GLOBE MARITIME TRAINING CENTER - MANILA INC.

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SAT/SDSD
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Security Awareness Training and Seafarers with

Designated Security Duties
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INTRODUCTION
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Aim

This Security Awareness Training and Seafarers with

Designated Security Duties course covers the
mandatory competences and the required knowledge,
understanding and proficiencies prescribed in Section A-
VI/6, Table A-VI/6-1 and Table A-VI/6-2of the STCW
Code.
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Course Overview

 The course covers theory and practical exercise on the

applicable provisions of the ISPS Code and Chapter XI-
2 (Special measures to enhance maritime security), of
SOLAS 74, as amended, and meets the requirements of
Regulation VI/6 (Mandatory minimum requirements for
security related training and instruction for all seafarers),
of the STCW Convention, as amended; and Section A-
VI/6, Paragraph 4-8, Tables A-VI/6-1 and A-VI/6-2 of
the STCW Code 2010 Manila amendments.
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 Taking into account the recommendations prescribed in the

IMO Model course 3.26 – Security training for Seafarers
with Designated Security Duties, 2012 Edition and IMO
Model course 3.27 – Security Awareness training for all
Seafarers, 2012 edition.
 Pursuant to RA No. 10635 and its IRR, the MARINA as
single Maritime Administration is mandated to implement
and enforce the 1978 STCW convention, as amended
have released STCW Advisory No. 2019-05 dated April 11,
2019 the Standards for Mandatory training courses a new
guidelines to be implemented.
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Training Outcome

To meet the minimum standard of competence for all

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

Table A-VI/6-1: Security Awareness

Contribute to the enhancement of maritime security through
heightened awareness;
 Recognize of security threats; and
 Understand the need for and methods of maintaining security
awareness and vigilance.
Table A-VI/6-2: Seafarers with Designated Security Duties
Maintain the conditions set out in a ship security plan;
Recognize of security risk and threats;
Undertake regular security inspections of the ship; and
Use of security equipment and systems properly.
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1. Maritime Security Terms and Definitions

• 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, motor truck, or other vehicle, or from any
tank or storage facility, station house, platform, or depot,
or from any vessel or wharf, or from any aircraft, air
terminal, airport, aircraft terminal or air navigation facility,
or from any intermodal container, intermodal chassis,
trailer, container freight station, warehouse, freight
distribution facility, or freight consolidation facility.
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Cargo Theft
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Company Security Officer

- The person ashore

designated by the company
for ensuring that a ship
security assessment is
carried out, that the Ship
Security Plan is developed,
approved implemented and
maintained and for liaison
with Port Facility Security
Officer and the Ship
Security Officer
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Contingency Plan

- The Contingency Plan provides guidelines and

instructions that assist in making an efficient response
to emergency situations onboard ships. ... This will be the
shipboard personnel whilst the ship is at sea but may
include resources from shore when the ship is in harbor or
passing through coastal waters.
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Contraband Smuggling
- Any goods that are unlawful to possess, sell or otherwise
distribute or transport, or whose very existence is illegal.

- The criminal offense of intentionally and secretively

bringing an item into a country without declaring it to
customs officials and paying the associated duties or
taxes, or of bringing a prohibited item into a country.
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Contraband Smuggling
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Contracting Governments
- Under the ISPS code, governments of maritime nations
abiding by the implement rules are known as contracting
governments (CG).
- The contracting government plays a vital role in order to
ensure that the ISPS code is followed properly by the
companies and port authorities. It is also the duty of the
CG to assimilate information regarding possible maritime
threats and their consequences. This information is then
to be provided to the ships and ports in form of
instructions and security guidelines.
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Declaration of security (DoS)

• 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".
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Designated Authority
• The Organization(s) or the
Administration(s) identified,
within the Contracting
Government, as
responsible for ensuring
the implementation of the
provisions of this chapter
pertaining to Port Facility
Security and Ship/Port
interface, from the point of
view of the port facility.
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ISPS Code
• ISPS or the International Ship and Port Facility Security
Code is an essential maritime regulation for the safety
and security of ships, ports, cargo and crew.

• The ISPS code was implemented by IMO on July

1st 2004 as a comprehensive set of measurements for
international security by prescribing responsibilities to
government authority, port authority, shipping companies
and seafarers.
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National legislation and regulations

- The Maritime Safety Committee (MSC) having
considered the need to assist Contracting Governments
to the International Convention for the Safety of Life at
Sea, 1974, as amended, with the development of
national legislation related to the implementation of the
provisions of chapter XI-2 of the Convention and the
International Ship and Port Facility Security (ISPS)
Code.
- National administrations make laws and issue regulation
pertaining to maritime security which is binding to their
flag vessels.
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- Some government have acted on a national level to

produce legislation and/or regulations concerned with
measures to enhance maritime security.

 e.g. The Philippine government’s Executive Order No. 57

signed on Sept.6, 2011 that states “ Establishing a
national Coast watch system, providing for each
structure and defining the roles and responsibilities of
member agencies in providing coordinated inter-agency
maritime security operations and for other purposes”.
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Piracy and armed robbery terms

• Article 101 of the 1982 United Nations Convention on the Law of the
Sea (UNCLOS) determines that Piracy 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
the 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;
Source: imo.org
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(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).

Source: imo.org
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Armed Robbery against ships

- IMO's Code of Practice for the Investigation of the Crimes
of Piracy and Armed Robbery Against Ships, determines
that armed robbery against ships consists of any of the
following acts:
• (a) 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;
• (b) any act of inciting or of intentionally facilitating an act
described above."
Source: imo.org
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Port Facility
• A location, as
determined by the
Contracting
Government or by the
Designated Authority,
where the ship/port
interface takes place.
• Includes areas such
as anchorage,
awaiting berths and
approaches from
seaward, as
appropriate
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Port facility security officer

- Is the person designated as
responsible for the
development, implementation,
revision and maintenance of
the port facility security plan
and for liaison with the ship
security officers and company
security officers.
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Recognized Security Organization

• An Organization with
appropriate expertise in
security matters and with
appropriate knowledge of
ship and port operations
authorized to carry out
Assessment, or a
Verification, or an
approval or a Certification
activity, required by this
chapter or by part A of the
ISPS Code.
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Restricted Areas

-The SSP must identify areas that are restricted which is to

be established on board. The purpose of such areas is to
restrict access, protect the personnel onboard, protect the
cargo from pilferage or tampering etc.

- The restricted areas may include the navigation bridge,

machinery spaces, spaces with security related equipment,
ventilation spaces, spaces containing IMDG cargo,
accommodation, any other areas specified as per the SSP.
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Seafarers with Designated Security Duties

- In addition to the Ship Security Officer other
members of the crew on a ship may have
Designated Security Duties in support of the Ship
Security Plan.
- These security duties include anti-piracy and anti-
armed-robbery activities. These seafarers will have
received training as per regulation VI/6 -4and to
attain competency to the level as given in section A-
VI/6 para 6-8 of STCW as amended.
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Security Incident
- Any suspicious act or
circumstance threatening
the security of a ship,
including a mobile
offshore drilling unit and
a high-speed craft, or of
a port facility or of any
ship/port interface or any
ship-to-ship activity.
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Types of Security Incidents:

1. Attack
2. Bomb Warnings
3. Hijack
4. Armed robbery or piracy against a ship
5. Discovery of fire arms and other weapons
6. Discovery of explosives
7. Unauthorized access to a restricted area and port
facility
8. Media awareness
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Security Level

• The qualification
of the degree of
risk that a
security incident
will be attempted
or will occur.
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Security reporting procedures

