SSP sample

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SHIP SECURITY PLAN for

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M/T “VSLNAME” in accordance with SOLAS Chapter XI-2 and Part A and B of the International Ship & Port Facility Security (ISPS) Code.

Flag State

Registry No.

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Port of registry

Int’l Call Sign

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Gross Tonnage

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of

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copies

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Controlled Copy No.

Ship’s Identification No. (IMO No.) 9999999

THIS PLAN CONTAINS CONFIDENTIAL INFORMATION AND MUST BE PROTECTED AGAINST RELEASE OR ACCESS BY UNAUTHORIZED PERSONS.

This plan should be kept onboard the vessel under the responsibility of the Ship Security Officer (SSO).


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

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COMPANYNAME GENERAL

INDEX OF SECTIONS

DISTRIBUTION LIST AMENDMENT RECORD INTRODUCTION

2.

COMPANY SECURITY POLICY

3.

ORGANIZATIONAL STRUCTURE OF SECURITY (CONFIDENTIAL)

4.

TRAINING

5.

KEY SECURITY PROCEDURES (CONFIDENTIAL)

6.

CONTINGENCY PLANNING (CONFIDENTIAL)

7.

REPORTING OF NON-CONFORMITIES

8.

MAINTENANCE OF SECURITY SYSTEMS AND EQUIPMENT (CONFIDENTIAL)

9.

DOCUMENT CONTROL

10.

AUDITS AND REVIEWS

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ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS (CONFIDENTIAL) SHIP SECURITY ASSESSMENT (CONFIDENTIAL)

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12.

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1.

DISTRIBUTION LIST

Copy No.

Holder’s Name / Rank

Holder’s Position

Issue No.

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Master M/T “VSLNAME”

SSO

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CSONAME

CSO

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CSODEPUTYNAME

D/CSO

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COMPANYNAME GENERAL

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AMENDMENT RECORD Rev. No.

Issue No.

Description of change

Issue date

Effective date

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Section / Page No.


M/T “VSLNAME� IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

COMPANYNAME 1. INTRODUCTION

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1. INTRODUCTION

Contents

1.2.

Introduction

1.3.

Confidentiality

1.4.

Distribution list

1.5.

Leaving management

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Definitions

Definitions

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1.1.

1.1.

For the purpose of this Ship Security Plan the following definitions shall apply unless expressly provided otherwise:

3.

Calling Port:

A Port where a ship moors (or anchors) and passengers and crew are allowed to leave the ship to visit the port. Passenger's baggage and ship stores will not normally be loaded or off-loaded at calling ports. A Company as defined in SOLAS Chapter IX, Regulation 1. The person ashore designated by the Company to develop and revise the ship security plan and to liaise with the PFSOs and the SSO. He is the company official who will be responsible for developing, maintaining and enforcing the company security policies and plans as set out in this document. The onboard record that provides the history of the ship with respect to the information recorded therein. The CSR shall be issued by the flag administration. The Company is obliged to update and keep CSR information current as and when changes occur. The CSR must be available at all times. Any changes relating to the entries of the CSR will require the flag state, within three months, to issue a revised, updated CSR. The flag administration, pending the issue of a revised and updated version of the CSR, shall authorize and require either the Company or the Master to amend the CSR in order to reflect changes. In such cases the Company shall, without delay, inform the flag administration accordingly. Any previous entries in the CSR shall not be modified, deleted or, in any way, erased or defaced. Whenever the ship is transferred to the flag of another State or is sold to another owner or is taken over by another (bareboat)

Company: Company Security Officer (CSO):

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4. 5.

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As required by SOLAS Chapter V, Regulation 19.

2.

Automatic Identification System (AIS): Oil tanker :

6.

An oil tanker as defined in SOLAS Chapter II-1, Regulation 2.12.

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Continuous Synopsis Record (CSR):


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

Convention:

9.

Declaration of Security (DoS):

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8.

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10. Designated Authority (DA): 11. Disembark:

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12. Embark:

13. Inspection:

14. ISPS Code: 15. ISSC: 16. Non-compliance: 17. Non-conformity:

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charterer or another Company assumes the responsibility for its operation, the CSR shall be left onboard. If the ship is to be transferred to another flag, the Company shall notify the current flag state so as to enable it to forward a copy of the CSR to the new flag state, covering the period during which the ship was under their jurisdiction. When the ship is transferred to another flag the Government of which is a CG, the CG of the State whose flag the ship was flying hitherto shall transmit to the flag administration as soon as possible after the transfer takes place a copy of the relevant CSR covering the period during which the ship was under their jurisdiction together with any CSR previous issued to the ship by other States. When the ship is transferred to the flag of another State, the flag administration shall append the previous CSR to the CSR the flag administration will issue to the ship so to provide continuous history records. The CSR is retained in vessel’s Certificates’ file. CGs are considered all the Governments of those states, which have accepted and signed the International Convention for the Safety of Life at Sea. This term, in connection with any reference to a port facility, includes a reference to the “Designated Authority”. The International Convention for the Safety of Life at Sea, 1974 as amended. An agreement reached between a ship and either a port facility or another ship with which it interfaces, specifying the security measures each will implement. DoS provides means for ensuring that security will remain in place throughout the ship’s activities within the port (or with the other ship) and that critical security concerns are properly addressed by designating the responsibilities for security arrangements and procedures between the ship and port facility (or the other ship). The organization(s) or the administration(s) identified within the CG as responsible for ensuring the implementation of the provisions of the ISPS Code pertaining to port facility security and ship / port interface, from the point of view of the port facility. Refers to any time that the crew or passengers leave the ship, be it a port call or final destination. Refers to any time that crew or passengers board the ship, be it a port of call or initial boarding of the ship. An examination to detect the presence of prohibited weapons, dangerous substances and devices that could be used in an unlawful act threatening the security of a vessel, port or waterfront facility. The International Code for the Security of Ships and of Port Facilities consisting of Part A and Part B, as adopted on 12 Dec 2002 and as may be amended by IMO. The International Ship Security Certificate. The non-fulfillment of a specified requirement or the incompatibility of the subject matter for the ship. An observation where objective evidence indicates the non-fulfillment of specified requirements of the ISPS Code. Also, a non-fulfillment of objectives or requirements defined by the Company which goes beyond what should be subject to mandatory ISPS Code certification.

