Ship

Security

SHIPS
Ship Security
CONTENTS subsequent terrorist attacks on merchant ships have occurred,
such as the attack on the Limburg off Yemen in October 2002
Introduction................................................................................................... 01 by a small boat containing explosives.
ISPS Code......................................................................................................... 01
The IMO has provided the main international forum for the
Security Assessment................................................................................. 01
development of measures to meet this threat by increasing the
Company Security Officer (CSO)......................................................... 02
security of ships and ports. The introduction of many of these
Ship Security Assessment (SSA).......................................................... 02
measures was approved at a diplomatic conference held at the
Ship Security Plan (SSP)............................................................................ 02
IMO in London in December 2002 and came into force in July
Ship Security Officer (SSO)..................................................................... 03
2004.
Declaration of Security (DOS)............................................................... 03
Training and Drills........................................................................................ 03 At the centre of the new security provisions were amendments
Records............................................................................................................. 03 to the SOLAS Convention and a security code, known as the
International Ship Security Certificate.............................................. 03 International Ship and Port Facility Security (ISPS) Code.
Ship’s Equipment........................................................................................ 04 This briefing highlights the main provisions of the international
Management Systems............................................................................. 04 regulations and provides some practical guidance to ship
Control and Inspection of Ships in Port............................................ 05 operators about the steps they should take to implement
Security of People on Ships.................................................................... 05 them. It will also address some of the practical concerns and
Practical Advice to Ship Operators..................................................... 05 commercial implications of the rules.
P&I Cover - Frequently Asked Questions........................................06
ISPS Code
Introduction At the heart of the IMO ship security measures is the
Seafarers and ships have faced threats to their security ever International Ship and Port Facility Security (ISPS) Code. This
since sea trade began. Over the past few years, robbery and applies to port facilities serving ships on international voyages,
piracy incidents have continued to occur and are very common to all passenger ships on international voyages and to all other
in some parts of the world, such as off the coasts of Somalia ships over 500 GT on international voyages.
and West Africa. Lack of security in port areas has also made it The ISPS Code was introduced by an amendment to Chapter XI
difficult for ships to prevent stowaways or the theft of cargo. of the SOLAS Convention and has two parts. Part A contains
Until 2001, ship operators and seafarers were often left to face the mandatory requirements and Part B provides guidelines on
these problems alone with little help from the authorities how to meet them.
ashore. Terrorism was not seen as a significant maritime threat,
Although Part B of the Code is not mandatory, it does provide
especially to cargo ships.
port facility operators, ship operators and seafarers with a
The terrorist attacks that did occur against merchant ships comprehensive guide to the requirements of the ISPS Code. As
were generally directed against passenger or cruise ships, such with all such official guidance, failure to follow its provisions
as the attacks on the Achille Lauro off Egypt in 1985, and the might be seen as a failure to exercise due diligence and
City of Poros in Greece in 1989. Members should therefore take all reasonable steps to comply
Following the Achille Lauro incident, the Maritime Safety with Part B as well as Part A of the Code.
Committee (MSC) of the International Maritime Organization
Security Assessment
(IMO) adopted a set of security guidelines, which were
published in MSC Circular 443 in 1986. These provided The ISPS Code is intended to work on the basis that security
recommendations and comprehensive guidance for the measures are implemented in proportion to the potential risk
security of passengers and crews. However, no legislation was to security, which may vary from time to time. The government
produced and it was generally left to individual countries, ports of a country, or a Designated Authority is part of same
or shipping companies to develop their own security sentence.
provisions. Authority within the government, will assess the likely security
The situation changed completely in the aftermath of the threat and set the security threat level required at each of its
terrorist attacks in the United States on 11 September 2001. port facilities accordingly. Updated information about security
Various countries, particularly the United States, concluded threat levels and measures will then be provided to port
that it was likely that terrorists would either use ships as facilities and ships. Governments also have to provide a point of
weapons, or to carry weapons or terrorists into a target contact through which ships can get advice or assistance, or
country, or that they would attack ships to cause chaos in report security concerns.
international trade and the international economy. A number of

For more information, please visit www.nepia.com

Copyright © 2019 The North of England P&I Association Limited

01 Ships / Ship Security

Ship Security (cont.)
Shipping companies already have a Designated Person, or
Three Tier Security persons, to administer and audit the ISM Code. As they will
The different levels advise of the extent to which a security already have lines of communication in place, as well as the
threat is considered to be present and are used to trigger training and expertise to develop procedures and carry out
appropriate protective measures both onshore and on audits, in some companies it may be appropriate to extend
board ships in the port facility. their area of responsibility to include security.