- Reporting requirements in case of a security incident,
including protocols for reporting attacks and attempted
attacks by pirates and armed robbers.
- Following any attack or suspicious activity, and after
initial of the event, it is a vital that a detailed report is
completed. Source: BMP5

- A copy of the report should be sent to the company, and

the Flag State and appropriate authorities. Source: BMP5
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Ship Security Plan

- Ship security plan (SSP)
means a plan developed to
ensure the application of
measures on board the ship
designed to protect persons
on board, cargo, cargo
transport units, ship’s stores
or the ship from the risks of a
security incident.
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Ship to ship activity

- means any activity not
related to a port facility
that involves the
transfer of goods or
persons from one ship
to another.
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Ship/ Port Interface

- means the interactions
that occur when a ship
is directly and
immediately affected
by actions involving
the movement of
persons, goods or the
provisions of port
services to or from the
ship.
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Stowaways and Refugees

- Person/s who is secreted on a vessel, or in cargo which

is subsequently loaded onto a vessel, without the
consent of the vessel owner or the master or other
responsible person, and who is detected on board after
the vessel has departed from a port and is reported as a
stowaway by the master to the appropriate authorities.
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Stowaways and Refugees

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Terrorism
- defined as … the systematic use of coercive intimidation
usually, though not exclusively, to service political ends.
It is used to create and exploit a climate of fear among a
wider group than the immediate victims of the violence,
often to publicize a cause, as well as to coerce a target
into acceding to terrorist aims.
- The maritime environment is only one of the areas of
operations where terrorists use coercion to further their
political aims.
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Terrorism
Hijacking Mid 80’s - Mediterranean USS COLE October 2000

WTC 9/11/2001 Bombing M/T MARITIME JEWEL (formerly LIMBURG) October 2002
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- Maritime terrorism has no internationally agreed upon

definition. Legal scholars have agreed on an operational
definition for maritime terrorism based on Articles 3 and
4 of the 1988 Convention for the Suppression of
Unlawful Acts against the Safety of Maritime Navigation
(SUA), even though the SUA Convention does not refer
to terrorism specifically.
Maritime terrorism is defined as:
• Any attempt or threat to seize control of a ship by force;
• To damage or destroy a ship or its cargo;
• To injure or kill a person on board a ship; or
• To endanger in any way the safe navigation of a ship that
moves from the territorial waters of one State into those of
another State or into international waters.
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2. International maritime security policy and

responsibilities of Governments, companies and persons
2.1 International maritime security policies and guidelines
• 17 November 1983
Resolution A.545 (13)
• 20 November 1985
Resolution A.584 (14)
• 1986
MSC/Circ.443
• 1988
SUA Convention
• July 1, 2002
SOLAS Amendments
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2.2 provisions in international maritime security policies and

guidelines
• Resolution A.545 (13)
Measures to prevent acts of piracy and armed robbery
against ships was signed.
- Urges actions to initiate a series of measures to combat
acts of piracy.
• Resolution A.584 (14)
Measures to prevent Unlawful acts which threaten
safety of ships and security of the passengers(later
reviewed in November of 2001 with IMO Resolution A.
924(22)
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• MSC/Circ.443
Measures to prevent unlawful acts against passengers and crew
on board ships.
• SUA Convention
Convention for the Suppression of Unlawful Acts against the
Safety of Maritime Navigation.
- Aimed at ensuring that appropriate judicial action is taken
against persons committing unlawful acts against ships.
Unlawful acts would include the seizure of ships by force acts
of violence against person s on board ships, and placing a
devices on board a ship which are likely to destroy or damage
it.
- It oblige the CG either to extradite or prosecute allege
offenders. It came into effect on March 1, 1982
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• November 2001
- Following the tragic events of 9/11, the 22nd session of
the IMO unanimously agreed to the creation of new
security regulations.
• December 2002
-IMO approved the development of new measures
relating to the security of the ships and of port facilities
for adoption by a conference of CG to SOLAS,
1974(Diplomatic Conference)
• July 1, 2004
- The amendments made during the meeting of the
diplomatic Conference entered into force
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2.3 Responsibilities of the Government, companies and

designated persons based on international maritime
security policies and guidelines
• SOLAS Chapter XI-2 Reg.3 – Obligations of
Contracting Governments with respect to security,
states that Administrations shall set security levels and
ensure the provision of security-level information to ships
entitled to fly their flag. When changes in security level
occur, security-level information shall be updated as the
circumstance dictates.
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Guidance on the security responsibilities of governments under the

maritime security measures:

1. Alternative Security Agreements (ASAs)

- a bilateral or multilateral agreement between Governments covering
short international voyages on fixed routes between dedicated port
facilities, allowing the security measures and procedures applied to the
port facilities and ships to differ from those required under the Maritime
Security Measures.
2. Application of the Measures
- In determining the port facilities covered by the Maritime
Security Measures i.e. those required to appoint a PFSO and
submit a PFSP, and communicating their location along with
the identity and title of their PFSO and the PFSP approval
date. In cases where port facilities are occasionally used by
ships on international voyages, undertaking a port facility
security assessment to decide the extent of application of the
Maritime Security Measures.
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3. Certification
- issuing International Ship Security Certificates (ISSCs), Interim
ISSCs and Statements of Compliance for Port Facilities
(optional).
4. Compliance Verification
- undertaking intermediate and renewal verifications of
compliance for ISSC issuance.
5. Continuous Synopsis Records
- record maintained and updated throughout a ship’s life and
issued by the ship’s Administration under SOLAS Chapter XI-I,
“Special measures to enhance maritime safety,” containing
information, including the name of the Administration or
Contracting Government who issued the ship’s current ISSC or
Interim ISSC, and the name of the body who carried out the
verification of which the Certificate was issued if not the
Administration or Contracting Government
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6. Control and Compliance Measure

- actions that can be taken by a duly authorized officer
when it is believed that clear grounds exist that a foreign-
flagged ship does not comply with the requirements of
the Maritime Security Measures; notifying the relevant
Government when such measures have been applied to
a ship, designating the contact point to receive
communication from Governments exercising control
and compliance measures, and communicating the
contact details to the IMO.
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7. Declaration Of Security (DoS)

8. Equivalent Security Agreement (ESAs)
- a Designated Authority or Administration allowing a
port facility, a group of port facilities or a ship to
implement other security measures other than those in
the Maritime Security Measures but equivalent to those
in the Maritime Security Measures.
9. non-SOLAS port facilities
- port facilities to which the SOLAS Convention does not
apply or which occasionally handle ships to which the
Maritime Security Measures apply but do not have to
appoint a PFSO or submit a PFSP.
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10. Port Facility Security Assessments (PFSAs)

- a risk assessment undertaken by, or for a Designated
Authority which is provided to Port Facility Security
Officers as a prelude to the preparation of a Port Facility
Security Plan or the review, or amendment, of an
approved Port Facility Security Plan.
11. Recognized Security Organizations (RSOs)
12. Security Advice and Assistance
- designating a contact point to provide security advice
or assistance to ships or to receive reports of security
concerns from ships, and communicating contact details
to the IMO.
13. Security Level
- The qualification of the degree of risk that a security
incident will be attempted or will occur.
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14. Security Plans

- approving security plans submitted by port facilities
(PFSPs) and shipping companies (SSPs), and any
subsequent amendments.
15. Ship Security Alert System (SSAS)
- provides the means by which a ship can transmit a
security alert to a competent authority on shore
indicating that the security of the ship is under threat or
has been compromised.
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• Contracting Governments shall set security levels and

ensure the provision of security-level information to port
facilities within their territory, and to ships prior to
entering a port or whilst in a port within their territory.
When changes in security level occur, security-level
information shall be updated as the circumstance
dictates.
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3. Maritime security Levels and their impact on security

measures and procedures
3.1 Security Levels and the actions required for each level
- The Maritime Security Measures require Contracting
Governments to gather and assess information with respect
to security threats which could occur at a port facility or on,
or against, a SOLAS ship.