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Contracting Government (CG):

1. INTRODUCTION

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7.

COMPANYNAME


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

20. Port facility:

21. Port Facility Security Officer (PFSO): 22. Port Facility Security Plan (PFSP): 23. Prohibited Weapon:

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24. Recognized Security Organisation (RSO):

A statement of facts made during an audit and substantiated by objective evidence. Observations may indicate a possible deficiency in future but in the Auditor’s opinion are not nonconformities. Observations are documented and presented to the vessel’s Master / SSO at the close of the verification. A person, company or government agency or the representative of a company or government agency which maintains operational control over a vessel. The location, as determined by the CG or by the DA, where the ship/port interface takes place. This includes areas such as anchorages, waiting berths and approaches from seaward, as appropriate. The person designated as responsible for the development, implementation, revision and maintenance of the PFSP and for liaison with the SSOs and CSOs. 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. A firearm, knife or other device or substance that can be used for unlawful act which is not permitted onboard a vessel or the presence of which is regulated onboard a vessel under policy established by the operator under their initiative or pursuant to state or local law. An organization authorized by the Contracting Government in accordance with SOLAS Ch. XI-2 and Section 4 of Part B of the ISPS Code. Spaces that are essential to the operation, control or safety of the vessel and to which entry restrictions apply. Any suspicious act or circumstance threatening the security of a ship or of a port facility or of any ship / port interface or of any ship to ship activity. An inspection, check and/or audit to control and improve the mitigation strategy, protective measures and actions in the SSP. The ship’s IMO number.

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19. Operator:

1. INTRODUCTION

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18. Observation:

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25. Restricted Area:

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26. Security Incident: 27. Security Survey:

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28. Ship Identification Number: 29. Ship / port interface: 30. SSAS: 31. Ship Security Assessment (SSA):

32. Ship Security Officer (SSO):

The interactions that occur when a ship is directly and immediately affected by actions involving the movement of persons, goods or the provisions of port services to or from the ship. Ship Security Alert System The identification of possible threats to key shipboard operations, existing security measures and weakness in the infrastructure, policies and procedures. It is a systematic and analytical process to consider the likelihood that a security breach will endanger an asset, individual or function and, based on that, to identify actions to reduce the vulnerability and mitigate the consequences of a security breach. The SSP is based on the results of the SSA. The person onboard the ship, accountable to the Master, designated by the Company as responsible for the security of the ship, including implementation and maintenance of the SSP and for liaison with the CSO and PFSOs. The SSO reports to the Master for the overall management and oversight of all shipboard security policies, programs and procedures.


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

Security Level 3 (or Maritime Security (MARSEC) Level 3):

A plan developed to ensure the application of measures onboard the ship, designed to protect persons onboard, cargo, cargo transport units, ship’s stores or the ship from the risks of a security incident. Any activity not related to a port facility that involves the transfer of goods or persons from one ship to another. The qualification of the degree of risk that a security incident will be attempted or will occur. The level for which minimum appropriate protective security measures shall be maintained at all times; in other words, these are the normal, every day security measures. The level for which appropriate additional protective security measures will be maintained for a period of time as a result of heightened risk of a security incident. Security Level 2 means that there is a heightened threat of an unlawful act against a port, waterfront facility or ship and intelligence indicates that terrorists are likely to be active within a specific area or against a specific class of target. This risk level indicates that a particular segment of the industry may be in jeopardy, but that no specific target has been identified. The level for which further protective security measures shall be maintained when a security incident is probable or imminent, although it may not be possible to identify the specific target. It means the threat of an unlawful act or generally speaking a security incident against a port, waterfront facility, or ship is probable or imminent. Intelligence may indicate that terrorists have chosen specific targets, though it may not be possible to identify such targets. Additional protective security measures are not intended to be sustained for substantial periods but for a limited period of time. A vehicle that, by the totality of the circumstances surrounding its appearance or actions, including, but not limited to, operation contrary to posted guidance and the experience and training of the observing official, presents a particularized and objective basis to suspect that it is engaged in unusual or out of the ordinary behavior. A security incident resulting in a significant loss of life, environmental damage, transportation system disruption or economic disruption in a particular area. The audit of the SSP and associated procedures, checking the operational status of the Ship Security Alert System and a representative sample of associated security systems and equipment mentioned in the SSP.

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Security Level 1 (or Maritime Security (MARSEC) Level 1): Security Level 2 (or Maritime Security (MARSEC) Level 2):

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36. Suspicious vehicle:

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37. Transportation security incident:

38. Verification:

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34. Ship to ship (STS) activity: 35. Security level:

1. INTRODUCTION

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33. Ship Security Plan (SSP):

COMPANYNAME


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

3.

4. 5.

