied for each of the security levels. For each security levels the SSP should establish the type of
restrictions or prohibitions to be applied and the means of enforcing them.
Security Level 1: Access to the Ship
 Checking the identity of all persons seeking to board the ship and confirm their reason for doing
so by checking their boarding permit, crew embarkation order, work orders, and passenger ticket,
 In liaison with the port facility officer, the ship should ensure that the designated access points
are provided with security staff or personnel,
 Locking or securing access points,
 Using surveillance equipment to monitor the areas,
 Using guards or patrols, and
 Using automatic intrusion-detection devices to alert the ship’s personnel of unauthorized access.
 Assigned additional personnel to patrol deck areas to deter unauthorized access,

 Limiting the number of access points to the ship, identifying those to be closed and the means of
adequately securing them,
 Deterring waterside access to the ship (sea-side), in liaison with the port facility officer,
 Establishing a restricted area on the shore side of the ship, in closed co-operation with the port
facility officer,
 increasing the frequency and details of searches of persons, personnel effects, and vehicles being
loaded on to the ship,
 Escorting visitors onto the ship,
 Providing additional specific security briefings to all ship personnel on any identified threats, re-
emphasizing the procedures for reporting suspicious persons, objects, or activities and stressing
the need for increased vigilance,
 Carrying out full or partial search of the ship.

 Limiting access to a single, controlled access point,

 Granting access only to those responding to the security incident or threat thereof,
 Directing persons on board,
 Suspension of embarkation/disembarkation,
 Suspension of cargo operation, store deliveries and bunkering operation,
 Evacuation of the ship,
 Movement of the ship,
 Preparing for a full or partial search of the ship.
b. Controlling embarkation of persons and their effects
The Company Security Officer has established the following procedures to describe what the ship security
officer shall do:
Security Level 1: Embarkation of Persons and their Effects
 Segregate embarking and disembarking passengers,

 Verify the reason personnel are embarking from the Ship by using tickets, boarding passes, and
work orders.
 Inspect persons and their belongings before being allowed onboard (crew is not required to
engage in inspection/screening of other crewmembers).
 Ensure checked persons and their personal effects are segregated from unchecked persons.
 Positively identify crewmembers prior to boarding using their Seafarers Identification record,
passport or other positive means of identification and verify their authority to serve aboard the
Ship.
 Provide security briefings to all crew and passengers prior to departing on any specific threats and
the need for vigilance and reporting suspicious persons, objects, or activities.
 Increase the frequency and detail of inspecting persons, carry-on items for prohibited weapons,
explosives, etc.
 Positively identify personnel prior to each embarkation.
 Inspect all persons, carry-on items for prohibited weapons, explosives, etc.
 Provide security briefings to all crew and passengers, prior to each embarkation and
disembarkation, on any specific threats and the need for vigilance and reporting suspicious
persons, objects, or activities.
 Escort all service providers or other personnel who need to board.
 Assign additional personnel to guard designated areas.
 Assign personnel to continuously patrol designated areas.
 Increase the detail and frequency of controls used for people boarding the ship.
 Suspend embarkation or disembarkation.

c. Monitoring restricted areas
The SSP should identify the restricted areas to be established on the vessel, specify their extent, time of
application, the security measures to be taken to control access to them, and those to be taken to control
activities within them. The purposes of restricted areas are to provide security in the following manner:
 Prevent or deter unauthorized access;

 Protect persons authorized to be onboard;
 Protect the vessel;
 Protect sensitive security areas within the vessel;
 Protect security and surveillance equipment and systems; and
 Protect cargo and vessels stores from tampering
Designation of Restricted Areas - The vessel owner or operator must ensure restricted areas are designated
on board the vessel, as specified in the approved plan. Restricted areas must include, as appropriate:
 Navigation bridge, machinery spaces and other control stations;