- This process is essential to allow their national authorities

to set the appropriate security level applying to their port
facilities and to ships flying their flag.
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- The term Security level refers to the degree of risk that a

security incident will occur or be attempted. The Maritime
Security Measures identify three levels of risk which are
now used internationally:

• Security level 1 means the level for which minimum

appropriate protective security measures shall be
implemented at all times.
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- Security level 2 means the level for which appropriate

additional protective security measures shall be
maintained for a period of time as a result of the
heightened risk of a security incident.

• Security level 3 means the level for which further specific

protective security measures shall be maintained for a
limited period of time when a security incident is
probable or imminent, although it may not be possible to
identify a specific target.
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• At Security level 1, the security measures and

procedures in port, port facility or ship security plans
should be sufficient to counter most forms of criminality
associated with ports and ships, in particular trespass,
pilferage and stowaways. The priority is to allow normal
commercial operations.

• At Security level 2, the priority is also to allow the

continued commercial operation of the port, port facility
or ship but with increased security restrictions.
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• At Security level 3, the strictest security restrictions will

be in place and could lead to the eventual suspension
of commercial activities, with control of the security
response transferred to the Government organizations
responding to a significant incident.
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3.2 Recommended actions on board and in port facility

environment in response to attacks and attempted attacks by
pirates and armed robbers

SHIP’S UNDER ATTACK

• A ship may come under attack with little or no warning.
Effective lookouts, both visual or RADAR, will help to
ensure early detection.

• Pirates carrying weapons do not usually open fire until

they are very close to the ship ,e.g. within 2 cables.

Source: BMP5
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• Use whatever time

available, no matter how
short, to activate any
additional protective
measures and plans.
This will make it clear to
the attackers that they
have been seen, the
ship is prepared and will
resist attempts to board.

Source: BMP5
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IN THE EVENT OF A SUSPICIOUS APPROACH, OR IF IN ANY

DOUBT, CALL UKMTO WITHOUT DELAY

APPROACH STAGE
Effective lookouts may aid in identifying the nature of the
attack, the threat profile of a piracy or other attack may
initially look similar and it will not be until the attackers
are close that the nature of the attack becomes
apparent. In all cases, the following steps should be
taken:
• If not already at full speed, increase to maximum to open
the distance
Source: BMP5
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• Steer a straight course to maintain a maximum speed.

• Initiate the ship’s emergency procedures.
• Activate the emergency communication plan.
• Sound the emergency alarm and make an attack
announcement, in accordance with the ships emergency
communication plan.
• Make a MAYDAY call on VHF Ch.16. Send a distress
message via the Digital Selective Calling (DSC) system and
Inmarsat-C, as applicable.
• Activate SSAS.
• Report the attack immediately to UKMTO (+44 2392 222060)
by telephone
• Ensure the AIS is switch on.
Source: BMP5
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• Activate water spray .

• Ensure that all external doors and, where possible,
internal public rooms and cabins are fully secured.
• All crew not required on the bridge or in the engine room
should muster at the safe muster point or CITADEL as
instructed by the Master.
• When sea conditions allow, consider altering course to
increase an approaching skiff’s exposure to wind/waves.
• Sound the ship’s whistle/foghorn continuously to
demonstrate to any potential attacker that the ship is
aware of the attack and is reacting to it.
Source: BMP5
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• Check Vessel Data Recorder (VDR) is recording.

• PCASP (Privately Contracted Armed Security Personnel), if
present, will take agreed actions to warn off attackers.
ATTACK STAGE
As the attackers get close the following steps should be taken:
• Reconfirm all ship’s crew are in the safe muster point or
CITADEL as instructed by the master.
• Ensure the SSAS has been activated.

 A citadel is a designated, pre-planned area where, in the event of imminent boarding

by attackers, all crew may seek protection. A citadel is designed and constructed to
resist forced entry.

Source: BMP5
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• If not actioned, report the attack immediately to UKMTO (+44

2392 222060) by telephone.
• As the attackers close in on the ship, Masters should
commence small alterations of helm whilst maintaining speed
to deter skiffs from lying alongside the ship in preparation for
a boarding attempt. These maneuvers will create additional
wash to impede the operation of the skiffs.
• Large amounts of helm are not recommended, as these are
likely to significantly reduce a ship's speed.
• Check VDR data is being saved.
• PCASP, if present, will conduct themselves as governed by
the RUF (Rules for the Use of Force).

Source: BMP5
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If a WBIED is anticipated, the time to react is very short. The figure below gives an
example of possible reaction times.

WBIED - Water-Borne Improvised Explosive Devices

Source: BMP5
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•The threat and risk assessment will identify areas where

these threats occur which, if successful, may result in an
explosion (commonly referred to as a blast). The Master
should communicate to the crew prior to entering a threat
area what position to take if a blast threat is detected.

The Master may consider telling the crew to:

Lie flat on the deck, as this may minimize exposure and
may reduce the impact on the body from the blast.

Source: BMP5
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• Adopt a brace position (arms/legs bent, hands holding

onto something solid and feet firmly planted on the deck)
to protect personnel from shock waves.
• Move away from a particular area, such as the port side,
starboard side, poop deck or engine room.
Post a WBIED attack
· Ensure all crew and PCASP are accounted for.
· Send distress signal.
· Survey area where the blast occurred.
· Implement damage control.
· Call CSO and UKMTO.

Source: BMP5
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Actions on illegal boarding

If the ship is illegally boarded the following actions should
be taken:
• Take all way off the ship and then stop the engines.
• All remaining crew members to proceed to the CITADEL
or safe muster point locking all internal doors on route.
• PCASP, if present, will follow procedures agreed with
company and master.
• Ensure all crew are present in the citadel or safe muster
point. This includes the master, bridge team and PCASP.

Source: BMP5
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• Establish communications from the citadel with UKMTO

and your company and confirm all crew are accounted
for and in the citadel or safe muster point.
• Stay in the citadel until conditions force you to leave or
advise by the military
• If any member of the crew is captured it should be
considered that the pirates have full control of the ship.

Note: all related best practice can be consulted BMP5 on the web.

Source: BMP5
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4. Security Reporting Procedures

4.1 Security Personnel in a ship
- Shipping companies are responsible for the appointment of CSOs,
SSOs and other personnel with security duties.
• Presently, the Maritime Security Measures provide guidance on the
knowledge and training that these security personnel should have.
• From 1 January 2012, the IMO’s Standards of Training Certification
and Watch keeping (STCW) Convention and related STCW Code
establish mandatory minimum requirements for security-related
training and instruction for all SSOs and shipboard personnel
serving on SOLAS ships. However, it does not encompass the
security-related requirements for CSOs.
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4.2 Reporting procedures and protocols for reporting

attacks and attempted attacks by pirates and armed
robberies in accordance to the security measures of
ship

BMP5 Reporting Procedures

• All ships are strongly encouraged to inform military

organizations of their movement as this
is essential to improve military situational awareness
and their ability to respond.
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- Once ships have commenced their passage it is

important this reporting continues and the guidelines in
BMP5.