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This Ship Security Plan has been written in accordance with the requirements of SOLAS Chapter XI-2 and part Α of the ISPS Code. The Plan contains all information and operational instructions required, and takes into account, where applicable, the guidance outlined in Part Β of the Code, Flag State requirements and United States Coast Guard (USCG) rules and regulations. The Plan contains the names, telephone numbers, etc. of all contacts required by the ISPS Code as well as other reference material. The purpose of this Plan is to contribute to the prevention of illegal acts against the ship, its crew, cargo and passengers by providing guidance to the SSO, and the rest of the crew with respect to security awareness, incident prevention and threat response. The Plan has been developed following a Ship Security Assessment and an “on-scene” security survey which identified existing security measures and procedures and evaluated possible threats to those key shipboard operations which are important to protect. The findings of this assessment have been incorporated into this Plan. The assessment has been documented, reviewed, accepted and is included in the confidential part of this Plan. This Plan must be available onboard at all times and the measures outlined must always be implemented. The Plan will be regularly reviewed and updated. Review is the responsibility of the Company and will be carried out at intervals not exceeding 12 months. Following an incident in which the plan has been activated, there will be a thorough review of its effectiveness. Details of reviews, audits and amendments to the SSP are recorded and, on request, will be made available to persons duly authorized by the ship’s Flag State Administration. The SSP has been approved by the Flag Administration and no significant alteration or revision shall be made to any part of it without the prior approval of the Flag Administration. The Flag Administration has agreed that changes to some sections of this Plan and their relevant Annexes will not be required to be approved by them. These parts are maintained and kept up to date by the Company. Authorized copies of the Plan are controlled so that all authorized holders have the current revision. Distribution of this SSP must be controlled so that it is restricted to personnel that have a need to know, for purposes of implementing or assessing the Plan. All transmittals of a copy of the information in this Plan shall include a warning that the information is sensitive and must be protected.

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2.

Introduction

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1.

1. INTRODUCTION

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1.2.

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The SSP indicates the operational and physical security measures the ship itself should take to ensure it always operates at Security Level 1 and the additional or intensified security measures the ship itself can take to move to and operate at Security Level 2 when instructed to do so. The SSP indicates also the possible preparatory actions the ship could take to allow prompt response to the instructions that may be issued to the ship by those responding at Security Level 3 to a security incident or threat thereof.


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COMPANYNAME 1. INTRODUCTION

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Confidentiality

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The SSP will not be subject to inspection by Officers duly authorized by a Port State to carry out control and compliance measures unless these Officers have “clear grounds” to believe that the ship is not in compliance with the requirements of SOLAS Chapter XI-2 or Part A of the ISPS Code and the only means to verify or rectify the non-compliance is to review the relevant requirements of the SSP. In such cases, limited access to the specific sections of the Plan relating to the non-compliance is exceptionally allowed but only with the consent of either the flag state or the Master. Any such request or demand will be immediately reported by the ship to the CSO for guidance and reference to the Flag State before any details are revealed to non-Flag State officials. Nevertheless, Sections 3, 5, 6, 8, 11 & 12 of this Plan, related to the following, marked as “confidential” are considered STRICTLY CONFIDENTIAL and cannot be subject to inspection unless otherwise agreed by the Flag State. • Identification of the restricted areas and measures for the prevention of unauthorized access. Procedures for responding to security threats or breaches of security, including provisions for maintaining critical operations of the ship or ship / port interface.

Procedures for responding to any security instructions the CG may give at Security Level 2 or 3.

Duties of shipboard personnel assigned with security responsibilities and of other shipboard personnel on security aspects.

Procedures to ensure the inspection, testing, calibration and maintenance of any security equipment provided onboard.

Identification of the locations where the SSAS activation points are provided.

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Procedures, instructions and guidance on the use of the SSAS, including the testing, activation, deactivation and resetting to limit false alerts. Furthermore, all information concerning sailing routes, schedules and the nature of the cargo carried shall be treated as confidential. The complete Plan, however, will be made available to duly authorized Flag State officials or representatives of the RSO. Distribution list

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1.4.

The plan is available in the working language of the ship. A controlled copy of this SSP onboard the ship as well as all security records and documentation, are retained by the CSO and deputy CSO ashore and the SSO onboard the ship. 1.5.

Leaving management

When the ship leaves Company management, the SSO shall ensure that all documentation relevant to application of the SSP onboard the ship is returned to the CSO. The aforementioned documentation shall be kept in the Company's file for a minimum of 2 years from the date the ship leaves the Company's management. The certifying Authority must be immediately informed.


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

COMPANYNAME 2. COMPANY SECURITY POLICY

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2. COMPANY SECURITY POLICY

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Contents Company Security Policy

2.2.

Policy Implementation

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2.1.


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2. COMPANY SECURITY POLICY

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Company Security Policy

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2.1.

COMPANYNAME


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2. COMPANY SECURITY POLICY

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Policy Implementation

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2.2.

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COMPANYNAME 3. ORGANIZATIONAL STRUCTURE OF SECURITY

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3. ORGANIZATIONAL STRUCTURE OF SECURITY Contents Introduction

3.2.

Company Details

3.3.

Ship Details

3.4.

Company Security Organization

3.5.

Ship Security Organization

3.6.

Master

3.7.

Ship Security Officer (SSO)

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3.1.

3.7.1. Duties and Responsibilities

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3.7.2. Liaison with Port Facility Security Officers and other Security Officers 3.7.3. Liaison with Law Enforcement Agencies

3.8.

Other Shipboard Personnel

3.8.1. The Officer of the Watch (ΟΟW) – Deck / Engine

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3.8.2. Security Patrols 3.8.3. Gangway Watch 3.8.4. Officers and Ratings

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3.8.5. Emergency / Contingency Team

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3.1.

3.8.6. Security Duties Records

Introduction

This Section provides the appropriate information for the exact definition of responsibilities in the form of Company and Ship Security Organization Charts and of job descriptions for selected shore and ship personnel. More specifically, the Organization Charts depict the varying levels of authority and the proper venues of communication between departments while the individual job descriptions cover the objectives, responsibilities and authorities for each position in the Company structure.