 Spaces containing security and surveillance equipment and systems and their controls and lighting
system controls;
 Ventilation and air-conditioning systems and other similar spaces;
 Spaces with access to potable water tanks, pumps, or manifolds;
 Spaces containing dangerous goods or hazardous substances;
 Spaces containing cargo pumps and their controls;
 Cargo spaces and spaces containing vessel stores;
 Crew accommodations; and
 Any other spaces or areas vital to the security of the vessel.
Security Level 1: Restricted Areas on the Ship
 Locking and securing access points,

 Using surveillance equipment to monitor the areas,
 Using guards or patrols, and
 Using automatic intrusion-detection devices to alert the vessel personnel of unauthorized access.
 Increased the frequency and intensify monitoring the control and access to restricted areas,
 Establishing restricted areas adjacent to the access point,
 Continuously monitoring surveillance equipment,
 Dedicating additional personnel to guard and patrol restricted areas.

 Setting up additional restricted areas on the ship in proximity to the security incident, or the
believed location of the security threat, to which access is denied, and
 Searching restricted areas as part of a search of the ship.
d. Monitoring deck areas and areas surrounding ship
Ship Security Monitoring Areas
The monitored areas mainly include the restricted areas, vulnerable areas and the surrounding of the ship
including likely boarding access.
Measures for security monitoring
Security Lighting:
 While the ship is at sea, on the premise of securing the safe navigation, the lights are to be switched
on as many as possible, and sufficient lights are to be provided for both sides and stern of the ship.
The searchlight is to be added to enhance the visibility over the water surface surrounding the ship.
Marker light is also to be switched on. The person on duty is often to use Morse code light and
strong light torch for the sea surface to show that the ship is capable of defending itself. The light
for the cargo area is to be switched on and the stern light is also to be added when necessary.
 While the ship is at mooring or anchorage, all the lightings on the deck and inside the ship are to be
kept in good condition. At night, the lights are to be switched on to ensure the lighting for the deck,
stern areas and access points of the ship, so that the crew can see the conditions of the areas over
the hip and of the areas surrounding the ship. At higher security level, the lighting is to be
cooperatively used for dock facility. The additional lights include strong spot light to be used for
both sides and the stern of the ship to enhance the visibility of the deck and the water surface
surrounding the ship
 Security persons are to be arranged for as watch-keepers on the deck including patrol.
 While the ship is at sea, the equipment such as radar, binoculars etc. can be used for detailed
search for the suspected target over the sea.
 Audible and/or visual alarm is to be activated, such as siren warning and search lighting warning for
suspected target.
 Or all the means mentioned above can be combined in use.
Requirements for deck lighting or lighting inside the ship
 At dark night or under poor visibility condition, when the ship/port facility interface activities,
mooring or anchoring operations are carried out, the lighting for the deck, the area of the stern and
access points of the ship are to be ensured.
 While the ship is at dock, at anchorage or is at sea, the deck and the ship sides in darkness or in
poor visibility are to be provided with appropriate lighting upon the security level and the judgment
of the master. But it is not to affect the navigating light or the safety of navigation.
e. Coordinating the security aspects of handling cargo and ship stores