- The two principal military organizations to contact are

the UK Maritime Trade Operations (UKMTO)
and Maritime Security Centre – Horn of Africa
(MSCHOA).
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UKMTO
UKMTO acts as the primary point of contact for merchant
ships and their CSOs, providing liaison with military forces in
the region. UKMTO administers the Voluntary Reporting
Scheme, under which merchant ships are encouraged to
send regular reports. These include:

1. Initial report (upon entering the VRA).

2. Daily reports (update on ship’s position, course and
speed).
3. Final reports (upon departure from VRA or arrival in port).
4. Reports of suspicious/irregular activity (when necessary).
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UKMTO is able to communicate with ships and CSOs

directly, in order to disseminate
Warnings and Advisories of incidents within the region:

•Warnings: Simple messages describing that an incident

has occurred in a Lat/Long and with a time. This is normally
accompanied by direct UKMTO-to-ship telephone calls to all
ships within a nominated radius of the incident to give ships
the earliest possible alert.

• Advisories: This is the next tier of alerts to ships, normally

of sightings/reports that are relevant within the region.
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- UKMTO offers regular information to ships on its website

www.ukmto.org and in a weekly report summarizing the
previous week’s activity.

- UKMTO is also able to offer Masters and CSOs the

opportunity to conduct drills and exercises to support their
passage planning in the region. Companies that are
interested can contact UKMTO +44(0)2392 222060 or
[email protected].

Ships and their operators should complete both UKMTO

vessels Position reporting forms and register with MSCHOA.
Source: BMP5
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UKMTO Operation room

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4.3 Reporting requirements for ships prior to entering

port
 A contracting government may require that ships
intending to enter its ports provide the following
information to officers duly authorized by that
government to ensure compliance with this chapter prior
to entry into port with the aim of avoiding the need to
impose control measures or steps:
 That the ships possesses a valid certificate and the
name of its issuing authority
 The security level at which the ship is currently operating
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 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 the timeframe.
 That the appropriate ship security procedures were
maintained during any ship-to-ship activity within the
timeframe; or
 Other practical security-related information (but not
details of the ship security plan), taking into account the
guidance given in part B of the ISPS code.
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5. Procedures and requirements for drills and exercise

5.1 Conditions under the ISPS Code and other
international maritime policy and guidelines where
security drills are to be conducted

Various types of exercises involving participation of ship

security personnel should be carried out at least once each
calendar year with no more than 18 months between the
exercises. These exercises should test communication,
coordination, resource availability, and response.
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Records indicating type of

drill or exercise, SSP
element(s) covered, and
attendance shall be
maintained by the SSO for a
period of three (3) years.
They may be kept in any
format but must be protected
from unauthorized access or
disclosure. The records shall
be in a form to be readily
available to Port State Control
officials if so requested.
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Various types of exercises, which may include participation

of the CSO, PFSO, relevant authorities of contracting
governments as well as SSO, 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, resources availability
and response. These exercises may be:

- full scale or live;

- table top simulations or seminars;
- combined with other exercises such as search and
rescue or emergency response exercises
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 These exercises may be

any of the following:
- full scale or live;
- table top simulations or
seminars;
- combined with other
exercises such as search
and rescue or emergency
response exercises
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5.2 Requirements for, and importance of, conducting

drills and exercises, including those relating to
prevention and suppression of piracy and armed
robbery against ships.

The purpose of security drills is to test whether shipboard

personnel can perform their assigned security duties at
each security level and to uncover weakness or
deficiencies in the Ship Security Plan or personnel training
that must be addressed.
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 Security drills should be conducted at least every three

(3) months or within one week after a time when more
than 25% of the shipboard personnel have been
changed and the new personnel have not participated in
a drill on the ship within the previous 3 months.
 Security drills scenarios shall address ship-specific
circumstances such as the type of ship, personnel
changes and port facilities visited. Shipboard drill
scenarios should address a variety of appropriate
threats, which may include:
- damage to, or destruction of, the ship or of a port
facility e.g. by explosive devices, arson, sabotage or
vandalism.
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- attacks by armed robbers

- tampering with cargo
- unauthorized access or use, including presence of
stowaways
- smuggling weapons or equipment
- use of the ship itself as a weapon
- attacks from seaward while at berth or at anchor
- attacks while at sea.
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• As a minimum, SSO should organized drills to cover

such scenarios as:
1. Identification and search of unauthorized visitors on
board the ship
2. recognition of materials that may pose a security
threat
3. methods to deter attackers from approaching the ship
4. recognition of restricted areas
5. mustering for evacuation
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6. Procedures for conducting inspections and Surveys

6.1 Requirements in conducting inspections and
surveys in accordance with the ship security plan
• Administrations undertake inspections of their SOLAS
Ships as initial, intermediate and renewal verifications of
the ship’s International Ship Security Certificate. At their
discretion, Administrations may also conduct:
a. additional inspections on ships flying their flag to assess
compliance with the Maritime Security Measures;
b. covert tests of the Maritime Security Measures and
procedures of a ship flying their flag.
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• To assist shipping companies, Administrations and their

authorized RSOs have sought to link the timing of
verifications required under the Maritime Security
Measures with other verifications or inspections including,
particularly, those required under the ISM Code.

• Combining inspections in this way can be of significant

benefit to the shipping industry. However, in ports where
ISM auditors are not always available, this joint approach
may not be practicable and could unduly delay shipping
schedules.
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6.2 Procedures in conducting inspections and surveys

in accordance with the ship security plan
• Under the Maritime Security Measures, a ship can also
be inspected to assess its compliance when in port.
Normally, an inspection starts with verifying the presence
and validity of the ship’s ISSC or Interim ISSC. A copy of
a Certificate is not accepted as being a valid ISSC or
Interim ISSC.
• On the basis of observation, a duly authorized officer can
establish that there are clear grounds for believing that
the ship is not in compliance with the requirements of the
Maritime Security Measures.
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• A duly authorized officer may not have been challenged

on boarding the ship or may find that restricted areas on
the ship are not secured.
• A duly authorized officer could check:
a. that the ship is operating at the Security level applying
to the port facility, or at a higher Security level set by the
ship’s Administration;
b. that security drills have been carried out at the required
interval; and
c. the records of the last 10 ports-of-call and any ship-to-
ship activity undertaken during the period of the last 10
ports-of-call.
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Examples of clear grounds warranting an inspection could

include:
a. evidence that the ship’s ISSC is not valid or has expired;
b. evidence or observation that the ship’s crew are not
familiar with essential shipboard security procedures or
cannot carry out ship security drills;
c. evidence or observation that key members of the ship’s
crew are unable to communicate with crew members
with security responsibilities.
The clear grounds that could apply to a ship intended to
enter port could also apply to a ship in port.
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• If a duly authorized officer considers that the ship is not

in conformity with the requirements of the Maritime
Security Measures, parts of the ship’s SSP may be
inspected.
• Parts of a SSP are confidential and can only be
inspected by a duly authorized officer with the consent of
the ship’s Administration.
• Every effort should be taken to avoid undue detention or
delay. The Maritime Security Measures provide for
compensation to be claimed for loss or damage if a ship
is unduly delayed.
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7. Security-related contingency plan and the procedures for

responding to security threats or breaches of security

7.1 Action
to take in case of a breach of security
Security Threats

• If there is assessed to be a higher than normal security

threat, the ship will be instructed by the flag state, by the
government of the port facility or by the CSO to operate at
MARSEC Levels 2 or 3. The security measures to be
taken in such an event are as laid down in the Plan.
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• If the ship is at MARSEC Level 1 and the master,

following consultation with the SSO, considers that a
security threat exists, he will take appropriate actions
to reduce the threat.

