Security Awareness Handout

Mauritius maritime training Academy
Security awareness training for all seafarer

Course Hand-out
MODEL Course 3.27 Prep by: DK Date: 25.04.2018 Page No : 1 / 21
Scope: This model course is intended to provide the knowledge required to enable personnel
without designated security duties in connection with a Ship Security Plan (SSP) to enhance
ship security in accordance with the requirements of chapter XI-2 of SOLAS 74 as amended,
the ISPS Code, and section A-VI/6-1 of the STCW Code, as amended.
Objective: Those who successfully complete this course should achieve the required
standard of competence enabling them to contribute to the enhancement of maritime
security through heightened awareness and the ability to recognize security threats and to
respond appropriately. He will be able to;
1. Contribute to the enhancement of maritime security through heightened awareness

2. Recognize security threats
3. Understand the need and methods of maintaining security awareness and vigilance
Chapter Topic Page no

1 Maritime security awareness 2
1.1 Maritime security terms and definitions 2
1.2 International maritime security policy and responsibility (Plan) 4
1.3 Maritime security levels , security measures and procedures 7
1.4 Security reporting procedures 9
1.5 Security related contingency plan 9
2 Security threats
2.1 Recognition of potential security threat
2.2 Techniques used to circumvent security
2.3 Recognition of weapon, dangerous substance
2.4 Handling of security information and communication
3 Security training , drills
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CHAPTER 1: Maritime security awareness
1.1 Maritime security terms and definitions
Ship security plan 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.
Port facility security plan means a plan developed to ensure the application of measures
designed to protect the port facility and ships, persons, cargo, cargo transport units and
ship’s stores within the port facility from the risks of a security incident.
Ship security officer means the person on board the ship, accountable to the master,
designated by the Company as responsible for the security of the ship, including
implementation and maintenance of the ship security plan and for liaison with the company
security officer and port facility security officers.
Company security officer means the person designated by the Company for ensuring that a
ship security assessment is carried out; that a ship security plan is developed, submitted for
approval, and thereafter implemented and maintained and for liaison with port facility
security officers and the ship security officer.
Port facility security officer means 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.
ISPS code: Means international code for security of ships and port facility. This Code applies
to the following types of ships engaged on international voyages:
o Passenger ships, including high-speed passenger craft;

o Cargo ships, including high-speed craft, of 500 gross tonnages and upwards;
o Mobile offshore drilling units; and
o Port facilities serving such ships engaged on international voyages.
Declaration of Security is required by assessing the risk the ship/port interface or ship to
ship activity poses to persons, property or the environment. A ship can request completion
of a Declaration of Security when:
o The ship is operating at a higher security level than the port facility or another ship it is
interfacing with;
o There is an agreement on a Declaration of Security between Contracting Governments
covering certain international voyages or specific ships on those voyages.
o There has been a security threat or a security incident involving the ship or involving the
port facility, as applicable;
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Terminal: Any structure used for the assembly, processing, embarking, or disembarking of
cargo for the ship. It includes piers, wharves, and similar structures to which a ship may be
secured; land and water under or in immediate proximity to these structures; buildings on
or contiguous to these structures; and equipment and materials on or in these structures.
Unlawful Act: An act that is a violation under the laws of the states where the ship is located,
or under the laws of the country in which the ship is registered. Voyage: The ship’s entire
course of travel, from the first port at which the ship loads cargo until its return to that port
or another port where the majority of the cargo is offloaded and the ship terminates that
voyage.
Terrorist: They are basically robber or pirates. Only difference is they are doing it due to
religious or ideological reasons. They are not interested in money, but killing of crew. Unlike
pirates, they are well armed and may carry out suicide attacks.
Pirate: It is the term used for high jacking the ship forcefully at high seas. The ships are kept
in captive in Somalia till the ransom money is paid.
Armed robbery: When ship is raided by armed robbers to loot the stores, cargo and personal
effects of crew. It is very common off Nigeria.
Citadel: it is a safe area made on board with steel doors which can be locked from inside.
Once pirates have boarded the vessel, the crew should go to citadel and lock it from inside.
Citadel has communication facility fitted inside. Once the crew informs attending navy that
they are safely inside citadel, navy will come on ship and overpower pirates. Remember
citadel is only effective if no one is left behind,
Anti-pilferage watch: In many ports, local thief may come on board and steal ship’s
equipment and other items. In such area anti pilferage watch is kept by crew in pairs. The
crew carry walkie talkie for communication.
Access control: To prevent unauthorised person boarding the ship, the point for coming on
ship is kept minimum. This place has a guard who will verify the person coming on board and
give him identification tag. This tag must be returned when getting off the ship.
Unauthorised area: Many places on ship has restricted entry. They are normally locked or
have a seal. Example: Engine room, bridge, stores, CO2 room, crew living area is restricted
for passengers.
Stowaways: In some of the poor country, locals want to go to Europe or America. They board
the ship from uncontrolled access and hide in some place. Most of them don’t have any
travel documents. Normally they will come in open after few days. Some has dies hiding in
dangerous place on ship. They don’t carry arms but may become dangerous or jump
overboard.
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1.2: International maritime security policy and responsibility:
Maritime security is very important for ships sailing and coming to ports. IMO through ISPS
code has mandated all countries who are signatory to ISPS, to have a security policy. All
shipping company must have company security officer and all vessel should have security
officer with proper qualification.
Current security threats and patterns: Maritime trade is international in nature. Once ship
leaves the port, she is on her own. The protection of nave or coast guard is not available.
These weakness is exploited by all antisocial elements. Following is general threat to ships.
1. Piracy and armed attacks,