 The master and the chief officer are responsible for checking the conformity of the cargoes to be
loaded and cargoes listed, and for ensuring that only permitted cargoes can be loaded on the ship. If
they are not in conformity, they can refuse the cargoes to be loaded on the ship.
 The ship security officer is responsible for the monitoring of the cargo handling. If a suspected case
is detected, he is to contact the port facility officer, shipper or other relevant party to arrange
detailed inspection of the cargoes.
 The officer on duty is responsible for the monitoring during cargo handling and normal inspection of
cargo unit upon the handling instructions given by the chief officer, and for ensuring the loading
cargo complete and without damage.
 If the items in the contract signed with the shipper or other responsible party cover the contents of
allopatric inspection, box sealing, date arrangement and bill providing etc., the company security
officer and the ship security officer are to notify the port facility security officer of the contract and
have him agree on it.
Requirements for Cargo Handling Control
Control of the cargo areas
 All the cargo areas are to be inspected before commencement of the operation.
 The cargo areas are permitted to enter while the ship is at sea.
 During cargo handling, unauthorized persons are not allowed to enter the cargo areas.
 Entrance to the dangerous cargo areas are to be strictly controlled.
 The cargo handling equipment is to be fastened when it is not in use.
Control of Cargo Handling
 Before the loading, the master is to check the written cargo information submitted by the shipper
or the charterer, so as to ensure the safety of the cargo to be loaded on the ship or to be unloaded
to the harbor. If there is any suspected case, he is to report to the company and the relevant party
of the cargo.
 The officer on duty is to carry out the normal check of the cargo, cargo carriage unit and cargo areas
before or during cargo loading to ensure the cargoes being loaded on the ship matches the cargo
documentation.
 Check the proper strip seal or other means to prevent being damaged, so as to ensure the cargoes
were not changed.
 Before the commencement of the operation of the cargo handling, all the cargoes and cargo
hauling equipment are to be checked to see whether there are weapons, ammunition, flammable
or explosive substance, drugs and contraband. The check of the cargoes may be carried out by
means of the following:
 Visual and physical examination
 Sample examination of the loaded cargoes (at least 25%) is to be carried out with
scanning/detection equipment, mechanical devices or dogs.

 Sample check of the identification number of the empty containers and the non-container carried
cargoes is to be carried out upon the cargo documentation (where applicable)
 Keep close contact with the port facility department to ensure that the transportation tools of
with designated percentage are to be loaded on the vehicle carrier and the roro ship and
passenger ship. Check is to be carried out before loading. (The company is to determine the
appropriate percentage)
Dealing with Suspected Cargo
Once the suspected cargo is detected on board, the operation of the cargo handling is to be ceased, which
is to be reported to the chief officer, ship security officer and company security officer.
The Ship Security Officer is to contact the port facility security officer requiring cooperation in full and more
detailed inspection.
Cooperate with the emergency responding body and the port facility security officer in full check of the
dangerous goods loaded on board and their locations, and cooperate with the emergency responding body
in handling of the suspected goods in accordance with the relevant instructions given by the emergency
responding body.
It is to be reported as the “report of illegal actions”.
The following measures for cargo handling, depending on the security level, can be used:
Security Level 1: Cargo Handling
 Routine checks on cargo, transport units, cargo spaces

 Matching cargo with the documentation
 Loading vehicles subjected to search in liaison with the PFSO
 Checking seals to prevent tampering
 Detailed checking of cargo, transport units, cargo spaces

 Intense checks to ensure only intended cargo is loaded
 Intense check on loading vehicles
 Increased frequency of checking seals
 Suspension of loading or discharging

 Verify inventory of DG and hazardous substances onboard
Source: https://www.marineinsight.com/marine-safety/security-levels-under-isps/
Control of Suppliers

The company is to make requirements for control of suppliers of ship’s stores, including the requirements
for inquiring about the security backgrounds.
Delivery of Ship’s Stores
Before delivery of the ship’s stores, the company is to provide the ship in time with the list of the stores
ordered including name of the supplier, address, liaison, telephone and fax, etc.
Before delivery of the stores, the supplier is to notify the ship, indicating the date and time they are to be
delivered.
Ensure the stores mentioned in the list provided by the company to match the spare stores on board. Only
after satisfactory examination, can they be loaded on board; otherwise, they are to be refused.
At an appropriate security level, the packages of the stores integrity are to be checked before they are
loaded so as to ensure the stores are not damaged or accompanied by other articles.
At an appropriate security level, visual and physical inspections are to be given to all the stores including
using scanning/detection equipment, mechanical devices or dogs to sample the loaded cargo to see
whether there are weapons, ammunition, flammable or explosive substance, drugs and contraband.
After being accepted, the ship’s stores are to be stockpiled and fastened in time. This is avoid tampering of
the stores.
The ship’s stores are to be stored in restricted area after delivery.
The following measures for ship’s store delivery, depending on the security level, can be used:
Security Level 1: Delivery of Ship’s Stores
 Match orders with documents prior to loading