Level 1 - Low risk Ship Security Assessment (SSA)

This is the level of threat for which normal security
At the centre of the measures required by the ISPS Code is the
measures are sufficient and is the minimum level that
Ship Security Plan, which is specific to an individual ship and
should be maintained at all times.
based on a security assessment of the ship.
Level 2 - Medium risk Detailed guidelines for carrying out a security assessment of a
At Level 2 there is a heightened threat of a security incident. ship are provided in Part B of the Code. The assessment should
Additional protective measures are required and may have include:
to be sustained for prolonged periods while there is an
increased risk of a security incident. Identification of existing security measures
Identification of key shipboard operations requiring
Level 3 - High risk protection
Level 3 means that there is an exceptional threat and that a
Identification of threats to the key shipboard operations and
security incident is probable or imminent, although it may
the likelihood of them occurring
not be possible to identify a specific target. Further
intensified protective and preparatory measures are Identification of weaknesses in the ship’s infrastructure and
required, but these are not intended to be sustained for procedures.
significant periods of time.
Ship Security Plan (SSP)
As the security threat level increases, the measures taken to Following the security assessment a Ship Security Plan can be
provide security within the port are increased appropriately developed to include measures to:
from Level 1 through to Level 3. Identify the areas of the ship where access is to be restricted
Likewise, the underlying security threat level applied to a ship Appoint a Ship Security Officer and specify the security
will be set by the appropriate authority of the ship’s flag. The duties of shipboard personnel
effect on a ship visiting a port is that it must implement Prevent weapons and other dangerous devices being taken
measures that provide the required level of security for the port on board the ship
facility, or the level set for the ship if it is higher.
Respond to a security threat or security breach and report
Consequently, a ship’s security plan must contain measures incidents
that can be implemented for each of the three security levels Interface with port security procedures
- as the required security level increases, the measures taken to
Evacuate the ship in the event of a security threat
provide security on the ship are also increased.
Respond to government security instructions.
Part B of the Code contains guidance about the factors that a
government, or their Designated Authority, take into account The actions taken to meet the above requirements will need to
when setting a security threat level for port facilities or ships. become more thorough as the security level under which the
ship is operating is increased.
Company Security Officer (CSO) Part B of the Code provides guidelines on the measures to be
Every company has to designate a Company Security Officer taken at each of the three security threat levels, to control:
(CSO) whose responsibility is to ensure that Ship Security Plans
are developed and approved for the ships operated by the Access to the ship
company. Restricted areas on the ship

The Company Security Officer has to ensure that the Ships’ Handling of cargo
Security Plans are maintained, modified if necessary, and Delivery of stores
audited. He also has to ensure that security assessments are The monitoring of security.
carried out, the appropriate level of security enforced and that
The Ship Security Plan also has to contain provisions to ensure
effective communications are established with port security
that the crew are trained, drills are carried out, records are kept,
officers when ships are in port.
and the procedures audited.