2. Terrorism,
3. Contraband smuggling,
4. Stowaways and refugees
5. Cargo theft,
6. Collateral damage
After the 9/11 attack on world trade centre in USA, IMO came up with ISPS code and added
one chapter in SOLAS apart from existing convention on SUA Act and MSC/ Circular.443. In
the revised STCW 2010, training of Ship security officer, person with designated security duty
and security awareness training syllabus is given.
Content of SOLAS Chapter XI

1. Obligations of Contracting Governments with respect to security
2. Requirements for Companies and ships
3. Specific responsibility of Companies
4. Threats to ships
5. Master’s discretion for ship safety and security
6. Control and compliance measures
7. Requirements for port facilities
Contents of the ISPS Code:

o Part A: Mandatory requirements regarding provision of Chapter XI-2 on SOLAS
o Part B: Guidance regarding the provision of Chapter XI-2 on SOLAS and part A of ship
IMO guidance on preventing and suppressing acts of piracy and robbery against ships
Reducing the temptation for piracy and armed robbery: The belief that large sums of cash
are carried in the master’s safe attracts attackers. While carrying cash may sometimes be
necessary to meet operational needs and crew requirements, it acts as a magnet for
attackers. Hence in known areas large sum of money shouldn’t be kept in ship.
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Routeing and delaying anchoring: While proceeding to places where armed robbery is
prevalent, ship should try to avoid going closer to those areas. If she has to wait at anchor,
she should not anchor but drift in open sea.
Precautions at anchor or in port: In areas where attacks occur, the ships’ masters should
exercise vigilance when their ships are preparing to anchor or while at anchor. Furthermore,
it is important to limit, record and control those who are allowed access to a ship when in
port or at anchor,
Prior to leaving port, the ship should be thoroughly searched and all doors or access points
secured or controlled. This is particularly important in the case of the bridge, engine-room,
steering space and other vulnerable areas. Doors and access points should be regularly
checked thereafter.
Watch keeping and vigilance: When ships are in, or approaching areas of known risk of
piracy or armed robbery, bridge watches and look-outs should be augmented, bearing in
mind that many attacks are mounted from astern. Additional watches on the stern or
covering radar “blind spots” should be considered. Companies should consider investing in
low-light binoculars for bridge staff and look-outs.
Lighting: Ships should use the maximum lighting available consistent with safe navigation.
Bow and over side lights should be left on if it can be done without endangering navigation.
Alarms: Alarm signals, including the ship’s whistle, should be sounded on the approach of
attackers. Alarms and signs of response can discourage attackers.
Use of privately contracted armed security personnel If armed security personnel are
allowed on board, the master, ship owner, operator and company should take into account
the possible escalation of violence and other risk. Now a day its common practice to armed
guards while going to piracy area near Somalia.
Security plan: The ISPS Code makes it mandatory for a vessel to have Ship Security Plan (SSP).
The plan specifies responsibilities and procedures to counteract any anticipated threat to
the vessel and her cargo. The plan is made by CSO and is approved by flag state. The plan is
developed after a thorough security assessment of the ship taking into account the guidance
laid out in the ISPS Code.
As per SSP, a Ship Security Officer (SSO) must be appointed on-board to execute the SSP.
Depending upon the Code interpreted and followed, the SSP should be formulated by an
approved Organisation. the plan is confidential document and kept with master or ship
security officer. The plan contains following information:
1 Preventive measures against weapons, hazardous substances, devices that may be

intended for use against the safety and security of the ship
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2 Detail of the organizational structure of security for the ship;