 Stow the stores securely
 Thorough checks prior to loading stores and intensifying inspections of the same
 Delivery of stores to be taken only in case of emergency
Source: https://www.marineinsight.com/marine-safety/security-levels-under-isps/
3.2 Execution and coordination of searches

 Planning a search using a system of check cards

o Check card
 issued to each searcher specifying the route to follow and the areas to be searched
 can be color-coded for different areas of responsibility
 returned to a central control point upon completion of individual search tasks
 When all cards are returned, the search is known to be complete. The findings of the search
can then be discussed
 Basic items or equipment that may be employed in conducting searches include the following:
 Flashlights and batteries

 Screwdrivers, wrenches and crowbars
 Mirrors and probes
 Gloves, hard hats, overalls and non-slip footwear
 Plastic bags and envelopes for collection of evidence
 Forms on which to record activities and discoveries
 Procedures to be followed to ensure effective and efficient searches include the following:
 Crew members and facility personnel should not be allowed to search their own areas in
recognition of the possibility that they might conceal packages or devices in their own work or
personal areas.
 The search should be conducted according to a specific plan or schedule and must be carefully
controlled.
 Special consideration should be given to search parties working in pairs with one searching “high”
and one searching “low.” If a suspicious object is found, one of the pair can remain on guard while
the other reports the findings.
 Searchers should be able to recognize suspicious items.
 There should be a system for marking or recording “clean” areas.
 Searches should maintain contact with the search controllers, perhaps by UHF/VHF radio.
 Searchers should have clear guidance on what to do if a suspected package, device, or situation is
found.
 Searchers should bear in mind that weapons and other dangerous devices may be intentionally
placed in disguise such as toolbox in an engine room.
 Tips for Conducting a Thorough Security Search

The following tips should be used in conjunction with your employers and state guidelines for
conducting a security search on a person.
o Search Preparation – Prior to starting a search, the person should be given an opportunity to assist
with the process by emptying the contents of their pockets and any bags, as well as removing
specific clothing items, such as their jacket.

o Gender Specific Searches – When possible, it’s important to have same-sex searched conducted.
While this may not always be a possibility, it should be striven for to help make the person being
searched more comfortable to potentially prevent any claims against harassment.
o Don’t Search Alone – When possible, you should always have a co-worker or supervisor with you
during a search process. This is important as a colleague can serve as a witness throughout the
search should the person accuse you of any type of misconduct. If not possible, clearly gain consent
to perform the search and inform the person what you plan on doing as part of the search and if
they are uncomfortable with any portion. Clear communication is imperative to prevent any
misunderstandings between you or the person.
o Remain Sensitive to Persons – There will be cases where the person who requires a search features
religious garments or has mobility issues. When this is the case, it’s important to ensure the person
feels comfortable executing the search in the current location. If the person has religious issues with
the search, or is not comfortable being searched in a crowded room, do what you can to
accommodate their needs. If you are unable to satisfy the needs of the person, call your supervisor
to have them make the final judgment call about moving forward.
o Contact Management – Should any illegal or forbidden items be found during the search, it’s
important to immediately contact your manager or supervisor. Do not simply place the forbidden
items in your pocket and move forward. Doing so could result in serious legal issues for you and
your security company. Once your manager/supervisor arrives, he or she will determine if calling law
enforcement officers is necessary.
o Confiscate Illegal/Forbidden Items – While waiting for your manager or supervisor to arrive, you
should immediately confiscate the illegal or forbidden items. Many times, the person will simply
take the item and leave; however, depending on what was found, this may be a serious legal issue.
 There are many places on board a ship where weapons, dangerous substances, and devices can be
concealed. Some of these are the following:
Cabins
 Back sides and underneath drawers

 Between bottom drawer and deck
 Beneath bunks, e.g. taped to bunk frame under mattress
 Under wash basin
 Behind removable medicine chest
 Inside radios, recorders etc
 Ventilator ducts
 Inside heater units
 Above or behind light fixtures
 Above ceiling and wall panels
 Cutouts behind bulkheads, pictures, etc
 False bottom clothes closets-hanging clothes
 Inside wooden clothes hangers
 Inside rolled socks, spare sock
 Hollowed-out molding