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COMPANYNAME 3. ORGANIZATIONAL STRUCTURE OF SECURITY

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Company Details

Ship’s registered Owner(s): Address: Company responsible for carrying out Safety Management activities: Address: Fax: Email:

Parties responsible for appointing shipboard personnel, such as ship management companies, manning agents, contractors, etc.:

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Address:

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Telephone:

Telephone: Fax:

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Email:

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Contact details for parties responsible for deciding the employment of the ship (including time or bareboat charterer(s) or any entity acting in such capacity) as well as in cases when the ship is employed under the terms of a Charter Party. The contact details of relevant parties including time or voyage charterers are included in the voyage orders provided by the Company. 3.3.

Ship Details

Name of Ship:

VSLNAME

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Length Overall:

Gross Tonnage: Port of Registry: Flag State: Call Sign: Inmarsat Voice: Inmarsat Fax: Telex: Email:

Ship’s (IMO) identification No.: MMSI No.:

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COMPANYNAME 3. ORGANIZATIONAL STRUCTURE OF SECURITY

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Company Security Organization

The Company’s management and delegation of authority is implemented via the accompanying Organization Chart where vertical lines signify hierarchical seniority between high and low positions while horizontal lines denote communication and collaboration between two or more positions. All key shipboard personnel are informed of the Company’s security system and sign relevant SMS Form C002.

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The Company Department Managers, as outlined in the organization chart below and as far as this Plan is concerned, are responsible for the following:

COMPANY SECURITY ORGANIZATION STRUCTURE

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MANAGING DIRECTOR CSO

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DPA

OPERATIONS MANAGER

TECHNICAL MANAGER

VESSEL

CREW / PERSONNEL MANAGER


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COMPANYNAME 3. ORGANIZATIONAL STRUCTURE OF SECURITY

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MANAGING DIRECTOR To oversee and implement the Company’s Security Policy. The Managing Director is responsible for:

Reporting to

Board of Directors

Function Objective Responsibilities

TECHNICAL MANAGER To assist the management in all technical matters. The Technical Manager is responsible for:

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Function Objective Responsibilities

Reporting to:

Function

Managing Director COMPANY SECURITY OFFICER (CSO)

The CSO who is responsible for the security of this ship is CSONAME. He may be contacted at:

Office Telephone: Mobile Telephone: A.O.H. Telephone: Email:


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COMPANYNAME 3. ORGANIZATIONAL STRUCTURE OF SECURITY

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The CSO must have appropriate support and resources available to support his duties and shall have knowledge of and receive training related to security issues. He has direct access to the highest level of management and is responsible for the development, implementation, and efficiency of Company security policy. He must provide the ship with any advice issued by the flag State on the level of threat likely to be encountered or on other relevant security related matters using appropriate security assessments and other information. The CSO shall be trained as described in Section 4. The CSO must have, through training or equivalent job experience, at least the following qualifications:

Responsibilities

In addition to the responsibilities and duties specified elsewhere in this Plan, the CSO must:

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Qualifications


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Substituted by Reporting to

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Deputy CSO Managing Director

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M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

While the CSO need not necessarily personally undertake all above duties associated with the port, the ultimate responsibility for ensuring that they are properly performed remains with the individual CSO. Any identified lack of adequate training for personnel responsible for the security of the ship, problems related to coordination of security arrangements with Port Facilities or conflict between security provisions and safety requirements must be immediately reported to the CSO. DEPUTY CSO

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Function

The Deputy CSO is CSODEPUTYNAME.

Office Telephone: Mobile Telephone: A.O.H. Telephone: Email:

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He may be contacted at:

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The Deputy CSO has the same duties and qualifications as the CSO and will act in case of his absence. OPERATIONS MANAGER To realize the aims and conform to the stated principles of the department. The Operations Manager is responsible for:

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Function Objective Responsibilities

Reporting to

Managing Director


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Reporting to

Managing Director

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Responsibilities

CREW MANAGER To ensure that the recruitment of shipboard personnel is conducted according to security principles. The Crew Manager is responsible for:

Function Objective

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OTHER SHORE-BASED KEY-PERSONNEL

3.5.

Ship Security Organization

Onboard security structure follows the outline shown in the following Organization Chart. This Chart defines lines of command onboard the ship and outlines the hierarchy structure of the shipboard personnel with security duties. The duties of the SSO as well as of the shipboard personnel assigned security responsibilities and those of other shipboard personnel are hereunder. The paramount objective is that all activities are carried out in compliance with the Company’s stated policy and procedures.


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COMPANYNAME 3. ORGANIZATIONAL STRUCTURE OF SECURITY

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SHIP SECURITY ORGANIZATIONAL CHART

CSO

MASTER

CHIEF ENGINEER

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SSO

Master

Objective

To operate the ship with the highest level of security, in accordance with the Company’s stated principles, policy and objectives. The Master has overall responsibilities for the safety and security of the ship, crew, passengers, and cargo. He is responsible for:

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Responsibilities

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3.6.

DECK OFFICERS / CREW

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ENGINE OFFICERS / CREW

CHIEF OFFICER


3. ORGANIZATIONAL STRUCTURE OF SECURITY

CSO

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Reporting to

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Procedures described in the SSP do not absolve the Master from his responsibilities and duties according to legislation.

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Standing security orders issued by the Master may complement procedures described in the SSP but may not be in conflict with them.

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MASTER’S OVERRIDING AUTHORITY


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Ship Security Officer (SSO)

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THE SHIP’S MASTER HAS UNLIMITED AND OVERRIDING AUTHORITY, DURING BOTH THE REGULAR OPERATION OF THE SHIP AND IN EMERGENCIES, TO MAKE DECISIONS WHICH MAY BE IN CONFLICT WITH COMPANY INSTRUCTIONS OR THE SSP. THE SHIP’S MASTER CAN MAKE DECISIONS WITHOUT REQUIRING THE COMPANY’S PRIOR APPROVAL WHEN THIS IS NECESSARY FOR THE SECURITY OF THE SHIP AND ITS CREW.