3 Detail of the ship’s relationships with the Company, port facilities, other ships and
relevant authorities with security responsibility;
4 Detail the communication systems to allow effective continuous communication
5 within the ship and between the ship and others, including port facilities
6 Specific identification of restricted areas and preventive action against access to any
such designated areas
7 Action to be taken when the ship is facing a security threat or breach taking into account
the critical operations of the ship
8 Evacuation procedures that might have to be carried out in case of a breach that cannot
be combatted
9 Specific duties of the shipboard personnel with responsibilities when security is in
question
10 Procedures for auditing security related activities
11 Procedures for training and drills associated with the plan
12 Procedures for liaising with the port facility
13 Procedures for reporting security related incidents
14 Designation and identification of the SSO and the CSO with duties and contact details
15 Procedures to maintain, test and calibrate equipment pertaining to the Code. This shall
include details of the frequency of the tests to be carried out as well
16 Locations where the SSAS is provided and the guidance on using the SSAS. Usage
instructions should also include details of testing of SSAS and information regarding false
alerts as well
17 Security level and crew’s duty as per security level.
18 Reporting procedures to the appropriate Contracting Governments contact points.
It is important to remember that the SSP is NOT subject to inspection by port state or vetting
inspectors. However, all person on-board must be familiar with their duties as given in SSP.
Security personals:
 Ship Security Officer: The company shall designate a Ship Security Officer for each ship.
His duty is to comply with security plan, inform company of any security breach. In case
of threat or attach he will handle the security communication. Security officer must have
completed a security officers training.
 Company Security Officer: The person designated as Company Security Officer may act
as Company Security Officer for one or more ships provided that it is clearly identified
for which ships he or she is responsible. Company may designate several persons as
Company Security Officer provided that it is. early identified for which ships each is
responsible
 Port Facility Security Officer: Port Facility Security Officer shall be designated for each
facility. A person may be designated as the Port Facility Security Officer for one or more
facilities.
 Seafarers with designated security duties: Members of the ship's crew other than the
SSO may have designated security duties in support of the Ship Security Plan .
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1.3 Maritime security levels, security measures and procedures
There are total three security levels under ISPS code to cater to different requirements. The
security level of ship and port is normally kept at 1. However, depending on risk /treat
expected, ship or port can increase the security level. If a ship with level 1 comes to port with
level 2, she must increase the security level to 2. If port is having level 1, but ship is having
level 2, ship can maintain her security level, but port will not increase her security level.
LEVEL 1 – Normal Level
1 In normal level, both ships and port operations are carried out in general way.
2 Minimum security measures are always maintained on board and in port.
3 Ship and port operation are carried out as per ship and port facility security plan.
4 Port facility ensures to keep the ‘no access’ areas under surveillance at all times.
5 Ship and port authority mutually supervise loading and unloading operation of cargo and
stores, ensuring access control and other minimum security criteria.
6 Minimum access in the ship is maintained at all times.
7 All those seeking to board a ship should be liable to search. The frequency of such
searches, including random searches, should be specified in the approved SSP.
8 Unless there are clear security grounds for doing so, members of the ship’s crew should
not be required to search their colleagues or their personal effects.
LEVEL 2- Heightened Risk
1. In level 2, the threat to the security is higher than the normal level.
2. All the routine and cargo operations are carried out with an increase in security
measures in both ships and ports.
3. Look-outs in no access zone and waterside area is to be increased by port and ship
authorities.
4. Access control is maintained all the time with escorting the visitors and use of security
equipment like metal detector etc.
5. Communication between port authority and ship administration is always
maintained in case of increase in security level.
6. Preparing a full or partial search operation of ship.
7. A declaration of security is undertaken between port state and ship administration.
8. Assigning additional personnel to patrol deck areas during silent hours
9. Limiting the number of access points to the ship, identifying those to be closed and
the means of adequately securing them;
10. Deterring waterside access to the ship, including, for example, in liaison with the port
facility, provision of boat patrols;
11. Establishing a restricted area on the shore-side of the ship, in close co-operation with
the port facility;
12. Increasing the frequency and detail of searches of persons, personal effects, and
vehicles being embarked or loaded onto the ship;
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13. Escorting visitors on the ship;

14. Providing additional specific security briefings to all ship personnel on any identified
threats and reporting suspicious persons, objects, or activities and the stressing the
need for increased vigilance; and
15. Carrying out a full or partial search of the ship.
16. Segregating checked persons and their personal effects from unchecked persons
and their personal effects;
17. Segregating embarking from disembarking passengers;
18. Securing, by locking or other means, access to unattended spaces adjoining areas to
which passengers and visitors have access;
LEVEL 3 – Imminent danger
1 Level 3 is imposed when the probability of security threat to ship or port authorities are
highest or imminent and specific protective measures are to be maintained.
2 In level 3 all ship and port operations are stopped and frequent security rounds and
duties are carried out by both ship staff and port authorities. Boat petrol are done by
port state on the water side.
3 Main propulsion plant is always kept ready for moving the ship out of port if require.
4 No personal is allowed to access the ship without the authorization of port state official.
5 Only one access point is maintained on board at all time.
6 Preparing a full search operation of ship or under water hull search operation with port
facility.
7 Preparation for evacuation of ship by its staff.
8 Limiting access to a single, controlled, access point;
9 Granting access only to those responding to the security incident or threat thereof;
10 Suspension of embarkation or disembarkation;
11 Suspension of cargo handling operations, deliveries etc.;
Restricted areas
1. Navigation bridge, machinery spaces of category A and other control stations.

2. Spaces containing security and surveillance equipment and systems and their controls
and lighting system controls;
3. Ventilation and air-conditioning systems and other similar spaces;
4. Spaces with access to potable water tanks, pumps, or manifolds;
5. Spaces containing dangerous goods or hazardous substances;
6. Spaces containing cargo pumps and their controls;
7. Cargo spaces and spaces containing ship’s stores;
8. Crew accommodation; and
9. Any other areas as determined by the CSO, through the SSA
.
.
.
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1.4 Security reporting procedures
o All ships going to piracy area near Somalia are required to register themselves with
MSCHOA.
o When entering the piracy area, they send their daily position report to UKMTO.
o If vessel sees pirate coming, they report to attending naval convoy and UKMTO
o They also inform company and flag state.
o If pirates have boarded, they report it to all parties by pressing SSAS alarm
UKMTO: The UK Maritime Trade Operations (UKMTO) office in Dubai is the first point of
contact for ships in the region. The day-to-day interface between Masters and Naval/Military
forces is provided by UKMTO, which talks to merchant ships and liaises directly with
MSCHOA and Naval Commanders at sea and ashore. Merchant vessels are strongly
encouraged to send regular reports to UKMTO.
1. Initial Report,
2. Daily Reports,
3. Final Report (upon departure from the high risk area or arrival in port).
MSCHOA: The Maritime Security Centre – Horn of Africa (MSCHOA) is the planning and
coordination centre for EU Naval forces (EUNAVFOR). MSCHOA encourages Companies to
register their vessels’ movements prior to entering the High Risk Area.
Report 1 - Initial message - Piracy/armed robbery attack alert