Companionways
 Ducts
 Wire harnesses
 Railings
 Fire extinguishers
 Fire hoses and compartments
 Access panels in floors, walls, ceiling
 Behind or inside water coolers, igloos
Toilet and Showers
 Behind and under washbasins

 Behind toilets
 In ventilation ducts and heaters
 Toilet tissue rollers, towel dispensers, supply lockers
 Taped to showers curtains, exposed piping and light fixtures
 Access panels in floors, walls, ceiling
Deck
 Ledges on deck housing, electrical switch rooms, winch control panels

 Lifeboat storage compartments, under coiled rope, in deck storage rooms
 Paint cans, cargo holds, battery rooms, chain lockers
Engine Room
 Under deck plates

 Cofferdams, machinery pedestals, bilges
 Journal-bearing shrouds and sumps on propeller shaft
 Under catwalk, in bilges, in shaft alley
 Escape ladders and ascending area
 In ventilation ducts, attached to piping or in tanks with false gauges
 Equipment boxes, emergency steering rooms, storage spaces
Galleys and Steward’s Stores
 Flour bins and dry stores

 Vegetable sacks, canned foods (re-glued labels)
 Under or behind standard refrigerators
 Inside fish or sides of beef in freezers
 Bonded store lockers, slop chest, storage rooms

4. SECURITY EQUIPMENT AND SYSTEMS
4.1. Security Equipment and Systems
 Types of Security Equipment and Systems:
Equipment for Access Control
 Locks, seals
 Monitoring equipment, automatic intruder detector
 Light, ID system for passenger, ID system for vehicle
 Ship Security Alert System
Searching/Screening Equipment
 Archway metal detector, hand-held metal detector,

 X-ray scanning machine, Explosive Vapor Detector (EVD)
 Port Equipment
Port Security Equipment
 Cargo X-ray drive-by; Cargo X-ray mobile, cargo X-ray drive-through

Baggage Inspection
CCTV Camera
CCTV Monitoring Station

Finger Print Access Control
Combination Lock
Hand Wand

Fire Alarm Loud Speaker
Panel Kit
Metal Detector

Proximity Card System
Panoramic Automatic Intruder Detection

Alarm
Scanmail

Sabre 2000 Explosive Handheld

Detection
 Limitations of Security Equipment and Systems
Individual Items of Equipment and Security Systems
Locks and Seals are applied to access control areas and cargo in order to restrict its opening and closing.
Locks/Seals are inexpensive and can perform unauthorized access/opening.
Surveillance/Monitoring Device (CCTV) is a devise used for monitoring and maintaining surveillance to
remote areas. It is widely used in shore; however, certain precautions are to be applied:
Consider cameras’ fitness for the purpose (resolution, black/white or colored, night vision capacity, field
of vision, magnifying capacity) and number should be adequate for the areas to be monitored. Cameras
on weather decks should be provided with weatherproof coverings.
Automatic Intrusion Detection System is a device wherein a motion active sensor function is added to
the said surveillance device (CCTV).
-Activate by infrared rays or by sensor
-Alarm activated by opening/closing of doors (mechanical switch on door). It is effective to combine

alarm system with surveillance system. Caution should be paid in installing such equipment, most
especially as it is surveillance equipment.
Lights - strong light identifies intruders and deters intrusion. There are two types: 1) continuously switch
on and 2) switch on only when a sensor detects presence of the intruder. Bear in mind that this light
should not conflict with requirements of COLREG Convention.
Hand-Held Metal Detector is used for a person’s reaction at gate prior entering the ship/premises.
Comparatively inexpensive and easy to handle, but caution is to be exercised against running out of
battery. It is necessary to confirm the function of the equipment by test piece (coin) before using the
device.