• He will inform the [CSO, the flag state and (if

applicable) the port state] about the threat and the
security measures taken to address it.
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 When security is breached or threatened, the master,

following consultation with the SSO, may consider the
following actions:

• activating the Ship Security Alert System

• calling emergency stations
• informing the contracting government of the port facility
• preparing to evacuate the ship
• preparing to leave the port
• acting on instructions given by flag or port state
administrations
• using other appropriate Contingency Plans.
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7.2 .1 Damage to, or destruction of, the ship or of a port

facility, e.g. by explosives devices arsons, sabotage or
vandalism
• Bomb Threat/Damage and Destruction to Port Facility
· Activate the ship security alert system.
· Issue order to stand on emergency station.
· Report to the Contracting Government of the port facility.
· Obey instructions given by personnel responding to the
threat (PFSO)
· Prepare to evacuate from the ship/ prepare departure of
ship from the port.
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7.2.2 Hijacking or seizure of the ship or of persons on

board
• Hijack – hostage situation
• The model of pirate action off Somalia is to hijack the
ship and hold the crew for ransom. It should be
remembered it is in the interests of the pirates to keep
the ship and crew safe. Each company or organization
should have a policy in place to cover the eventualities of
kidnap and ransom.
The following principles serve as guidelines to surviving a
kidnapping:

Source: BMP5
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DO remain calm and maintain self-control.

DO be humble and respectful to the pirates.

DO look out for your colleagues’ well-being.

DO stay together as a team, where possible.

DO accept the new pirate leadership.

DO maintain the hierarchy of rank.

DO try to establish normal communication with the pirates.

Source: BMP5
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DO be patient and maintain routines (including your spiritual

needs, as permitted by pirates).

DO try to keep your breathing regular.

DO meditate and keep mentally active.

DO respect religion: yours, your colleagues’ and the pirates’.

Source: BMP5
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×DO NOT offer resistance.

×DO NOT argue with pirates or your colleagues.

×DO NOT take photographs.

×DO NOT hide valuables.

×DO NOT react emotionally.

×DO NOT take drugs or alcohol.

×DO NOT bargain with pirates for personal privileges.

Source: BMP5
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7.2.3 Attacks by armed robbers

• Brief and prepare the ship’s crew to cooperate fully during any
military action onboard and instruct crew as follows:
 DO keep low to the deck and cover head with both hands.
 DO keep hands visible.
 DO be prepared to be challenged on your identity.
 DO cooperate fully with military forces.

× DO NOT make movements that could be interpreted as

aggressive.
× DO NOT take photographs.
× DO NOT get involved in activity with military forces unless
specifically instructed to.

Source: BMP5
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7.2.4 Tampering with cargo, essential ship equipment or

systems or ship’s store
Security measures for handling cargo
• At Security Level 1 - Checking of seals to prevent
tampering.
• At Security Level 2 - Increased frequency and detail in
checking of seals to prevent tampering.
• At Security Level 3 - Verify the inventory of dangerous
goods and hazardous substances carried on board, if
any, and their location.
When a ship has spaces containing dangerous goods or hazardous substances, SSO should
complete inventory of them and verify. SSO can assign temporary Restricted Areas when carrying
DG or hazardous substances. Spaces should be monitored by regular patrols.
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Security measures for delivery of ship's store, including bunkers

• At Security Level 1- Checking the ship’s stores and package

integrity.
• At Security Level 2 – The SSP should establish the additional
security measures to be applied during delivery of ship’s
stores by exercising checks prior to receiving stores on board
and intensifying inspections.
• At security Level 3 - Preparation for restriction or
suspension of handling of ship’s stores.
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7.2.5 Unauthorized access or use including presence of

stowaways
Procedures for responding to stowaway cases
• When a stowaway is found, the master shall immediately
inspect this person. In order to identify this person, the
ship shall collect as much document as possible
pertaining to him such as passport, seamen’s note, ID
card, physical check record, letters, etc.
• In general, a stowaway denies his possession of
document, and uses a false name and false nationality.
However, in many cases, the stowaways hold their
identity paper in secret, near the compartment where
they were found. Therefore, the ship should perform a
systematic search of document.
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• Most important action at finding of stowaway is to report

to the company, immediately, of this fact together with all
information available. Also report to the authority and
agent where the stowaway came onboard, and to the
same of next port.

• Refrain from raising uproar for the stowaway. But give

him a room and meal. During navigation along coastal
water and in port, keep him in calm in locked room, and
avoids unnecessary contact of crewmember with him,
until further instruction is issued.
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• In general, ship’s
deviation just for
disembarkation of the
stowaway is not permitted
in the charter party. He
shall be disembarked only
after approval of the
company.
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7.2.6 Smuggling weapons or equipment, including weapons of mass

destruction
Unidentified Object/Explosive on Shipboard
Initial Action
Activate the ship security alert system, and report to company and
agent of nearest port about the description and others of the object
accurately
• Appearance, size, color, fittings
• Location found on shipboard
• Do not put it in water or spray water on it as this could short a
control circuit and denote it
• Do not run in the vicinity of the device
• Do not use VHF/UHF radios in the vicinity, within 3 m, of the device.
• Do not handle, touch, shake, open or move suspected explosives or
suspected devices.
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• Do not cut, pull or touch wires, switches, fuses or

fastenings.
• Do not step on fuses.
• Do not pass metallic tools near the suspected device
• Do not move switches, open hooks or fastenings.
• Do not smoke nearby.
• Do not get too near the device to inspect.
• Do not move the device away from people – move
people away from the device.
• Do not come close to the device.
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7.2.7 Use of the ship to carry persons intending to cause

security incident or their equipment
• Keep calm and advise all others to keep calm.
• Do not try to resist armed terrorists unless as a last
resort in a clear life threatening situation.
• Ensure the safety of the ship in accordance with
maritime practice.
• Broadcast a distress message if possible.
• Offer reasonable co-operation.
• Abuse or aggression should not be returned.
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7.2.8 Use of the ship itself as a weapon or as a means to

cause damage or destruction
• Ensure that the crew are aware of the "shock of capture"
and that the greatest anxiety is usually experienced in
the hours after the initial hijack incident. Feeling
depressed, helpless and humiliated are emotions that
many hostages experience during captivity. The crew
should be encouraged to focus on surviving the ordeal.
• Ensure that the crew understand the importance of being
cooperative with the demands of the pirates without
appearing either servile or antagonistic.
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7.2.9 Attacks from seaward while at berth or at anchor

• In port, if the threat warrants it, access points should be
manned, in certain circumstances by two persons, who
should be fully briefed on their duties, the action to take
in the event of an incident or emergency and the planned
response to an alarm.
• A terrorist assault is more likely to occur in harbor than at
sea. If the measures recommended for controlling
access are in force and prove inadequate, it will
demonstrate the determination and ruthlessness of the
terrorists involved. Unless the terrorists are very poorly
armed and equipped, no attempt should be made to
resist an armed terrorist assault.
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• They need to be provided with a torch, a whistle to

summon assistance and communications to remain in
touch with the Duty Officer.
• They need to hold a full list of all crew members, shore
officials and expected visitors. All visitors should be
asked to identify themselves and, if necessary, a
responsible officer should confirm their identity.
• Strangers should be challenged. Vessels at anchor
should regularly check anchor cables and hawsepipe
covers.
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7.2.10 Attacks while at sea

Reactions to an imminent attack:

• if under way, deter an attack by evasive manoeuvring (by heavy
wheel movements in waters where it is safe to do so) and by
increasing speed
• consider the use of high-pressure water hoses
• transmit a danger message to warn ships in the vicinity if an attack
is imminent or under way, broadcasting an Urgency or Distress
Message (if necessary, through the Ship Security Alert System) if it
can be done safely
• avoid the use of firearms or other aggressive behaviour which might
provoke violence by the attackers; and comply with their demands if
this is the only safe option
• if boarded, try to maintain control of navigation without endangering
life.
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Follow up
• Make a rapid and comprehensive report of an attack to
the nearest RCC, to the responsible (in territorial waters) or
nearest (on the high seas) coastal state, as well as to the
CSO and, through him, to the flag state.