1 Ship’s name and, call sign, IMO number, INMARSAT IDs (plus ocean region code) and
MMSI
MAYDAY/DISTRESS ALERT (see note)
URGENCY SIGNAL
PIRACY/ARMED ROBBERY ATTACK
2 Ship’s position (and time of position UTC) Latitude/ Longitude, Course Speed KTS
3 Nature of event
Note: It is expected that this message will be a Distress Message because the ship or
persons will be in grave or imminent danger when under attack. Where this is not the
case, the word MAYDAY/DISTRESS ALERT is to be omitted.
Use of distress priority (3) in the INMARSAT system will not require MAYDAY/
DISTRESS ALERT to be included.
Report 2 - Follow-up report - Piracy/armed robbery attack alert
1 Ship’s name and, call sign, IMO number

2 Reference initial PIRACY/ARMED ROBBERY ALERT
3 Position of incident: Latitude / Longitude / Name of the area
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4 Details of incident, e.g.:

a. While sailing, at anchor or at berth?
b. Method of attack
c. Description/number of suspect craft
d. Number and brief description of pirates/robbers
e. What kind of weapons did the pirates/robbers carry?
f. Any other information (e.g., language spoken)
g. Injuries to crew and passengers
h. Damage to ship (Which part of the ship was attacked?)
i. Brief details of stolen property/cargo
j. Action taken by the master and crew
Report for suspected stowaways

Unnoticed by the Master, the crew, port and customs authorities, stowaways may gain
access to the ship with or without the assistance of port personnel. Once on board the ship
stowaways hide in empty containers, cargo holds, tanks, tunnels, behind false panels, stores,
accommodation area, engine rooms, void spaces, cranes, chain lockers.
The presence of stowaways on board ships may bring serious consequences for ships and,
by extension, to the shipping industry as a whole; the ship could be delayed in port; the
repatriation of stowaways can be a very complex and costly procedure involving masters,
ship-owners, port authorities and agents; and the life of stowaways could be endangered as
they may spend several days hidden, with the risk of suffocation and without any water /
provisions. Following is required:
1. Determine the port of embarkation of the stowaway

2. Establish the identity and nationality of the stowaway
3. Prepare a statement with all the relevant information with regard to the stowaway for
the appropriate Authorities
4. Notify the existence of the stowaway and related details to the ship owner, appropriate
Authorities, port of embarkation port of call and Flag State.
5. Inform appropriate Authorities with all info about the stowaway at the port of call, port
of embarkation and Flag State
Actions when stowaway are on board:

o A thorough search of the stowaway must be carried out for any sharp objects or objects
that may cause harm.
o The stowaway must be kept at a secure location such as a cabin or store room to reduce
the risk of escape thus inviting more legal headaches in case of an attempt to jump
overboard.
o The mental and physical health of the stowaway must be monitored.
o Risk of infectious diseases must be taken into account.
o While the anger and resentment from having a stowaway on board might tempt the ship
personnel to put him to work, this should be avoided.
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1.5 Security related contingency plan
A. Piracy: Before entering the high risk area, ships are required to comply with Best
management practice. BMP is based on experience of piracy attacks to date.
Watch keeping and Enhanced Vigilance: Prior to entering the High Risk Area, it is
recommended that preparations are made to support the requirement for increased
vigilance by:
o Providing additional lookouts for each Watch.

o Additional lookouts should be fully briefed.
o Considering a shorter rotation of the Watch period in order to maximize alertness of the
lookouts.
o Ensuring that there are sufficient binoculars for the enhanced Bridge Team, preferably
anti-glare.
o Considering use of night vision optics.
o Maintaining a careful Radar Watch.
o Well-constructed dummies placed at strategic locations around the vessel can give an
impression of greater numbers of people on watch.
o A proper lookout is the single most effective method of ship protection where early
warning of a suspicious approach or attack is assured, and where defenses can be readily
deployed
Enhanced Bridge Protection: The bridge is usually the focus for any pirate attack. In the initial
part of the attack, pirates direct weapons fire at the bridge to try to coerce the ship to stop.
If they are able to board the vessel the pirates usually try to make for the bridge to enable
them to take control. The following further protection enhancements might be considered:
o Kevlar jackets and helmets available for the bridge team to provide a level of protection
for those on the bridge during an attack.
o While most bridge windows are laminated, further protection against flying glass can be
provided by the application of security glass film, often called Blast Resistant Film.
o Fabricated metal, (steel/aluminum), plates for the side and rear bridge windows and the
bridge wing door windows, which may be rapidly secured in place in the event of an
attack.
o The after part of both bridge wings, (often open), can be protected by a wall of sandbags.
o The sides and rear of the bridge, and the bridge wings, may be protected with a double
layer of chain link fence which has been shown to reduce the effect of an RPG round.
Proprietary anti-RPG screens are also available.
Control of Access to Bridge, Accommodation and Machinery Spaces: It is very important to

