ISPS

International Ship & Port Facility Security

Code
 INTRODUCTION

• As a specialized agency of the United Nations, IMO is the global

standard-setting authority for the safety, security and environmental
performance of international shipping. Its main role is to create a
regulatory framework for the shipping industry that is fair and effective,
universally adopted and universally implemented.

• The International Maritime Organization (IMO) states that "The

International Ship and Port Facility Security Code (ISPS Code) is a
comprehensive set of measures to enhance the security of ships and port
facilities, developed in response to the perceived threats to ships and
port facilities in the wake of the 9/11 attacks in the United States" (IMO).
 Maritime Security Levels

• MARSEC Level 1 is the normal level that the ship or port facility
operates at on a daily basis. Level 1 ensures that security
personnel maintain minimum appropriate security 24/7.

• MARSEC Level 2 is a heightened level for a time period during a

security risk that has become visible to security personnel.
Appropriate additional measures will be conducted during this
security level.
• MARSEC Level 3, exceptional & will include additional security
measures for an incident that is forthcoming or has already occurred
that must be maintained for a limited time frame. The security
measure must be attended to although there might not be a specific
target that has yet been identified.

• Security level 3 should be applied only when there is reliable

information given for that particular security threat that is probable or
at hand. Security level 3 must be set for a timed duration for the
identified security incident. Although the security levels will change
from security level 1 to security level 2 and to security level 3, it is
highly possible for the security levels to change drastically from
security level 1 to security level 3.
 Reporting Procedure
• Contracting Governments should consider how information on changes in
security levels could widely be known and rapidly.
• They may wish to use Navtex / Notices to Mariners or other methods of
communication to the ships, CSO and SSO, PFSO.
• Also contact details of Government officers to whom an SSO,CSO & PFSO
can report security concerns to be available
• DoS – Document Of Security – A signed document to ensure agreement is
reached between the ship & port facility or with other ships with which it
interfaces to know the respective security measures each will take wrt their
approved security plans.
• Incorporated in the SSP – contingency plans and actions to be necessitated.
 Drills and Exercises
• To ensure the effective implementation of the provisions of the Ship Security Plan, drills
are conducted at least once every three months, testing individual elements of the
Plan.
• However, in cases where more than 25 percent of the ship’s personnel have been
changed at any one time, a drill will be conducted within one week of the change to
benefit personnel who have not previously participated in any drill on that ship within
the last 3 months (ISPS B/13.6).
These drills are devised to test individual elements of the Plan as follows:
• 1. Access control at MARSEC Level 2 & Personnel searches – id, baggage, stores etc,
maintaining a visitors log book & tags.
• 2. Ship searches & patrolling within & around the vessel – ‘Restricted Areas’ marked.
recognition of weapons / drugs
• 3. Securing restricted areas at MARSEC Level 3
 Drills & Exercises …contd..
• 4. Evacuating the ship while in port;
• 5. Fire control exercises;
• 6. Bomb threat reaction;
• 7. Crowd control procedures;
• 8. Activation of the Ship Security Alert System;
• 9. Calling emergency stations;
• 10. Informing the Port Facility Security Officer of a security incident;
• 11. Preparing to leave port at short notice
• 12. Ensuring Security Communication is Readily available
• 13. using other Contingency Plans as mentioned in SSP.
The nature of all drills will be entered in the ship’s log and the SSO will record
details of all drills and the persons who participated in the drill.
Circulars of guidance/ advisory form IMO, flag state would be incorporated.
 Drills & Exercises …contd..