• Make a full report following resolution of the incident

•Co-operate with any subsequent investigation

•Review and, if necessary, propose amendments to the

Ship Security Plan.
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8. Security documentation and Declaration of Security

8.1 Types of security documentation, including the

Declaration of Security
- Records of the following activities addressed in the SSP
shall be kept on board for at least the minimum period
specified by the administration, bearing in mind the
provisions of regulation XI-2/9.2.3 (All SSPs should
detail the communication systems to allow effective
continuous communication within the ship and between
the ship and others, including port facilities):
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 Training, drills and exercise

 Security threats and security incidents
 Breaches of security
 Changes in security Level
 Communications relating to the direct security of the ship
such as specific threats to the ship or port facilities the
ship is, or has been in
 Internal audits and reviews of security activities
 Periodic review of the ship security assessment and SSP
 Implementation of any amendments to the plan
 Maintenance, calibration and testing of any security
equipment provided on board, including testing of the ship
security alert system
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Declarations of Security
• A Declaration of Security (DOS) is a written
agreement between a port facility and a ship visiting
that facility on their respective security responsibilities
during the visit.
• The requirement for a port facility to initiate, complete
and retain a DOS is determined by the Designated
Authority and includes the conditions under which
ships and port facilities may request a DOS.
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• The Maritime Security Measures contain a model

form for a Declaration of Security between a port
facility and a ship. As well as including information on
the identity of the port facility and ship, the form
specifies the type of activity to be covered, its
duration and the security level applying to the particular
ship/port interface.
• If a ship is operating at a higher security level than the
port facility the ship/port interface should take place at its
higher Security level.
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• Normally, the DOS is completed by the PFSO. However, if

the Designated Authority determines otherwise, it may be
handled by another person responsible for shore side
security, on behalf of the port facility.

• When completed, it must be signed and dated both by the

PFSO or alternate designated by the Designated Authority
and by the ship’s Master or ship security officer. Unless
there are exceptional circumstances, the DOS only takes
effect after it has been signed by both parties in a
language common to both parties.
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• 8.2 Documents that shall be available on board at all times

- The Maritime Security Measures require documents to be carried on
board ship some of which can be inspected by duly authorized
officers undertaking control and compliance measures when a ship is
in, or intending to enter port.

The documents which are required to be available for inspection include:

a. The original of the valid ISSC or Interim ISSC;
b. The current CSR and any amendment form;
c. The certificates of proficiency for the SSO and shipboard
personnel with designated security duties;
d. Parts of the SSP subject to authorization being received from the
ship’s Administration; and 178
e. All DOS that the ship has agreed during the period covered by the
ship’s last 10 ports of call.
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• Information on the current CSR and any amendment

form should include:
a. the Administration, Government or RSO that issued
the valid ISSC or Interim ISSC; or
b. if different from above, the body that carried out the
verification on which the certificate was issued.

• Experience to date indicate that security- related

deficiencies represent around 3-5% of the total
number of deficiencies found on SOLAS ships, with the
vast majority being safety-related.
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9. Techniques used to circumvent security measures

9.1 Techniques used by pirates and armed robbers to

circumvent security measures
• Having a good plan is essential to your ship’s security,
but a plan alone is not enough. Diligence on the part of
the crew in implementing the plan is just as important.
• Terrorists and criminals will constantly search for ways to
circumvent your security measures, procedures and
equipment.
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• They will often be extremely clever and may take many

months to observe you and research your equipment in
order to find a way to successfully attack you.

• The best defense is good security awareness and

observation on the part of all crew and passengers. If
you get the sense that something is not right, then it
probably isn’t. Investigate until you are satisfied that all is
well
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9.2 Methods used by pirates and armed robbers to

undertake attacks against ships

• The Threat, as well as piracy, regional instability has

introduced new security threats including the use of:
· Anti-ship missiles
· Sea mines
· Water-Borne Improvised Explosive Devices (WBIED)

Source: BM5
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Pirates operate in Pirate Action Groups (PAG) who operate

several different boat configurations, typically using small
high speed (up to 25 knots) open boats or skiffs.
PAG boat configurations include:
· Skiffs only.
· Open whalers carrying significant quantities of fuel and
often towing one or more attack skiffs.
· Mother ships, which include merchant ships and fishing
vessels but, more commonly, dhows.
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• Where motherships are used the crew are often held

onboard as hostages. Motherships are used to carry
pirates, stores, fuel and attack skiffs to enable pirates to
operate over a much larger area and are significantly less
affected by the weather.

• Attack skiffs are often towed behind motherships. Where

the size of the mothership allows, skiffs may be carried
onboard and camouflaged.
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• Pirates may use small arms fire and Rocket Propelled

Grenades (RPGs) to intimidate Masters of ships to reduce
speed or stop to allow them to board. The bridge and
accommodation tend to be the main targets for these
weapons.
• Pirates use long lightweight ladders, knotted climbing
ropes or long hooked poles to climb up the side of the
ship. Once onboard they will make their way to the bridge
to try to take control of the ship. When on the bridge they
will demand the ship slows/stops to enable other pirates
to board.
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Attacks can take place at any time – day or night –

however experience shows attacks at dawn and dusk are
more likely.
• The intent of Somali pirates is to hijack the ship and
hold the crew for ransom. The usual practice is to keep
the crew onboard as negotiations progress, keeping
both the crew and the ship together. Seafarers have
occasionally been separated by nationality and taken
ashore. It is in the interests of the pirates to keep their
captives alive, although cases of intimidation and torture
have occurred.
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10. Recognition of potential security threats

10.1 General characteristics and behavioral patterns of

persons who are likely to threaten security

Examples of suspicious behaviors include:

 Unknown persons photographing vessels or facilities
 Unknown persons attempting to gain access to vessels
or facilities
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• Individuals establishing business or roadside food stands

• Unknown persons loitering in the vicinity of ships
• Unknown persons telephoning facilities to ascertain
security, personnel, or SOP.
• Vehicles with personnel in them loitering
• Small boats with personnel on board loitering
• General aviation aircraft operating in proximity
• Persons who may be carrying bombs
• Unknown persons attempting to gain information by
walking up to personnel or their families
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• Vendors attempting to sell merchandise