control access routes to deter or delay pirates who have managed to board a vessel and are
trying to enter accommodation or machinery spaces. It is very important to recognise that if
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pirates do gain access to the upper deck of a vessel they will be tenacious in their efforts to
gain access to the accommodation section and in particular the bridge.
o All doors and hatches providing access to the bridge, accommodation and machinery
spaces should be properly secured to prevent them being opened by pirates.
o Careful consideration should be given to the means of securing doors and hatches in
order to afford the ship the maximum protection possible.
o Where the door or hatch is located on an escape route from a manned compartment, it
is essential that it can be opened by a seafarer trying to exit by that route.
o It is recommended that once doors and hatches are secured, a designated and limited
number are used for routine access when required, their use being strictly controlled by
the Officer of the Watch.
o Consideration should be given to blocking or lifting external ladders on the
accommodation block to prevent their use, and to restrict external access to the bridge.
o Where doors and hatches are required to be closed for watertight integrity, ensure all
clips are fully dogged down in addition to any locks. Where possible, additional securing
such as with wire strops may enhance hatch security.
o Pirates have been known to gain access through portholes and windows. The fitting of
steel bars to windows will prevent this even if they manage to shatter the window.
o Prior to entering the High Risk Area procedures for controlling access to accommodation,
machinery spaces and store rooms should be set out and practiced.
Physical Barriers: Pirates typically use long lightweight hooked ladders, grappling hooks with
rope attached and long hooked poles with a climbing rope attached to board vessels
underway. Physical barriers should be used to make it as difficult as possible to gain access
to vessels by increasing the height and difficulty of any climb for an attacking pirate.
Rigging of razor wire (also known as barbed tape) creates an effective barrier but only when
carefully deployed. The barbs on the wire are designed to have a piercing and gripping
action. Razor wire should be constructed of high tensile wire, which is difficult to cut with
hand tools. Concertina razor wire coil diameters of approximately 730 mm or 980 mm are
recommended.
When deploying razor wire personal protective equipment to protect hands, arms and faces
must be used. Moving razor wire using wire hooks (like meat hooks) rather than by gloved
hand reduces the risk of injury. It is recommended that razor wire is provided in shorter
sections (e.g. 10 metre section) as it is significantly easier and safer to use than larger
sections which can be very heavy and unwieldy.
Putting up of electrified fence: It is recommended that warning signs of the electrified fence
or barrier are displayed - inward facing in English/language of the crew, outward facing in
Somali. Even only warning without putting electrified wire will scare the pirates.
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Water Spray and Foam Monitors: The use of water spray and/or foam monitors has been
found to be effective in deterring or delaying pirates attempting to board a vessel. The use
of water can make it difficult for a pirate skiff to remain alongside and makes it significantly
more difficult for a pirate to try to climb on board. Options include:
Fire hoses and foam monitors: Manual operation of hoses and foam monitors is not
recommended as this is likely to place the operator in a particularly exposed position and
therefore it is recommended that hoses and foam monitors (delivering water) should be
fixed in position to cover likely pirate access routes. Improved water coverage may be
achieved by using fire hoses in jet mode but by utilising baffle plates fixed a short distance
in front of the nozzle.
Water cannons: These are designed to deliver water in a vertical sweeping arc thus
protecting a greater part of the hull. Many of these have been developed from tank cleaning
machines.
Water overflowing from ballast tanks: Ships may utilise their ballast pumps to flood the
deck with water thus providing a highly effective water curtain over the ship’s side. This may
be achieved by allowing ballast tanks to over-flow on to the deck, by using existing pipework
when in ballast condition, or by retrofitting pipework to allow flooding of the decks whilst in
loaded condition.
Water spray rails: Some ships have installed spray rails using a Glass Reinforced Plastic (GRP)
water main, with spray nozzles to produce a water curtain to cover larger areas.
Sounding the ship’s alarms/whistle serves to inform the vessel’s crew that a piracy attack
has commenced and, importantly, demonstrates to any potential attacker that the ship is
aware of the attack and is reacting to it. If approached, continuous sounding of the vessel’s
foghorn/whistle distracts the pirates and as above lets them know that they have been seen.
It is important to ensure that:
o The piracy alarm is distinctive to avoid confusion with other alarms, potentially leading
to the crew mustering at the wrong location outside the accommodation.
o Crew members are familiar with each alarm, including the signal warning of an attack
and an all clear, and the appropriate response to it.
Manoeuvring Practice: Practising manoeuvring the vessel prior to entry into the High Risk
Area will be very beneficial and will ensure familiarity with the ship’s handling characteristics
and how to effect anti-piracy manoeuvres whilst maintaining the best possible speed.
Closed Circuit Television (CCTV): Once an attack is underway and pirates are firing weaponry
at the vessel, it is difficult and dangerous to observe whether the pirates have managed to
gain access. The use of CCTV coverage allows a degree of monitoring of the progress of the
attack from a less exposed position.
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Safe Muster Points / Citadels: Any decision to navigate in waters where the vessel’s security
may be threatened requires careful consideration and detailed planning to ensure the safety
of the crew and vessel. Consideration should be given to establishing a Safe Muster Point or
secure Citadel and an explanation of each follows:
Safe Muster Point: A Safe Muster Point is a designated area chosen to provide maximum
physical protection to the crew, preferably low down within the vessel. In the event of a
suspicious approach, members of the crew not required on the Bridge or the Engine Room
Control Room will muster. A Safe Muster Point is a short-term safe haven, which will provide
ballistic protection should the pirates commence firing with small arms weaponry or RPGs.
Citadels: If Citadels are to be employed, they should be complementary to, rather than a
replacement for, all other Ship Protection Measures set out in BMP4. The establishing of a
Citadel may be beyond the capability of ship’s staff alone, and may well require external
technical advice and support.
A Citadel is a designated pre-planned area purpose built into the ship where, in the event of
imminent boarding by pirates, all crew will seek protection. A Citadel is designed and
constructed to resist a determined pirate trying to gain entry for a fixed period of time. The
details of the construction and operation of Citadels are beyond the scope of this booklet. A
detailed document containing guidance and advice is included on the MSCHOA and NATO
Shipping Centre website.
The whole concept of the Citadel approach is lost if any crew member is left outside before
it is secured. Ship operators and Masters are strongly advised to check the MSCHOA website
for detailed up to date advice and guidance regarding the construction and operation of
Citadels including the criteria that Naval/Military forces will apply before considering a
boarding operation to release the crew from the Citadel.
It is important to note that Naval/Military forces will apply the following criteria before a
boarding to release those in a Citadel can be considered:
1. 100% of the crew must be secured in the Citadel.