For more information, please visit www.nepia.com

Copyright © 2019 The North of England P&I Association Limited

02 Ships / Ship Security

Ship Security (cont.)
The plan could of course provide essential information for Training and Drills
anyone wishing to pose a threat to the ship, so it must be
The success of any management system and procedures
protected from unauthorised access or disclosure, including
depends on the motivation and familiarity of those carrying
disclosure to officials in port.
them out. Shore-side staff and seafarers have not traditionally
However there may be special circumstances in which been expected to be experts in security, so proper training and
authorised officials are allowed to look at the plan and verify drills are essential to ensure success. The Company Security
that the ship security requirements have been met. To maintain Officer, Ship Security Officers and other appropriate personnel
security a ship should carry two versions of the plan, a need to be given adequate training by a suitable security
confidential version and less restricted version. Only this latter organisation.
version should be disclosed to port officials, and should not
Seafarers also need to be familiar with their security duties and
contain details of passwords, codes, or the location of certain
responsibilities under the security plan and to have practice
items of equipment.
drills for different security scenarios, such as a bomb threats,
The development and auditing of security plans is something attacks, and other breaches of security. According to Part B of
that is beyond the expertise of most shipping company staff. the ISPS Code, drills should be carried out at least every three
The Company Security Officer is therefore not expected to months or after certain crew changes.
assess and develop security plans himself, but has the
responsibility of ensuring that security assessments are carried Records
out and plans developed by competent persons or security As with any other management system, records need to be
organisations on the shipowners’ behalf. kept for audit purposes and to show that due diligence has
been exercised, as well as for inspection by authorised persons
Ship Security Officer (SSO) in port. The Ship Security Plan requires a number of records,
A Ship Security Officer is designated for each ship with the including but not limited to:
responsibility to ensure that the Ship Security Plan is properly
Records of training, drills and exercises
implemented, the crew trained and drilled, and most
importantly, that security awareness and vigilance are Reports of security breaches and incidents
maintained. Changes in the security level in operation
It is up to each company to decide who to appoint as Ship A record of audits and reviews.
Security Officer. Given the level of experience and seniority that Records may be kept in electronic format, but in all cases must
may be required, the most appropriate choice is probably the be protected from unauthorised access or disclosure.
chief officer, but the ISPS Code does not specify any particular
person. International Ship Security Certificate
The ship’s security system, equipment and plan are all subject
Declaration of Security (DOS)
to verification to ensure that they comply with the
When a ship is in port, a government may require that an requirements of SOLAS and the ISPS Code. After a satisfactory
agreement is reached between the ship and port authorities initial verification, an International Ship Security Certificate will
about the security measures to be taken at the interface be issued. This certificate is valid for five years after which it
between the ship and the port facility, which are the areas needs to be renewed. The certificate also requires a
where people move between the ship and the shore, or where satisfactory intermediate verification, and any additional
cargo is loaded. The agreement should specify who will be verification required by the ship’s Flag State, to remain valid.
responsible for implementing the security measures.
In some special cases the Flag State administration may issue
This agreement takes the form of a Declaration of Security, an Interim International Ship Security Certificate, which lasts for
signed by the ship’s master or Ship Security Officer and a up to 6 months, while the full certificate is being issued.
representative of the shore-side authorities.
Recognised Security Organisation (RSO)
A Declaration of Security is unlikely to be required in every case,
The International Ship Security Certificate is issued by the ship’s
but a prudent master and Ship Security Officer should be
Flag State, but not all governments will be able to, or want to,
prepared to implement an agreement when necessary.
carry out some of the duties under the ISPS Code themselves.
A Port Facility Security Officer (PFSO) or a ship can also request The government or Designated Authority can appoint a
a Declaration of Security to be completed, for example if the Recognised Security Organisation to carry out duties such as
ship is operating at a higher security level than the port facility. approving Ship Security Plans, carrying out verification surveys
and issuing International Ship Security Certificates on its behalf.