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3.7.1. Duties and Responsibilities While all crewmembers have some responsibility for the security of the ship, the SSO carries the main responsibility for the application, maintenance, efficiency and effectiveness of the SSP. The SSO reports to the CSO on the overall management and oversight of all shipboard security policy, programs and procedures.

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In coordination with the CSO, the normal responsibilities of the SSO, in addition to those responsibilities and duties specified elsewhere in this Plan, include:


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When operating at Security Level 1 or 2, the SSO will, while in port:


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When the measures outlined in this Plan for implementation in response to a Security Level 2 or 3 or in an exercise with 3rd parties are introduced:

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3.7.2. Liaison with Port Facility Security Officers and other Security Officers

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3.7.3. Liaison with Law Enforcement Agencies (police, fire department, etc.)

3.8.

Other Shipboard Personnel

The ship’s crew is divided in Group A and B security teams; their training is indicated in Section 4. Their classification is subject not only to their rank but also to their security awareness, experience and knowledge as well as to the training they have received prior to assuming duty. Members of Group A security team are the SSO and the Deputy SSO as well as Officers with adequate security experience having received the appropriate training as defined in Section 4. The responsibilities of the members of this team include, but are not limited to, the following:


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Group B team members have appropriate experience, specific duties and responsibilities and adequate training as defined in Section 4. The responsibilities of the members of this team include, but are not limited to, the following: •

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3.8.1. The Officer of the Watch (ΟΟW) – Deck / Engine Each OOW, together with those crewmembers with watchkeeping duties, monitors the security of the ship throughout his periods on watch. He is responsible for implementing individual security bills as well as reporting discrepancies in those bills. The OOW is responsible for implementing all relevant requirements of the SSP. During his watch, he will:


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The OOW together with crewmembers with watch keeping responsibilities must monitor the security of the ship throughout his period of watch. When the ship is in narrow waters (channels, traffic separation schemes, etc) or passing nearby land in a piracy-risk area, the bridge OOW shall pay specific attention to:

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3.8.2. Security Patrols


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3.8.3. Gangway Watch


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3.8.4. Officers and Ratings Function Objective

Reporting to

Master

SECOND OFFICER To act as duty deck officer according to the instructions of the Master or the Chief Officer and to promote secure ship operation according to SSP and national and international regulations. The Second Officer is responsible for:

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Function Objective

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Responsibilities

CHIEF OFFICER To act as second in command under the orders of the Master, and to promote secure ship operation according to SSP and national and international regulations. The Chief Officer is responsible for:

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Responsibilities

Reporting to

Chief Officer


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G.O. OFFICER The G.O. Officer is responsible for assisting the SSO in communication procedures and also responsible for:

Reporting to

Master

Function Objective

CHIEF ENGINEER Responsible for the effective operation and maintenance of the ship’s security systems and equipment. The Chief Engineer is responsible for:

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Function Responsibilities

Reporting to

Master and Superintendent Engineer

Function Objective

Responsibilities

SECOND ENGINEER To schedule and organize, in collaboration with the C/E and assisted by the engine personnel, the optimum secure operation of the engine department. The Second Engineer is responsible for:

Reporting to

Chief Engineer


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Reporting to

Second Engineer

Function Objective

BOSUN To ensure that all security procedures are taken in consideration during deck operations and maintenance work. He is responsible for:

Chief Officer

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THIRD ENGINEER & ELECTRICIAN (where required) To assist the 2nd Engineer in scheduling and organizing the optimum secure operation of the engine department. The Third Engineer is responsible for:

Function Objective

ENGINE RATING The Engine rating is responsible for:

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Function Responsibilities

Reporting to

Second Engineer

Function Objective Responsibilities

DECK RATING & PUMPMAN (where required) To work in conjunction with other onboard personnel toward achieving the Company’s stated security procedures The Deck Rating is responsible for:

Reporting to

Bosun


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Reporting to

Chief Officer

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STEWARD & COOK & CHIEF COOK (where required) To work in conjunction with other onboard personnel toward achieving the Company’s stated security procedures The Steward is responsible for:

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3.8.6. Security duties The following tables are provided for guidance only. The duties outlined below may be revised according to ship specific needs, crew availability, prevailing circumstances and Master /SSO judgment. 3.8.6.1 Security Duties in Port Rank Master

Level 2

Level 3

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SSO

Level 1

Chief Officer

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Second Officer

Second Officer (G/O) Chief Engineer Second Engineer Third Engineer

Other Group B Members (Deck) Other Group B Members (E/R) Additional Duties for Electrician: Operation and maintenance of security lighting equipment


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3.8.6.2 Security Duties at Sea Rank Master

Level 1

Level 2

Level 3

SSO Chief Officer Second Officer

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Other Group B Members (Deck) Other Group B Members (E/R)

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Policy Acceptance (SMS) Deputy SSO Appointment Record

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Form C002 Form SEC-002


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4. TRAINING Contents Familiarisation – Evaluation – Motivation 4.1.1.

Familiarization

4.1.2.

Evaluation

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4.1.

4.2.

Understanding of rules, regulations & SSP

4.3.

Training

Scope

4.3.2.

Procedure

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CSO, SSO, their deputies and Group A Security team members

4.4.2.

Group B security team members and shoreside personnel with security duties

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4.4.

4.3.1.

4.5.

4.5.1.

Scope

4.5.2.

Procedure

Records

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Drills & Exercises


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Familiarization – Evaluation – Motivation

4.1.1.2. Handing-over forms

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4.1.2. Evaluation

4.2.