Baggage X-ray Machine (Box Scatter) is used for baggage and it is known for its effectiveness compared
to older models. However, the operators need to be trained as the cost of the machine is very high.
Walk-through Metal Detector - is used in the screening of individuals prior boarding the ship. Like the
Baggage X-ray machine, the operators must be trained because the cost of the unit is high.
Identification System for Passenger and Crew – a system of identification for passengers and crew. It
should be noted that in case of visiting a port in the USA, ID cards with a photograph is required. It
should be noted that a magnetic card could be forged easily.
Vehicle Identification system– a system of scanning vehicle’s registration plate automatically and alarms
automatically for a subject vehicle registered in advance to exercise caution.
 Testing, Calibration and Maintenance of Security Equipment and Systems
Testing, calibration, and maintenance of security equipment and systems should be carried out to
ensure accuracy, efficiency, and operational readiness of selected items of security equipment.
(a) Security systems and equipment must be in good working order and inspected, tested, calibrated
and maintained according to the manufacturer's recommendation.
(b) The results of testing completed under paragraph (a) of this section shall be recorded and any
deficiencies shall be promptly corrected.
(c) The Ship Security Plan (SSP) must include procedures for identifying and responding to security
system and equipment failures or malfunctions.

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Security Awareness Training and

Seafarers with Designated Security Duties

1.0 CONDITIONS SET OUT IN A SHIP SECURITY PLAN

1.2 Current security threats and patterns

 Threats to the Maritime Transport Indus try

Hijack – to force the vessel to a nonscheduled landing point

Revision No. 01 as of 2019 July 01 Page 1 of 54

 Recent piracy incidents

2012 2013 2014 2015 2016 2017 2018

Revision No. 01 as of 2019 July 01 Page 2 of 54

1.3 Maritime security terms

Revision No. 01 as of 2019 July 01 Page 3 of 54

1.4 Maritime security policy

1.4.1 International conventions, codes and recommendations

 Previous efforts of the International Maritime Organization (IMO)

Revision No. 01 as of 2019 July 01 Page 4 of 54

 Efforts of the International Maritime Organization (IMO) following 9/1 1

International Maritime Organization (IMO)

Under ISPS Code, ships will be required to have the following:

Revision No. 01 as of 2019 July 01 Page 5 of 54

 Amendments to SOLAS, 1974, as amended and the ISPS Code

 Security-related provisions of the STCW Code

STCW Code Section A-VI/6.

1. Security related familiarization.

2. Proficiency in security awareness.

Revision No. 01 as of 2019 July 01 Page 6 of 54

3. Proficiency in designated security duties.

4 This circular revokes MSC/Circ.623/Rev.3.

Revision No. 01 as of 2019 July 01 Page 7 of 54

1.4.2 Government legislation and regulations

Some of the key features of the MTSA include:

Revision No. 01 as of 2019 July 01 Page 8 of 54

1.4.3 Ship and port operations and conditions

 LOADING People Access to the Ship

Revision No. 01 as of 2019 July 01 Page 9 of 54

A ship will come to a harbor to do one or more of the following

 load and/or discharge cargo

 Checking the identity of all persons boarding/wanting to board the vessel

1.4.4 Security responsibilities

1.4.4.1 Contracting Governments

1.4.4.2 Recognized Security Organizations

Revision No. 01 as of 2019 July 01 Page 10 of 54

1.4.4.5 Port Facility

Revision No. 01 as of 2019 July 01 Page 11 of 54

1.4.4.6 Ship Security Officer

1.4.4.7 Company Security Officer

1.4.4.8 Port Facility Security Officer

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1.4.4.9 Seafarers with Specific Security Duties

1.4.4.10 Port Facility Personnel with Designated Security Duties

 knowledge of current threats and patterns;

1.4.4.11 Other Personnel

Revision No. 01 as of 2019 July 01 Page 14 of 54

 Use of unarmed security personnel

 Use of privately contracted armed security personnel

Military teams or law enforcement officers duly authorized by Government

1.5 Maritime security levels

 Minimum security measures are always maintained on board and in port

Revision No. 01 as of 2019 July 01 Page 15 of 54

 Assigning additional personnel for patrolling the access areas