2. The crew of the ship must have self-contained, independent, reliable 2-way external
communications (sole reliance on VHF communications is not sufficient).
3. The pirates must be denied access to ship propulsion .
Armed Private Maritime Security Contractors: Most of the vessel started keeping armed
guards on ship. These guards board the ship before entering the risk area and leave after the
area is passed. They normally carry assault rifle, bullets and pistols. Their job is to fire at
pirate boats when they are approaching.
B. Robbery: It is the duty of every Master to take care of the cargo and take precautionary
measures for the complete safety of the ship, as well as that of the activities carried out on
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board by the crew or other persons employed on board. All crew members should co-
operate in the vigilance, in their own interests, communicating any suspicious activity to the
Officer of the Watch. Following actions should be considered for avoiding robbery
1. Illuminate the outer side and the whole length of the deck ship and its side in port and
at anchor using high powered floodlights.
2. Use good communication with bridge and outside authorities. Walkie talkie and
telephone can be used for this purpose.
3. The cabins and other living quarters should be kept locked whenever their occupants are
absent.
4. Normally cargo will only be the object of robbery or theft if the criminals have advance
knowledge of the contents, through information collected by unscrupulous persons who
have access to the bill of lading. Attempt to stow the containers with valuable cargo in a
manner to obstruct their doors. Isolate the means of access to the ship and also the
accesses to the internal areas, creating a sole way of entry and exit by the gangway,
guaranteeing its control by the watchman posted there.
5. Open portholes can be an easy access to clever criminals: close them with the clips in
place always when you leave. Try also to keep the accesses to internal areas locked,
guaranteeing the entry and exit by the gangway watchman.
6. Try to reduce the opportunities of robbery by putting all portable equipment which is
not in use to its place of storage. Valuables left exposed tempt opportunistic thieves,
keep them in safe place under lock and key.
7. At anchorages and in port, make the access difficult by keeping the gangways and rope
ladders raised. In port, only leave the gangway to the dockside down.
Prevention of stowaways coming on board

Comply with above precautions .
o Employ extra guard to have continuous watch on side of ship.
o Put rat guards on mooring lines
o Cover the anchor hose
o Put lock or seal on doors of life boat, fire room doors
o Thoroughly check the vessel few minutes before pilot arrival
o Check all area after pilot has disembarked from vessel
o If any stowaway found, turn back and inform authorities.
Prevention of drugs coming on board

o Don’t take any packet from anybody. If they insist, inform master.
o Don’t ask any recent friend to come on board
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CHAPTER 2: Security threats
2.1 Threat Identification: Following types of security threats are identified. The threats are
area based and special preparation is required in each area.
1. Piracy and armed attacks:
o Commonly, two small high speed (up to 25 knots) open boats or ‘skiffs’ are used in
attacks, often approaching from either quarter or the stern. Skiffs are frequently fitted
with 2 outboard engines or a larger single 60hp engine.
o They have Motherships made up of fishing vessels and dhows.
o Pirates use small arms fire and Rocket Propelled Grenades (RPGs) in an effort to
intimidate Masters of ships to reduce speed and stop to allow the pirates to board. The
use of these weapons is generally focused on the bridge and accommodation area.
o Somali pirates seek to place their skiffs alongside the ship being attacked to enable one
or more armed pirates to climb onboard.
o Pirates frequently use long lightweight ladders and ropes. Once onboard the pirate (or
pirates) will generally make their way to the bridge to try to take control of the vessel.
o Once on the bridge the pirate/pirates will demand that the ship slows/stops to enable
further pirates to board. Attacks take place early in the morning, at first light.
Survival considerations: Once your vessel is hijacked, and you are the mercy of pirates or
robbers following techniques will help you to make the captivity less painful.
1. Don’t resist otherwise they may harm you.

2. Immediately after you have been taken, pause, take a deep breath and try to relax. Fear
of death or injury is a normal reaction to this situation. Recognizing your reactions may
help you adapt more effectively. A hostage usually experiences greatest anxiety in the
hours following the incident. This anxiety will begin to decline when the person realized
he/she is still alive – at least for now.
3. Do not be a hero; do not talk back or act “tough”.
4. Keep a low profile. Avoid appearing to study your abductors, although, to the extent
possible, you should make mental notes about their mannerisms, clothes and apparent
rank structure. This may help the authorities after your release.
5. Be cooperative and obey hostage-takers’ demands without appearing either servile or