Understanding of rules, regulations & SSP


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Training

4.3.1. Scope

4.3.2. Procedure

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4.3.2.3. Training procedures


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4.3.2.4. Training needs evaluation


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Training seminars and learning objectives

4.4.1. CSO, SSO, their deputies and Group A Security team members The CSO, the SSO and other shipboard personnel with security duties shall have adequate knowledge and ability to perform these duties, shall receive training as required by the ISPS Code and shall be familiar with relevant provisions of this SSP. More specific, the CSO, the SSO and their deputies shall have adequate knowledge through training or equivalent job experience in the following: A1.

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A2. A3. A4. A5.

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A6. A7.

A9. A10. A11.

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A12.

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A13.

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A14. A15. A18. A19. A20. A21. A22. A23.


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A24. A25. A26. A27. A28. A29.

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A30. A31. A32.

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A33.


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4.4.2. Group B security team members and shoreside personnel with security duties Shipboard personnel having specific security duties (members of Group B security team) shall have sufficient knowledge and ability to perform their assigned duties through training or equivalent job experience and shall understand their responsibilities for ship security as described in the SSP including as appropriate: B1. B2. B3.

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B4. B5. B6. B7.

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B11. B12.

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B10.

B14. B15.

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B16. B17. B18. B19.


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4.5.2.2 Exercises

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Records


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Approved by: CSO

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5. KEY SECURITY PROCEDURES Contents Introduction

5.2.

Internationally Established Security Levels

5.3.

Procedures for Interfacing with Port Facility Security Activities

5.4.

Acting on Instructions from Contracting Governments at Security Level 3

5.5.

Ensuring the Performance of All Shipboard Security Duties

5.6.

Controlling Access to the Ship

5.7.

Controlling the Embarkation of Persons and their Effects

5.8.

Monitoring Restricted Areas

5.9.

Monitoring Deck Areas and Areas Surrounding the Ship

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5.10. Handling of Cargo

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5.11. Delivery of Ship’s Stores

5.12. Procedures for Security Communications 5.13. Security Systems and Equipment

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Annexes

5.1.

Introduction

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The instructions and procedures described in the following sections cover the key shipboard procedures concerning the security of the ship, the cargo, passengers / visitors and its crew. They have been developed based on international rules and regulations, flag state requirements and guidelines issued by the shipping industry. The contents of these instructions do not in any way restrict the Master’s authority to take steps and issue orders, whether or not these are in conformity with the contents of these procedures and instructions, provided that these activities are carried out in exceptional cases which are considered necessary for the security of the ship and its crew.

5.2.

Internationally Established Security Levels

The ship will operate at a security level as set out by the appropriate Port or Flag State Authorities. The International Maritime Organization has established three security levels that determine the readiness condition of the ship:


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Security Level 1 - Normal This is the level at which ship and port facilities normally operate. At this level minimum appropriate protective security measures shall be maintained at all times. At this level there is no known specific threat of an unlawful act against the ship or its location. Security Lever 2 – Heightened This risk level indicates that, although there is perceived to be a heightened risk of a security incident, no specific target has been identified. This is the level for which appropriate additional protective security measures shall be maintained for as long as there is a heightened risk of a security incident.

Procedure

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Security Level 3 – Exceptional This is the level for which exceptional protective security measures shall be maintained when there are specific indications that a security incident is probable or imminent, although it may not be possible to identify the specific target. This security level is only applied for the period of time when there is a probable or imminent risk of a security incident. At Security Level 3, Flag State Administrations and DAs will issue instructions relating to security measures that the ship shall follow.


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Ship Activities with object for which the ISPS Code does not apply

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5.2.2.2 Interaction with a ship whose flag state is not a CG or to which ISPS Code does not apply

5.2.2.3 Interface with a port facility to which the ISPS Code does not apply

5.2.2.4 Interface with Platform or MODU


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Procedures for Interfacing with Port Facility Security Activities

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5.3.1. Operating in the Territorial Sea

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5.3.2. Prior to entering a port of another CG

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5.3.3. On Arrival in Port


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5.3.6. Notification

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5.3.5. Assessment following departure

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5.3.4. Differing Security Levels

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5.3.7. The Declaration of Security


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Security Level 1

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Security Levels 2 & 3

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Acting on Instructions from Contracting Governments at Security Level 3

Ensuring the Performance of All Shipboard Security Duties

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5.5.

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5.4.1. Procedure

5.5.1. Scope This procedure details the activities that must be carried out in order to ensure the performance of all ship security duties at all security levels and for all operating conditions.

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5.5.2 Procedure


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5.5.2.3 Security Logbook

5.5.3. Records


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Controlling Access to the Ship

5.6.1

Scope

5.6.2

Procedure

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Security Level 1

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Security Level 2

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Security Level 3

5.6.2.1 Gangway Watch


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5.6.2.2 Gangway Log

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5.6.2.3 Identification of all Ship Access Points – Security Measures at Port The security measures cover all means of access to the ship, as identified in the SSA, and marked in the General Arrangement Plan of the ship (see Annex I).

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The specific security measures implemented at port, some of which may have to be applied in liaison with the port facility, are detailed in the tables below: Access to Vessel Gangways

No.

Location

Security Level 1 2 3

Remarks Authorized Access

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Pilot Ladders

Helicopter Landing Areas

Authorized Access


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Unauthorized Access

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Hose Handling Cranes Provision Cranes

Unauthorized Access

No.

Location

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Deck

5.6.3. Records

Lock / Secure Security Level 1 2 3

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Access within Vessel

Remarks


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Controlling the Embarkation of Persons and their Effects

5.7.1 Scope This section details the security measures applied in order to control embarkation of persons and their effects to the ship as well as handling of unaccompanied baggage. Procedure

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Security Level 2

Security Level 3


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5.7.2.1 Identification system


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5.7.2.2 Searching and Screening - Screening For Weapons, Incendiaries and Explosives


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5.7.2.3 Handling Unaccompanied Baggage


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5.7.2.4 Restriction or cancellation of crew leaves

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5.7.2.5 Embarkation Control Measures at Port The specific security measures implemented at port, some of which may have to be applied in liaison with the port facility, are detailed in the tables below: Level 1

Level 2

Level 3

Remarks


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Level 1

Level 2

Level 3

Remarks

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Persons

Level 3: only those responding to the security incident or threats are to be granted access.