• Workmen trying to gain access to facilities to repair
• E-mails attempting to obtain information
• Package drop-offs/attempted drop-offs
• Anti-national sentiments being expressed by employees
• Anti-national pamphlets or flyers distributed
• Out-of-the-ordinary phone calls
• Recreational boaters aboard refugee craft as mariners
• High-speed skiffs approaching the ship
• Small craft containing ladders, grappling hooks
• Presence of mother ship in the vicinity of small crafts
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10.2 Importance of being observant to recognize such

persons
 One should know how to recognize suspicious patterns
of behavior while avoiding racial profiling and ethnic
stereotyping.
 Being observant is a natural human instinct that helps us
constantly improve, become more competitive in our
environment and simultaneously become more emphatic
towards others, its a trait that has been embedded into
the human psyche for a massively long time but has
become jarred in our modern society.
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11. Recognition of weapons, dangerous substances and

devices

11.1 methods of recognizing presence of weapons, dangerous

substances and devices on board ship
Other shipboard personnel having specific security duties should
have sufficient knowledge and ability to perform their
assigned duties, including, as appropriate (Part B 13.3 ISPS
Code) to have knowledge and be familiar or recognize
weapons, dangerous substances and devices
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11.2 Various types of weapons, dangerous substances and

devices
Types of weapons, dangerous substances and device used:
Knives
And
Machetes
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• Fire arms, anti-ship missile ,sea mines

( source: BMP5) ( source: BMP5)
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Water-Borned Improvised Explosive Device (WBIED)( source: BMP5)

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Explosives

Gas cylinder bomb

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• I.E.D (Improvised Explosive Device)

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• Incendiary Device
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• Vehicle Borne Improvised Explosive Device (Car Bomb)

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11.3 Hazards of the presence of weapons, dangerous

substances and devices on board ship
• The use of firearms on or near ships and in port facilities
may pose particular and significant safety risks, in
particular in connection with certain dangerous or
hazardous substances and should be considered very
carefully.
• In the event that a Contracting Government decides that
it is necessary to use armed personnel in these areas,
that Contracting Government should ensure that these
personnel are duly authorized and trained in the use of
their weapons and that they are aware of the specific
risks to safety that are present in these areas
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• If a Contracting. Government authorizes the use of

firearms they should issue specific safety guidelines on
their use.

- Dangerous substances can be gases of

explosive/Flammable or toxic in nature which can be in
liquefied form or compressed

- Dangerous liquids, solids can be so due to being

flammable toxic or having properties to cause damage to
human body like corrosion burns or cancer/mutation of
cells.
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12. Crowd management and control techniques

12.1 Basic reaction of a crowd in crisis situation

• Crowd Management is the ability to assist passengers in
an emergency situation; to control passengers in
staircases, corridors and passages; to use procedures
for preventing panic and other irrational behavior; and to
communicate with, instruct and inform passengers.
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• Coping with any emergency situation, with all its inherent

possibilities for chaos, naturally calls for very intelligent,
effective, knowledgeable and trained behavior by the crew.

• Regarding a crowd’s reaction patterns in a crisis or in

emotional turmoil, unpredictable behavior must be
regarded as regular. The crew members shall reach an
understanding of the psychological basis for how people
spontaneously assess and react to stressful information.
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• From the survivors’ statements we can learn about the

activities of crew members and the reaction patterns of
both crew and passengers. We have reports on panic,
paralysis, shock, inability to understand, inability to find
purposeful action, exhaustion, altruistic and heroic
behavior, just to mention some.

Source: M/V Estonia

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• Crew members learn how passengers reach their

personal understanding of what is going on, how they
value their opportunities for actions and how emotional
consequences may affect their behavior.

• According to STCW: The crew must possess the ability

to monitor and manage a crowd during an emergency
situation. Furthermore, The crew must be able:

 To provide passengers with relevant information during

an emergency.
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 To take a leading role in an emergency situation

 To react in a proper way

 To mobilize some of the passengers to assist.

 To convince passengers that an emergency situation is

over
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12.2 The importance of clear communication with crew

and passengers during an emergency
Informing passengers in case of emergency
 Information to passengers must be given high priority
 Be prepared for stress reactions
 Control the information
 Never lose credibility
 The messages must agree with what the passengers
themselves are experiencing
 Do not make light of real risks
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• Passengers may expect that the truth is being kept from

them
1. Tell what has happen
2. Give your appraisal of the situation
3. Give details about what measures have been taken
4. State the expected outcome
5. State whether the situation has been reported ashore
6. Point out that the crew is trained for the task
7. State the point in time for the next announcement
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 Give information frequently

- Every 10 to 15 minutes during an active phase
- Every half an hour or hour during a more stable phase
- Restrict yourself to instructions and information only
- Specify the precise time for the next announcement and
keep the time punctually
- Repeating previous information is also informative
- Uncertainty/doubt is the worst state
 Help passengers find their relatives and travel
companions
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13. Handling security-related information and security-

related communications

13.1 Sensitive security-related information and

communications

• Certain information and communications will be

considered security sensitive and that the levels of
security 1,2 and 3.
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• Seemingly benign conversations, therefore may result in

a disastrous consequences. All personnel will need to
appreciate the risk of security leaks through
communication by improper methods or to the wrong
persons.
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13.2 Security-sensitive information and the importance

of keeping it confidential
Types of Sensitive information:
- Ship’s Timings
- Ship’s Location
- Ship’s route
- Ship’s design
- Ship’s procedure
- Port timings
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• Pieces of information about the above mentioned factors

are described as sensitive information and must be
protected to prevent unauthorized people and groups
from assessing it. Hence, it is very important to keep
them confidential.
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14. Methods for physical searches and non-intrusive

inspections

14.1 Methods for physical searches and non-intrusive

inspections
• Methods of Search - Persons
Physical Searching - Physical searching is best carried out in
booths as privacy minimises embarrassment and increased
effectiveness. People being searched should not be given the
opportunity of selecting a particular searcher. One person, a
supervisor, should observe people waiting and note suspicious
behaviour and allocate passengers to available searchers to
ensure no over-loading.
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• Metal Detection – People can be screened by passing

through an archway pre-set to alarm if a certain amount
of metal is carried through. Hand-held metal detectors
can be used for screening individuals.
• However, metal detectors will not pick up explosives,
plastic weapons or inflammable liquids carried in glass or
plastic containers.
• Metal detection should be augmented by a physical
search of a proportion of those being screened, including
some who do not alarm the detector. This would
increase the chances of detection and acts as a powerful
deterrent.
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Baggage Screening
• Metal Detectors - Metal detectors are of little use for
screening baggage and personal belongings since most
bags and brief-cases have locks, hinges and other metal
components which would result in a very high alarm rate.
Moreover, hand-held detectors have a limited depth of
effective penetration.
• Vapour Detection - Air sampling systems, either static or
hand-held, can be used to detect high concentrations of
some explosives. However, currently no commercial
system is capable of detecting all forms of explosives.
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• Physical Search – A physical search of baggage should

include a check for false compartments, often used for
the smuggling of weapons and devices.
• Although false "bottoms" are most usual, devices have
been incorporated around the sides of cases, in the lids
and in the compartments of hold alls. A smell of glue, or
a heavy odour to mask the smell of glue or explosives,
may be an indication that a lining may have been stuck
back in position.
• Deliveries to Ships - Terrorists may well use innocent
miscellaneous vehicles and people delivering stores to a
ship. Good access control, personnel identification and
random search will help to counter this risk.
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14.2 Techniques used to conduct physical and non-

intrusive searches of persons, personal effects,
baggage, cargo, and ship’s stores

• Unless there are clear security grounds for doing so;

members of the vessel’s crew should not be required to
search their colleagues or their personal effects.