antagonistic. Be conscious of your body language as well as your speech. Respond simply
if you are asked questions by the hijackers. Do not say or do anything to arouse the
hostility or suspicious of your captors. Do not be argumentative. Act neutral and be a
good listener to your captors. Do not speak unless spoken to and then only when
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necessary. Be cautious about making suggestions to your captors, as you may be held
responsible if something you suggest goes wrong.
6. Anticipate isolation and possible efforts by the hostage-takers to disorient you. Your
watch may be taken away so you are unable to determine whether it is night or day.
7. Try to appear uninterested as to what is going on around you. Sleep, read a book, etc.
When so occupied, you will be less influenced by what is going on around you, and
hijackers do not bother people who are not a threat to them.
8. Try to keep cool by focusing your mind on pleasant scenes or memories or prayers. Try
to recall the plots of movies or books. This will keep you mentally active. You must try to
think positively. Try to maintain a sense of humour. It will lessen anxiety.
9. Build rapport with your captors. Find areas of mutual interest which emphasize personal
rather than political interests. An excellent topic of discussion is family and children. If
you speak their language, use it – it will enhance communications and rapport.
10. Bear in mind that hostages often develop a positive attitude towards their captors. This
is known as “Stockholm Syndrome”, after an incident involving hostages at a Swedish
bank. In addition, as the hostage identifies with his/her captors, a negative attitude
towards those on the outside may develop.
11. Exercise daily. Develop a daily physical fitness program and stick to it. Exercises will keep
your mind off the incident and will keep your body stimulated. If possible, stay well-
groomed and clean.
12. As a result of the hostage situation, you may have difficulty retaining fluids and may
experience a loss of appetite and weight. Try to drink water and eat even if you are not
hungry. It is important to maintain your strength.
13. Do not make threats against hostage-takers or give any indication that you would testify
against them. If hostage-takers are attempting to conceal their identity, give no
indication that you recognize them.
14. Try to think of persuasive reasons why hostage-takers should not harm you. Encourage
them to let authorities know your whereabouts and condition.
15. At every opportunity, emphasize that, as a seafarer you are neutral and not involved in
politics.
16. If there is a rescue attempt by force, drop quickly to the floor and seek cover. Keep your
hands over your head. When appropriate, identify yourself. In many cases, former
hostages feel bitter about the treatment they receive after their release. Most hostages
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feel a strong need to tell their story in detail. If assistance in this regard is not provided,
request a post-traumatic stress debriefing. Bear in mind that the emotional problems of
a former hostage do not appear immediately. Sometimes they appear months later.
Whatever happens, readjustment after the incident is a slow process requiring patience
and understanding. As soon as the hostage realizes that he or she is a normal person
having a normal reaction to an abnormal situation, the healing process can begin.
2. Terrorism: Some places terrorists using some religious reason or ideological reason can
attack the ship. Unlike pirates, these terrorists are very well armed and their main
intention is kill maximum number of persons. They are not afraid to die.
3. Contraband smuggling: Drug trafficking is undertaken by sea because of the

opportunities for high volume movements, from producing to consuming countries, as
traffickers attempt to penetrate the most profitable illicit markets. Once a drug
consignment has entered a region, traffickers and their agents have little difficulty in
moving it within that region, taking advantage of the general wish of governments to
facilitate the movement of persons and goods across frontiers.
4. Stowaways and refugees: A ‘stowaway’ has been defined as” a person who, at any port
or place in the vicinity thereof, hides himself in a ship to go to other country normally
Europe or USA. A ‘refugee’ is defined as” someone who, due to fear of persecution for
reasons of race, nationality, political beliefs or other similar factors, is unable or does not
want to stay in the country where he is and wishes to move to a new country.
5. Cargo theft: Cargo theft range from container breaking to hijacking the ship and off
load petroleum cargo. On general cargo ships, small pieces of cargo are stolen by
stewards.
6. Ships items, crew’s items theft: This happens in normally safe ports. The thief who are
armed with knife, will board the vessel at anchorage or alongside and break open the
stores. They steal paints, ropes and other items. Sometimes they enter accommodation
and steal things from cabin.
Recognition of potential security threat: Depending on place vessel is, the recognition of
potential security threat is very important. Following methods are used for early detection
of threats:
o Look out while sailing.
o Keeping single point of entry in port
o Checking identity of persons boarding ship
o Checking the items taken in and taken out from the vessel
o Maintaining extra watch on over side while at anchor or alongside.
o Keeping all stores and cabins locked
o Checking all area of ship before leaving for stowaways and once pilot has left.
o Look for suspicious behavior of persons.
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2.2 Techniques used to circumvent security
Somali pirates:
o Somali pirates have been coming up with new techniques to board merchant vessels that
are using razor wire and/or electrical wire as defensive measures to prevent
unauthorized boarding’s. The pirates use big iron sticks on the electrical wire in order to
provoke electrical malfunction. They sometimes throw blankets and ladders over the
wire to circumvent this security measure and then they place on the blankets either surf
boards or aluminium ladders to make easier the access on lower deck. Simultaneously,
pirates in skiffs shoot at the vessel to facilitate the boarding attempt.
Drug smugglers:
o They befriend the crew and ask them to invite them on board. Once on board, they
hide the drug on board ships structure or in cargo.
o In night they bring the drug and weld it to ship’s hull doing underwater welding.
o Shore worker coming on ship for cleaning, brings the drug and contraband and hide
them on board.
Armed robbers:
o Off the coast of west Africa, the robbers will pose like coast guard and will ask ship to
stop for inspection. Once on board, they will force master to proceed to place where
they have made arrangement for robbing cargo.
2.3 Recognition of Weapon & dangerous substance
Rifle RPG
Guns used by terrorists: Rifle, Pistol, Hand grenade, time bomb, suicide bomb strapped to
body. Petrol bomb etc.
Dangerous material used by terrorists: The improvised explosive device can be assembled
on board using commonly available material. If someone is collecting such things or is having
in his cabin, master and SSO should be immediately informed. Materials used are Battery,
Wire, Salt peter. Timer device etc.
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2.4 handling of security information and communication:
Suspected piracy/armed robbery vessel detected: Inform security forces of the nearest
coastal State must be through the RCC,
In case of an assault
1. Sound the ship’s general alarm in case of a threat of assault;
2. Raise the alarm, by VHF - channel 16, to the ships in the area and to the permanent
watch system of the authorities ashore
3. Sound the alarm with intermittent blasts on the siren and use visual alarms with
floodlights
4. If appropriate, to protect the lives of those onboard, use measures to repel the
boarding by employing powerful floodlights for dazzling the aggressors
Being certain that piracy/armed robbery will be attempted: Contact the UKMTO and
coastal state as well as military convoy by phone and VHF
Pirate/armed robbery vessel in proximity to, or in contact with, own ship
o Don’t go on deck as they may fire at you.