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Level 2

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Baggage Type

Level 3

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Monitoring Restricted Areas

5.8.1

Scope

5.8.2

Procedure

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5.8.

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Security Level 1

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Security Level 2

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Security Level 3

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5.8.2.1 Circulation Control of Restricted Areas


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5.8.2.2. Master Keys

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5.8.2.3. Identification of Restricted Areas - Control Measures at Port The specific security measures implemented at port, some of which may have to be applied in liaison with the port facility, are detailed in the tables below: Location

Deck

LEVEL 1

LEVEL 2

LEVEL 3

Remarks


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LEVEL 3

Remarks

The following Restricted Areas may remain unlocked while at sea:

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5.8.3. Records

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Doors on Emergency Escape Routes from Manned Spaces* Egress from / Location Emergency Egress Route Method of Exit Securing


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Monitoring Deck Areas and Areas Surrounding the Ship

5.9.1 Scope This procedure defines the activities and controls necessary to monitor the deck areas onboard and areas surrounding the ship.

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Security Level 1

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Procedure

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5.9.2

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Security Level 2

Security Level 3


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Control Point Power Source

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Identification of ship’s security lighting: Location Type

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5.9.2.3. Measures for Monitoring Deck Areas and Areas Surrounding the Ship at Port The specific security measures implemented at port, some of which may have to be applied in liaison with the port facility, are detailed in the tables below: Level 1

Level 2

Level 3

Remarks

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Deck areas and areas surrounding the ship

Level 3: initiation of measures, including the slow revolution of the propeller, if practicable, to deter underwater access to the hull - in coordination with the PFSO divers may be utilized as means to deter underwater access to the ship Records

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Handling of Cargo

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5.10.1 Scope

Security Level 1


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Security Level 2

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A

Security Level 3

5.10.2.1. Inventory of Dangerous Goods and Hazardous Substances


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5.10.3 Records


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Delivery of Ship’s Stores

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5.11.2 Procedure

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Security Level 1

Security Level 2


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Security Level 3

5.11.2.1 Control Measures for the Acceptance of Stores at Port

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The specific security measures implemented at port, some of which may have to be applied in liaison with the port facility, are detailed in the tables below: Level 1

Level 2

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Stores Type / Nature

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5.11.3 Records

Level 3

Remarks


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Procedures for Security Communications

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5.12.2 Procedure

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5.12.2.1. Measures for ensuring that security communication is readily available

At heightened security levels the ship may enhance the means of communication to report acts threatening the security of the ship as provided in the following table: Protective Measure

Level 1

Level 2

Level 3


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5.12.2.2 Ship’s Communication Systems

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System

Communication Equipment Onboard Use

Transmit Location


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5.12.2.2 Ship - Company

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5.12.2.3 Ship – Other Ships

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5.12.2.4 Ship – Flag State

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5.12.2.5 Ship – Port Facility – Port State Authority


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5.12.2.6 Ship – Law Enforcement

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5.12.2.7. Radio Procedures / Radio Watch keeping

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5.12.2.8. Communication in Response to Threats


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Security Systems and Equipment

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5.13.2.2. Ship Security Alert System (SSAS) Conforming to SOLAS Reg. XI-2/6 the ship is fitted with the following type of SSAS: MAKER

MODEL


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5.13.2.2.2 Limiting “false alerts”


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5.13.3. Records

Control Point

Power Source


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ANNEX I GENERAL ARRANGEMENT PLAN

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Information regarding access to and within the vessel, restricted areas, emergency escape routes and existing security equipment / systems is marked on the General Arrangement Plan. Each door or entry point identified by number and this is done deck by deck. Following is a colored indication of different access points and restricted areas as have been drawn in the ship's General Arrangement Plan. Access to Accommodation

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Restricted Areas Access to Restricted Areas

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Unauthorized Access Authorized Access

Emergency / Escape Routes

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A

Existing Security Equipment / Systems

(Refer to Ship Security Assessment – Section 12)


A

S TIME

(Local)

19/11/03 08:30 Stevedores from X Company have boarded the vessel to commence loading operation. Their leader has provided full list with names. SSO

19/11/03 12:42 Gangway Log has been satisfactorily checked by SSO. OOW

19/11/03 19:47 Have been informed through VHF by Lagos Port Authorities that two stowaways have been arrested while trying to board a vessel on pier 5. Master

20/11/03 01:00

Security Patrol Report. PORT and STBD side clear. Fore Mooring Ropes and anchor chain clear. Aft mooring ropes clear. Emergency escape hatches secured OOW

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DATE

(dd/mm/yy)

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COMPANYNAME

5. KEY SECURITY PROCEDURES

EXAMPLE

At Sea, FROM: -

At Anchorage:

REMARKS

This column is filled in with the rank and signature of the person who made the entry, such as Master, SSO or OOW.

This column describes any incident/ event/ security activity. Routine entries to be made, include: - Security level change (in such case, the change of security level should be entered and a new page should then be used) - Security Group A/ B rounds or checks - Security Patrol Report - Security related Communication - Gangway Log Check - Declaration of Security - Security Drills / Training / Meetings - Drugs / Alcohol / Stowaways Search - Calibration / Testing / Maintenance of SSE - Communication with Flag State - Communication with Port Authorities - Deputy SSO Appointment Any other incidents, threats or activities, as well as additional security measures or activities not covered by the code (Interface with floating Platforms or non Contracting Government Flags, etc.) should be clearly but briefly filled in. Reference to other documentation/ forms contained within the SSP Manual can be directly linked to such activities.