• It should be conveyed that any such search shall be

undertaken in a manner that fully takes into account the
human rights of the individual and preserves his or her
basic human dignity.
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14.3 Carry out physical searches and non-intrusive

inspections in accordance with prescribed
procedures (Lecture-Demo-Practical Exercise)
Equipment to be used:
- Metal detector
- Round stick
- Gloves
- Luggage
- Step board
- 2 way radios
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15. Techniques for monitoring restricted areas

15.1 Security measures and procedures used in the three

(3) security levels required to monitor restricted areas to
ensure only authorized persons have access
Restricted Areas
• The SSP must identify areas that are restricted which is
to be established on board. The purpose of such areas is
to restrict access, protect the personnel onboard, protect
the cargo from pilferage or tampering etc. The restricted
areas may include the navigation bridge, machinery
spaces, spaces with security related equipment,
ventilation spaces, spaces containing IMDG cargo,
accommodation, any other areas specified as per the
SSP.
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With regard to the restricted areas, the measures to be

applied on them are as follows:

MARSEC Level 1
• Locking/securing access points
• Using surveillance equipment to monitor areas
• Thorough patrolling
• Using alarm system to alert the ship’s personnel in case
of unwanted entry
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MARSEC Level 2
•Establishing restricted areas in the vicinity of the access
points
•Continuously monitoring surveillance equipment
•Additional personnel for patrolling said areas

MARSEC Level 3
•Setup of restricted areas near the access points at the
highest level of stringency
•Searching for restricted areas as part of the ship search
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Cargo Handling
Security measures are in place vis a vis cargo operations to
prevent tampering as well as to prevent the carriage of any
cargo that has not been authorized or established to be
carried onboard. The following measures can be used as a
reference:
MARSEC Level 1

• 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
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MARSEC Level 2

• 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

MARSEC Level 3

•Suspension of loading or discharging

•Verify inventory of DG and hazardous substances onboard
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Delivery Of Ships Stores

Stores should be checked for packing integrity including
random checks on samples. No stores should be accepted
without inspection; check if tampered with if accepted.
Unless ordered, stores should not be accepted.
Double check with documentary evidence about what has
been ordered and what has not. Following measures may
be used as reference:

MARSEC Level 1
• Match orders with documents prior to loading
• Stow the stores securely
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MARSEC Level 2

• Thorough checks prior to loading stores and intensifying

inspections of the same

MARSEC Level 3

• Delivery of stores to be taken only in case of emergency

Handling of unaccompanied baggage

Baggage must be screened before taking on board; use
advanced methods such as X ray if needed.
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MARSEC Level 1
Baggage screened and searched which may include X ray
screening

MARSEC Level 2
Full screening including X ray of all baggage

MARSEC Level 3
Suspension of baggage handling
Refusal to accept any unaccompanied pieces of baggage
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Monitoring the security of

the ship
The aspect of monitoring
must cover lighting, watch
keepers including security
guards for patrolling,
intrusion detection devices.
These intrusion devices
must be capable of setting
off an alarm.
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The ship’s deck and

access points should be
illuminated in darkness as
well as the vicinity of the
ship depending on the
extent of security threat
that is at stake. In ports
prone to contraband
smuggling, an underwater
hill check must also be
carried out.
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The security of the ship and

the port are complementary
to each other. One cannot
be safe without the help of
the other. The SSO and
PFSO’s communication and
cooperation is essential to
the compliance of the SSP
and the upkeep of security
levels.
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16. Controlling access to the ship and restricted areas on

board ship
16.1 Commonly designated restricted areas on board ship
All restricted areas should be clearly marked as “RESTRICTED
AREA, AUTHORIZED PERSON ONLY”.
- Bridge & Radio Room
- Engine Room & Emergency G/E Room.
- Steering Gear Room (Outside only), Paint Store, FWT
- Battery Room, Gas rooms, Bosun Store, Midship Store
- Air Conditioning Room
- Cargo spaces (only for dangerous good or hazardous
substances)
- Crane house
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Vulnerable Areas
• The following areas may be re-designated as “Restricted
Areas” by the CSO in consultation with the SSO based
on the security threat information received.
- Crew Accommodation & Ship Office.
- Provision Stores and Spaces containing ship’s stores as
designated by SSO
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16.2 Methods and identification system to control access

to the ship and its restricted areas
• All those seeking to board the ship should be liable to
search. The frequency of such, including random
searches, should be:
- At security level 1: one to two persons out of 10 persons;
- At security level 2: two to five persons out of 10 persons;
- At security level 3: all persons seeking to board are to be
searched.

REMARKS: Port Authorities, such as USCG, who can identify himself properly
are permitted to carry firearms onboard and are exempted from being
searched
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17. Methods for effective monitoring of deck areas and

areas surrounding the ship
17.1 Methods for effective monitoring of deck areas and
areas surrounding the ship
Monitoring the Security of the Ship
• Monitoring includes by means of lighting and security
watch-keepers. Security guards, deck watches and
patrols should also be included as required.
Considerations shall be made to the possible effects of
weather conditions or of power disruption in which cases
the SSO shall increase the strength of security watches
immediately.
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• The ship’s deck and access points to the ship should be

illuminated during hours of darkness and period of low
visibility, while conducting ship/port interface activities or
at a port facility or anchorage when necessary.

• While underway and when necessary, the ship will use

maximum lighting available consistent with safe
navigation (having regard to the provision of the
International Regulations for the Prevention of Collisions
at Sea in force).
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18. Inspection methods relating to the cargo and ship’s

stores

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

stores
• Inspections relating to cargo are based on a SSP and is
dependent on different levels of security. i.e. at Level 1
Routine checking of containers and cargo holds prior to,
and during, cargo handling operations; at Level 2 Detailed
checking of containers and cargo holds; at Level 3
Suspension of the loading or unloading of cargo.
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19. Methods for controlling the embarkation and

disembarkation
19.1 Methods for controlling the embarkation and
disembarkation
Methods are also stated in a SSP.e.i. at security level 1
Establishing control points for restricted access that should
be bounded by fencing or other barriers
• Verifying the identity of every person seeking to enter
• Screening of persons goods and vehicles for weapons
specified in a SSP.. etc
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20. Types of security equipment and systems

20.1 Various types of security equipment and systems including
those that could be used in case of attacks by pirates and
armed robber, including their limitations

CITADELS
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AIS ( Automatic Identification System)

Locks
Ship Security Alert System
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GMDSS equipment
Lighting

Handheld radio

CCTV
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Closed Circuit Televisions (CCTV)

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Automatic Intrusion Detection Device(Burglar Alarm)

Explosive detectors

Metal detector
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Container X-ray devices

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Baggage screening equipment

Long Range Acoustic Device (LRAD)

General alarm
Razor Wire
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Electric fencing

Netting

Slippery foam Security glass film

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Crowd Cube

Anti Razor Canister

Water and foam monitors

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Dazzle Gun
Anti piracy curtain

Rubber Ball Grenades Anti Piracy Laser Device

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20.2 Security equipment and systems that may be used to

prevent and suppress attacks by pirates and armed
robbers
• During the SSA, the CSO and SSO must evaluate the
need for other appropriate security equipment that may
be used to protect the security of the ship
• The SSP must identify all ship security equipment and
establish procedures for inspecting, testing and
maintaining all security equipment in accordance with
the equipment manufacturer instructions.
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21. Testing, calibrating and maintaining security systems

and equipment
21.1 Requirements for
testing, calibrating and
maintaining security
systems and
equipment, particularly
while at sea, as used in
the suppression of
attacks of pirates and
armed robbers
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The maintenance of ship security alert system shall be

in accordance with the manufacturer’s instruction manual
that is to be kept under the custody of the SSO.

This manufacturer’s instruction manual shall be treated

as “highly confidential” document and is to be kept under
lock and key. No part of the manual is to be reproduced
or disclosed to the third party in any manner whatsoever
without written permission from
the CSO.
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SATSDSD