o Person on bridge should take shelter behind steel bullheads as pirate’s fire at bridge.
o If you have armed guard, ask them to fire back at pirates.
o Don’t slow down and steer a course so that pirates are n0t able to board the vessel.
o Send everybody to citadel with minimum person on bridge.
o Inform the authority.
o Press the SSAS button.
Pirates/armed robbers have succeeded in entering ship

o Stop engine, switch on all deck lights
o Contact the nearest coast station and inform the situation
o Inform the company
o Send out distress message with piracy
o Proceed to citadel and lock it from inside.
o Inform to naval forces that all are safely inside citadel.
Identifying of terrorists: On a passenger ship, some terrorists may come as a passenger.

Some crew may be radicalised while at home and come back on ship to terrorist action. Some
of the sign of terrorists are:
1. He has become extremely religious.
2. Gets angry if told something not as per his conviction.
3. Keeps to himself, doesn’t mix up
4. He talks for very long duration on phone
5. Doesn’t take interest in the job or activities on ship.
6. His cabin is always locked and doesn’t allow even cleaning person to enter in it.
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CHAPTER 3: Security training, drills
Drills and exercises

The objective of drills and exercises is to ensure that shipboard personnel are proficient in
all assigned security duties at all security levels and the identification of any security related
deficiencies, which need to be addressed.
To ensure the effective implementation of the provisions of the ship security plan, drills
should be conducted at least once every three months. In addition, in cases where more
than 25 percent of the ships personnel has been changed, at any one time, with personnel
that has not previously participated in any drill on that ship, within the last 3 months, a drill
should be conducted within one week of the change.
Various types of exercises which may include participation of company security officers, port
facility security officers, relevant authorities of Contracting Governments as well as ship
security officers, if available, should be carried out at least once each calendar year with no
more than 18 months between the exercises. These exercises should test communications,
coordination, resource availability, and response. These exercises may be:
1. Full scale or live;

2. Tabletop simulation or seminar; or
3. Combined with other exercises held such as search and rescue or emergency response
exercises.
Example of ship board drills and training:
Pirate attack:
o All person assembles in muster station.
o Fire hoses are used to deter the pirates.
o Master does the zig zag manoeuvre.
o All persons proceed to citadel.
Trying of SSAS alarm: Once in three months this alarm is tested using sat C. Company
security officer conduct this exercise.
Robbery: Muster at muster point. Take action as per
Stowaway search:
o Muster
o Everybody searches his assigned area.
o Report back to command station.

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Mauritius maritime training Academy

Security awareness training for all seafarer

1. Contribute to the enhancement of maritime security through heightened awareness

Chapter Topic Page no

CHAPTER 1: Maritime security awareness

1.1 Maritime security terms and definitions

o Passenger ships, including high-speed passenger craft;

1.2: International maritime security policy and responsibility:

1. Piracy and armed attacks,

Content of SOLAS Chapter XI

Contents of the ISPS Code:

1 Preventive measures against weapons, hazardous substances, devices that may be

2 Detail of the organizational structure of security for the ship;

1.3 Maritime security levels, security measures and procedures

LEVEL 1 – Normal Level

LEVEL 2- Heightened Risk

13. Escorting visitors on the ship;

LEVEL 3 – Imminent danger

1. Navigation bridge, machinery spaces of category A and other control stations.

1.4 Security reporting procedures

Report 1 - Initial message - Piracy/armed robbery attack alert

Report 2 - Follow-up report - Piracy/armed robbery attack alert

1 Ship’s name and, call sign, IMO number

4 Details of incident, e.g.:

Report for suspected stowaways

1. Determine the port of embarkation of the stowaway

Actions when stowaway are on board:

1.5 Security related contingency plan

o Providing additional lookouts for each Watch.

Control of Access to Bridge, Accommodation and Machinery Spaces: It is very important to

1. 100% of the crew must be secured in the Citadel.

Prevention of stowaways coming on board

Prevention of drugs coming on board

CHAPTER 2: Security threats

1. Piracy and armed attacks:

o They have Motherships made up of fishing vessels and dhows.

1. Don’t resist otherwise they may harm you.

5. Be cooperative and obey hostage-takers’ demands without appearing either servile or

3. Contraband smuggling: Drug trafficking is undertaken by sea because of the

2.2 Techniques used to circumvent security

2.3 Recognition of Weapon & dangerous substance

2.4 handling of security information and communication:

Pirate/armed robbery vessel in proximity to, or in contact with, own ship

o Don’t go on deck as they may fire at you.

Pirates/armed robbers have succeeded in entering ship

Identifying of terrorists: On a passenger ship, some terrorists may come as a passenger.

CHAPTER 3: Security training, drills

Drills and exercises

1. Full scale or live;

Example of ship board drills and training:

Robbery: Muster at muster point. Take action as per

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