• Various types of exercises, which may include participation of CSO, Port Facility
Security Officers, relevant authorities of contracting governments as well as SSO,
if available, will be carried out at least once each calendar year with no more
than 18 months between the exercises. These exercises will test communications,
co-ordination, resource availability and response.
These exercises may be:
1. full scale or live.
• 2. Table-top simulation or seminar OR
• 3. Combined with other exercises held, such as search and rescue or emergency
response exercises.
• The master and SSO will, following consultation with the CSO, participate in any
exercises organised by flag or port states, if invited, and the master will record
any such participation in the ship’s log.
 Security Equipment On Board
• The Security Equipment on each ship could vary depending on its trade and
Company and is specified in the SSP. Below listed are some standard equipment.
• Padlocks / Ties
• Onboard staff & Visitor passes with(instr) sets of different colours & numbering.
• CCTV
• Walkie Talkies
• Dog legged mirror
• AIS
• Automatic Identification System –AIS
• Ship Security Alert System (SSAS) capable of being sent from 2 locations.
• Night Binoculars, High Beam Torches, Alarm
• Visitor’s & Crew’s log book
• All equipment will be maintained / calibrated as specified in the SSP
 Security Documentation
• Ship Security Assessment : CSO to ensure SSA is carried out by persons with
appropriate skills to evaluate, using guidance given in Part B of the ISPS code
Background Identify Key Threat
material required Information from
to conduct SSA
Shipboard Operations port assessments

Identify existing security measures

Identify threats and vulnerability (risk)

Develop and Perform Ship Security Survey

Identify weaknesses in measures, processes

 SSP – Ship Security Plan
• Ship Security Plan : Each ship shall carry on board a SSP approved by
the Administration, prepared as per guidance given in part B of the
ISPS code.
Decide on corrective security measures

Prepare SSP (based on SSA)

Review of SSP ( by adm., RSO)

Possible adjustment of SSP

Approval of SSP
 SSP – Ship Security Plan

Implementation Of SSP

Onboard verification

Issuance of ISSC (Int.ship security cert)

 Continuous Synopsis Record (CSR)
• The CSR is intended to provide an onboard record of the history of the
ship issued by the administration. It shall contain at least the following :
• Flag State
• Date of Registry
• Ships identification number
• Name of the Ship
• Port at which the ship is registered
• Name of Registered Owners and their addresses.
• Name of classification societies with which the ship is classed
• Name of the company & registered address from where it carries out
the safety management services.
• Name of the Administration who issued SMC, ISSC.
 Piracy
Piracy as defined by IMO states:-

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;
(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 (i) & (ii)
 Maritime Piracy Prone Areas
1. Malacca Straits
2. South China Sea
3. Gulf Of Aden
4. Gulf Of Guinea
5. Benin
6. Nigeria
7. Somalia
8. Indonesia
9. Arabian Sea – Gulf of Oman
10. Indian Ocean
 Measures to Prevent Piracy Attacks

Maritime Safety Committee

• STRONGLY URGES all those concerned to take action to ensure that as
a minimum and as recommended in the Best Management Practices:
• (a) ships’ masters receive updated information before and during
sailing through the defined High Risk Area;
• (b) ships register with the Maritime Security Centre Horn of Africa
(MSCHOA) and report to United Kingdom Maritime Trade Operations
(UKMTO) Dubai; and
• (c) ships effectively implement all recommended preventive, evasive
and defensive measures;
 Threat and Risk Assessment