For more information, please visit www.nepia.com

Copyright © 2019 The North of England P&I Association Limited

03 Ships / Ship Security

Ship Security (cont.)
The ISPS Code specifies that these Recognised Security However, the actual method of sending the alert and the
Organisations must have the relevant expertise and knowledge method by which receipt of an alert is confirmed is not
in security, but should not carry out these duties if they have specified. The amendments to SOLAS only require that ships
been involved in the related security assessment or drawing up should be able to send an alert and that authorities ashore
the Ship Security Plan. should be able to receive them. The response that should be
taken by a Flag State or other country is not specified.
Ship’s Equipment
Equipment required by ISPS Code
A number of changes to ships and their equipment have been
Most ships need to be fitted with additional security
introduced to meet the latest security requirements for ships
equipment, such as door locks and screening equipment, to
trading internationally. To provide some guidance and
comply with the ISPS Code.
information to ship operators, the main features of these
measures are summarised on this page.
Management Systems
Automatic Identification System (AIS) Changes to the ships equipment are relatively easy to
An automatic identification system fitted to a ship provides understand and introduce, even if there is an obvious cost
shore stations and other ships with information that includes its implication. When it comes to management systems, things
identity, type, position, course and speed. The system must are not always so straightforward. Some of the amendments
also be able to receive similar information from other ships in to Chapter XI of the SOLAS Convention require the introduction
the vicinity. of additional management systems designed to make many
aspects of the ownership and operation of a ship more
The original intention of AIS was to increase navigational safety
transparent. The main features of these requirements are
by providing information about a ship to shore stations and
summarised below. Many also have commercial implications,
other ships in the vicinity to enable them to identify, monitor
which are considered later.
and track it. This would obviously also be a useful security
measure as shore stations and defence organisations would be Responsible persons
able to identify and monitor ships in their waters more easily. Authorised officials in countries that a ship visits may need to
A serious worry is that the information transmitted by a ship’s contact the relevant persons in the shipping company directly
AIS, including the ship’s identity, course and speed, will be to request or verify information for security purposes. The ship
available to anyone with suitable receiving equipment. This needs to have up-to-date documentation on board to identify
would include terrorists, pirates and belligerent nations wanting the Company Security Officer (see page 2) and also:
to intercept and board or attack a particular ship. The persons in the shipping company who appoint the crew
Ship identification number The persons in the shipping company who decide the
Every ship has a unique IMO number, which remains employment of the ship
unchanged during the ship’s life regardless of any other The parties to any charterparties the ship is employed under.
changes such as to the ship’s name, flag or owner. Knowledge
of the IMO number therefore provides a straightforward means Continuous synopsis record (CSR)
of identifying a ship and finding out about its history. Another measure intended to provide a complete history of the
ship, and hence identify anything in its past that might present
The IMO thus makes identification easier by requiring the IMO a security threat, is the Continuous Synopsis Record (CSR). This
number to be easily visible from outside the ship. It is to be provides an on-board record of the ship’s history and any
permanently marked in a contrasting colour in specified places changes. The information includes, but is not limited to, details
on the ship, such as on the stern, above the load line on either such as:
side, on the front of the superstructure, or on either side of the
superstructure. Ship’s name
IMO number
Ship security alert system
Flag State
The concept of the security alert system is that a ship should
be able to alert the company and authorities ashore by Registered owner’s name and address
activating an alert from the bridge, or from at least one other Classification Society
place on the ship, if there is a security threat. When the Organisation issuing ISM certification
administration of the ship’s flag, or the state whose waters the
Organisation issuing ship security certification.
ship is in or near, receives an alert they have to advise each
other. Although it is the ship operators’ responsibility to keep the
information up to date, the Flag State administration actually
The regulations specify that no alarm should be raised on the
issues the CSR. The CSR should be kept on board and made
ship itself or on any other ship.

For more information, please visit www.nepia.com

Copyright © 2019 The North of England P&I Association Limited

04 Ships / Ship Security

Ship Security (cont.)
available to any authorised person for inspection, and a copy is Pre-employment check
held by the Flag State. If the ship changes flag, copies of Under the STCW Convention ship operators are required to
existing CSR documents are to be retained on board and the ensure that seafarers have the appropriate qualifications, and
old Flag State sends copies of its records to the new Flag State. are also required to maintain full employment records of their
The process is intended to prevent the history of the ship being sea staff.
falsified in any way.
Ship operators are also required to ensure that seafarers are
Any changes to relevant ship’s details have to be notified to the medically fit, and many organisations, including P&I Clubs,
Flag State, which in turn has three months to issue a revised strongly recommend instituting a system of suitable pre-
CSR. A potential problem with this is that a Flag State might not employment medicals for this purpose. Members should
have the administrative capability to deliver a new CSR consider extending this exercise of due diligence to incorporate
document to the ship within the required time, in which case an appropriate security check on seafarers’ backgrounds before
the master or company will be authorised and required to employment commences.
amend the CSR on board. In the meantime this could lead to
problems for the ship during port calls. Master’s powers
Under SOLAS, Chapter XI-2, regulation 8, ships’ masters are
Control and Inspection of Ships in Port allowed to make decisions regarding the security of the ship
Ships need to be able to meet security requirements at a regardless of constraints imposed by the company, charterers
number of different levels depending on the security threat or anyone else. The regulation also makes it clear that a
determined to exist for the particular ship and the port being master’s first responsibility is for the safety of the ship.
visited. These security threat levels, ranging from 1 (lowest Masters may deny access to persons or refuse to load cargo, if
threat) to 3 (highest threat), were described on page 2. they judge it necessary in order to maintain the security of the
When a ship visits a port, the authorities of that country may ship. Moreover, the company is required under the ISPS Code
require information to be provided before the ship is allowed to to emphasise the master’s authority and provide assistance to
enter port, or to inspect the ship, to ensure that it can meet the him if requested.
level of security required. Appropriate records need to be kept However, masters are not allowed to refuse access to a person
from the last 10 ports visited. duly authorised by a government. Although Part B of the ISPS
If the ship does not have a valid International Ship Security Code encourages governments to ensure that officials are
Certificate, or there are “clear grounds” that a ship is a security issued with appropriate identification documents, there is no
threat, the authorities can deny the ship entry into port or internationally recognised requirement for authorised persons
enforce their own security requirements and detain, restrict to carry suitable identification, such as an identification card
operations, or even expel the ship. containing a photograph, or for there to be a procedure to
verify them. This could result in the bizarre situation of a master
Part B of the ISPS Code gives some examples of “clear getting into trouble for refusing access to a person who turns
grounds”, such as evidence of deficiencies in security out to be an authorised official, even if that person did not carry
equipment, evidence that the master and ship’s crew are not any reasonable identification.
familiar with shipboard plans, or that security exercises and
drills have not been carried out. Other instances may occur if Another problem relates to a master’s practical ability to
the ship is considered to present a security threat, for example, identify cargo posing a security threat to the ship, for example
if persons who have been rescued at sea are on board the ship. within the cargo on a 13,000 TEU container ship.