• Threat assessment: The threat assessment must include all regional security threats.
As part of every ship risk assessment prior to transit through the HRA the latest
military threat advice must be obtained from UKMTO www.ukmto.org (UK marine
trade org)and threat assessments from MSCHOA www.mschoa.org (Maritime security
centre Cape Horn).
• A threat is formed of capability, intent and opportunity. Capability means attackers
have the physical means to conduct an attack. Intent is demonstrated by continued
attacks. Opportunity is what is mitigated by the company, ship and crew through
application of the measures described in this guidance. In addition to the information
provided in this guidance, supplementary information about the characteristics of the
threat, specific or new tactics, and regional background factors may be sought from
regional reporting centre organisations . If one side of the triangle is removed, then
risk is minimised. The company/Master cannot influence either capability or intent,
therefore BMP measures focus on minimising the opportunity.
 ANTI PIRACY MEASURES
• Guidance Issued by ICS, BIMCO, Intercargo, IG P&I, INTERTANKO, Intermanager, OCIMF
• Global Counter-Piracy Guidance for Companies, Masters and Seafarers (GCPG)
• It should be noted that piracy and armed robbery in Asia differs significantly from that of Somalia-based
piracy. While Somalian-based pirates generally attacked ships in order to hijack them and then hold the crew
for ransom, the type of criminal activity occurring in Asian waters generally revolves around theft of personal
property and hijacking of ships for the purpose of cargo theft. Although the common modus operandi in the
region has not changed significantly in the last decade, there were some trends in recent years
• Risk Assessment is a tool to support sound decision making.
• Crew safety (measures to prevent illegal boarding and external access to the accommodation, whilst
ensuring that crew members will not be trapped inside and should be able to escape in the event of another
type of emergency, for example fire) • The specific threat on who are the pirates/armed robbers, what do
they want to achieve, how do they attack, how do they board, which weapons do they use etc.
• Background factors shaping the situation (visibility, sea-state, speed, wind, weather, swell, wave height,
traffic density and local patterns of activity for example other commercial ships, fishing concentration areas
etc.) • The ship’s characteristics/vulnerabilities/inherent capabilities to withstand the threat (freeboard,
speed, general arrangement etc.) • Ship’s procedures (drills, watch rotation, routine maintenance and
activity etc.) • Planning and procedures (time/duration/season of transit/day/night) • Any statutory
requirements, in particular those of the Flag State and/or the coastal and Port State. Other requirements
dictated by company, charterer and insurance policies should also be taken into consideration.
 ANTI PIRACY MEASURES
• Ship operators, Masters and CSOs should evaluate and review the effectiveness of the controls already in
place to prevent illegal boarding and hijacking of a ship.
• A ship specific hardening plan details the hardening measures being implemented on board the ship
including a list of all access routes to the accommodation block and engine room detailing their securing
arrangements and status. This plan should be developed by the ship’s Master and CSO following an on
board security review.
• Jointly conduct risk assessment with the Master. • Obtain the latest information from the ReCAAP ISC,
IFC, IMB, IMO and other relevant regional agencies
• Review the SSA and SSP and put it in place
• Offer guidance to Master with regard to the recommended route. Plan and install Ship Protection
Measures including Tracking device transmitters in hidden place.
• Conduct crew training. Conduct crew training sessions (including Citadel drills where utilized) Safe Muster
point established and familiar.
• Obtain contact details. Ensure that contact details of nearest coastal states are readily available and
easily accessible. • Participate in the VCR scheme. (Voluntary Community Reporting)
• Watch Keeping and Enhanced Bridge protection and Vigilence
• Physical barriers, grills /gates on outside staircase, Barbed wire fencing,Water Spray and Foam Monitor.
• CCTV, Lighting, alarms, Communication equip ready
 IMMEDIATE ACTIONS IN CASE OF ATTACK
• Sound alarm which signals an attack.
• Activate the SSAS which will alert your CSO and Flag State.
• Make an announcement in accordance with the Ship’s Emergency Plan.
• Switch On overboard lights / water jets & muster crew according to procedures.
• Place the ship’s whistle / foghorn / alarm on Auto mode to demonstrate to any potential attacker that the
crew is aware of the attack and is reacting to it.
• Put out a distress alert – GMDSS / Telex
• Ensure that the AIS is switched ON.
• Procedures should be in place to ensure safety of the crew.
• Confirm designated entry point to the accommodation is fully secured.
• Increase Speed / Consider evasive actions / Head into wind & Waves if sea conditions allow.
• Confirm all doors are secured and all crew are mustered within the Safe Muster Point or Citadel. Master to
then make the final decision to leave the bridge if safe to do so. Take all way off, stop engines and display
Not Under Command (NUC) lights. • Switch on additional lighting during the hours of darkness.
 INCIDENT REPORTING

• Appendix 2 of the IMO circular MSC.1/Circ. 1334 on ‘Revised Guidance to ship owner, ship operator,
ship master and crew on preventing and suppressing acts of piracy and armed robbery against ships’
depicts the information sharing and incident reporting processes in the Asian region .
• In the event of an attempted attack or an actual attack, the Master should alert:
1. The nearest coastal State through its MRCC
2. CSO 3. IMB
The information of MRCC is available in the Admiralty List of Radio Signals Maritime Radio, The Mariner’s
handbook and Search and Rescue Contacts. Ship master is advised to have the updated list readily
available onboard.
• reference to the following websites for more information:
1. NP281 Admiralty List of Radio Signals Maritime Radio Stations Europe, Africa and Asia 2. NP 100 The
Mariner’s Handbook. & Search & Rescue Contacts