Safe manning
Security of People on Ships
Safe manning levels have traditionally only related to the safe
Probably the most crucial security measures are those used in navigation of a ship. Part B of the ISPS Code advises Flag States
the employment and identification of ships’ crew, as well as to consider the additional workload that may result from
identification of other persons allowed to board a ship in port. implementation of new security measures when setting the
The security measures for ships’ crews are to prevent anyone statutory safe manning levels of ships.
who could be a security threat from becoming a member of
the crew or impersonating a crew member. Practical Advice to Ship Operators
Ships’ security measures in port should only allow persons who Part B of the ISPS Code gives comprehensive guidance about
do not pose a security threat, and have proper identification, to the measures that ship operators and seafarers should take to
board a ship. make their ships secure. Practical advice on how to assess, plan
and implement these measures is not given in the ISPS Code,
as these are subjects about which ship operators should obtain
specialist advice.

For more information, please visit www.nepia.com

Copyright © 2019 The North of England P&I Association Limited

05 Ships / Ship Security

Ship Security (cont.)
However, the following paragraphs highlight examples of the Examples of restricted areas are the bridge, machinery spaces,
sort of measures ship operators might need to implement in crew accommodation, cargo spaces and stores spaces. Fitting
three key areas of ship security - access, searches and suitable locks, surveillance monitoring equipment and devices
restricted areas. that detect intruders automatically, can protect these.
Restricted areas should also be patrolled regularly, and guarded
Access in times of heightened security
At any level of security, access to the ship should be tightly
controlled. Initially this means establishing the ways by which P&I Cover - Frequently Asked Questions
access can be gained, for example using mooring ropes and
A number of questions are regularly asked about the P&I cover
cargo equipment, as well as by accommodation ladders,
available for claims involving the security of ships and terrorism.
gangways and ramps.
The most frequently asked questions are answered below:
The approved access route, usually the accommodation ladder,
Does P&I cover Members’ increased costs and expenses as a
should be permanently manned and only persons who have a
result of having to provide extra security precautions?
proper reason should be allowed to board. All persons boarding
No - These are operational matters and the costs and expenses
should be positively identified by an appropriate means of
are not recoverable from P&I.
identification, such as an identity card or boarding pass
including a photograph, which can be verified. Security precautions may be required by international
legalisation, such as the ISPS Code, or local rules. For example,
Having established controls on the authorised access routes,
security guards may be required in the United States on ships
the unauthorised routes should be guarded. This can be
where not all the crew members meet visa requirements.
achieved by closing and locking ship-side doors, removing
over-side ladders, fitting guards on mooring ropes or anchor Members should consider increasing their commercial rates to
cables and ensuring that the deck and over-side areas are well pass on some of the burden to shippers and charterers.
lit. The deck areas need to be patrolled regularly and the patrols Consideration should also be given to incorporating suitable
also need to observe the land and sea approaches to the ship. clauses in charterparties.
Closed circuit television cameras could also be used.
Does P&I provide cover for fines arising from a failure to
As security threat levels are increased, restrictions imposed on comply with security regulations?
persons authorised to board, and the number and frequency of Perhaps - Members’ P&I liabilities for fines are covered
patrols will need to be increased appropriately. providing that a Member has taken reasonable steps to avoid
Searches the event giving rise to the fine. This includes taking proper
steps to be aware and comply with security regulations.
Anyone travelling by air is used to having a routine search of
their person and their baggage. Similar precautions, in liaison National regulations, such as the 24-hour manifest rule
with the port facility, may now be appropriate for anyone imposed by the US Customs Services for goods being
boarding a ship and inspection areas may need to be set up – imported to the United States, may oblige the carrier to provide
manned by suitably trained ship and/or port staff. The information about cargo being carried and describe the cargo
inspections should look for prohibited weapons and explosives precisely in cargo manifests and bills of lading. A failure to
on persons, and in carry-on luggage and baggage. Inspections comply can result in fines and/or the delay or refusal by
will also need to be carried out on ship’s stores and spare gear. customs to permit the non-complying cargo to be discharged.
The extent of the inspections will depend on the level of If the authorities refuse to allow cargo to be discharged, cover
security required. In addition to physical examination, for a Member’s resulting liabilities, costs and expenses will be
equipment such as metal detecting wands, X-ray machines considered by the P&I Club on a case-by-case basis and any
and explosives vapour detectors may be used. claims arising may be subject to the discretion of the P&I Club
Directors.
Restricted areas
Although access to the ship is controlled, there is still a
possibility that unauthorised persons may get on board, or that
authorised persons such as stevedores may try to enter spaces
where they are not allowed. The second line of defence on the
ship is to designate restricted areas to which no one has access
except authorised members of the crew.
Anyone else, such as a surveyor or Port State inspector, will
need to obtain permission and should always be accompanied.

For more information, please visit www.nepia.com

Copyright © 2019 The North of England P&I Association Limited

06 Ships / Ship Security

Ship Security (cont.)
Does P&I provide basic cover for terrorist incidents? Disclaimer
No - Claims arising from war risk type incidents, which include The purpose of this publication is to provide a source of information which is
additional to that available to the maritime industry from regulatory, advisory,
terrorist acts, have always been excluded from normal P&I and consultative organisations. Whilst care is taken to ensure the accuracy
cover. The P&I Club Directors retain a right to decide whether or of any information made available no warranty of accuracy is given and users
not any act constitutes an act of terrorism. of that information are to be responsible for satisfying themselves that the
information is relevant and suitable for the purposes to which it is applied.
Members should obtain cover for terrorism under a separate In no circumstances whatsoever shall North be liable to any person whatsoever
for any loss or damage whensoever or howsoever arising out of or in
war risk policy, available from commercial war risks insurers in connection with the supply (including negligent supply) or use of information.
the marine insurance market or from a small number of mutual
Unless the contrary is indicated, all articles are written with reference to
insurers. The risks covered by these policies should include English Law. However it should be noted that the content of this publication
protection and indemnity risks insurance for P&I type risks. does not constitute legal advice and should not be construed as such.
Members should contact North for specific advice on particular matters.
Does P&I provide top-up cover for terrorist incidents?
Published April 2012.
Yes - P&I Clubs in the International Group of P&I Clubs provide
additional cover for war risks, including acts of terrorism,
provided that a Member has suitable underlying cover provided
by war risks insurers. If a war risk claim exceeds the underlying
war risks market cover, P&I Clubs in the International Group of
P&I Clubs provide additional cover to a Member of up to
US$500 million per claim.
Because of this provision, P&I Clubs in the International Group
require their Members to have separate standard hull war risks
insurance for loss or damage to the ship. They also require the
hull war risks insurance to be at least to the proper value of the
entered ship and to contain a P&I inclusion clause, which
provides cover for P&I type liabilities mentioned above.
What is a war risk area?
In a time of war or conflict, the areas where war risks apply are
defined and published by the Joint War Risks Committee in the
London market. In that case war risk insurers may declare the
area to be an “additional premium” area, and basic war risks
cover may be cancelled and reinstated at a higher rate.
Are P&I premiums increased in war risk areas?
Not usually - P&I Clubs in the International Group of P&I Clubs
do not generally impose extra premiums because the primary
P&I type risks are covered elsewhere and the Clubs’
involvement is restricted to provision of the top-up cover
described previously.
If necessary, the International Group of P&I Clubs may declare
“prohibited areas”, as a result of which the additional top-up
cover may be terminated.

For more information, please visit www.nepia.com

Copyright © 2019 The North of England P&I Association Limited

07 Ships / Ship Security