M/T:

M

This column is filled in with local time of the incident/ event/ security activity

This column is filled in with the date of the incident/ event/ security activity

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ANNEX IΙ

SECURITY LOGBOOK (SAMPLE) (Front page - Guidelines for filling in Security Logbook)

SECURITY LEVEL IN FORCE: TO: -

At Port: Lagos

2

ENTRY MADE BY

(Rank/ Signature)


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ANNEX IΙ SECURITY LOGBOOK (SAMPLE) (Main page - entries made by Master/ SSO/ OOW)

M/V:

SECURITY LEVEL IN FORCE: TO:

At Anchorage:

At Port:

TIME (Local)

REMARKS

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DATE (dd/mm/yy)

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At Sea, FROM:

The SSO _____________________

ENTRY MADE BY (Rank/ Signature)


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ANNEX IΙI

Location: _______________________________ FIRM

Calling on (Relevant Dept.)

Date: ___________________ TIME IN

ID ISSUED Yes / No

ID No.

TIME OUT

ID Delivered Yes / No

Page No. _____/ 50 Checked Baggage / Personal effects Yes / No

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NAME

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GANGWAY LOG (SAMPLE)

Gangway Watch (Name/Signature): ______________________________________________________________________


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ANNEX IV DECLARATION OF SECURITY Name of Ship: Port of Registry: IMO Number: Name of Port Facility:

under the following security levels

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This Declaration of Security is valid from ……………….. until ………………, for the following activities ………………………………………….. (list the activities with relevant details)

Security level(s) for the ship:

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Security level(s) for the port facility:

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The port facility and ship agree to the following security measures and responsibilities to ensure compliance with the requirements of Part A of the International Code for the Security of Ships and of Port Facilities.

A

The affixing of the initials of the SSO or PFSO under these columns indicates that the activity will be done, in accordance with relevant approved plan, by

Activity

S

Ensuring the performance of all security duties Monitoring restricted areas to ensure that only authorized personnel have access Controlling access to the port facility Controlling access to the ship Monitoring of the port facility, including berthing areas and areas surrounding the ship Monitoring of the ship, including berthing areas and areas surrounding the ship Handling of cargo Delivery of ship’s stores

The port facility:

The ship:


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Handling unaccompanied baggage Controlling the embarkation of persons and their effects Ensuring that security communication is readily available between the ship and port facility

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The signatories to this agreement certify that security measures and arrangements for both the port facility and the ship during the specified activities meet the provisions of chapter XI-2 and Part A of Code that will be implemented in accordance with the provisions already stipulated in their approved plan or the specific arrangements agreed to and set out in the attached annex. Dated at …………………………………….…….on the …………………………………… Signed for and on behalf of the ship:

P

the port facility:

(Signature of Port Facility Security Officer)

(Signature of Master or Ship Security Officer)

Name: Title :

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Name and title of person who signed Name:

Title :

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Contact Details (to be completed as appropriate) (indicate the telephone numbers or the radio channels or frequencies to be used) for the port facility: for the ship: Master

Port Facility Security Officer

Ship Security Officer

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Port Facility

Company Company Security Officer


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ANNEX V RECORD OF PREVIOUS PORT CALLS (SAMPLE)

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(To be completed by the Master or the SSO upon departure from the port)


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ANNEX VI ACCESS POINT SIGN (SAMPLE)

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POINT OF ENTRY SECURITY NOTICE

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BAGGAGE AND PERSONAL ITEMS ARE SUBJECT TO SEARCH AND INSPECTION PRIOR TO BOARDING AND / OR AT ANYTIME WHILE ONBOARD THIS VESSEL. PERSONS WHO REFUSE TO SUBMIT TO SEARCH WILL NOT BE ALLOWED TO BOARD OR REMAIN ONBOARD.

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FIREARMS, WEAPONS AND HAZARDOUS ITEMS ARE NOT ALLOWED ONBOARD AT ANY TIME. THE MASTER HAS THE RIGHT TO SEIZE ANY ITEM DEEMED AS DANGEROUS AND DETAIN ANY PERSON POSSESSING SUCH ITEM PENDING ARRIVAL OF LAW ENFORCEMENT OFFICERS.


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ANNEX VII

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RESTRICTED AREA SIGN (SAMPLE)

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RESTRICTED AREA

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NO ADMITTANCE WITHOUT THE AUTHORITY OF A SHIP’S OFFICER

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UNAUTHORIZED ENTRY CONSTITUTES A BREACH OF SHIP’S SECURITY ARRANGEMENTS AND WILL BE REPORTED TO THE PORT STATE AUTHORITIES


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ANNEX VIII SHIP SECURITY CHECKLIST (SAMPLE) (To be completed by the SSO - The SSO may issue additional security bills designating personnel assignments at each security level)

1. SHIP SECURITY CHECKLIST AT PORT Protective Measure

Security Level 2 3

Group(s) Check

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1


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Group(s) Check

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1

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2. SHIP SECURITY CHECKLIST AT SEA Protective Measure

Security Level 2 3

Group(s) Check

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1


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Group(s) Check

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1

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3. SHIP SECURITY CHECKLIST AT ANCHORAGE Protective Measure

Security Level 2 3

Group(s) Check

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1


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Group(s) Check

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1

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COMPANYNAME 5. KEY SECURITY PROCEDURES SEC-013 GANGWAY WATCH STANDING ORDERS

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5. KEY SECURITY PROCEDURES SEC-015 INVENTORY OF DANGEROUS GOODS AND HAZARDOUS SUBSTANCES

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Approved by: CSO

COMPANYNAME


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6. CONTINGENCY PLANNING Contents Introduction

6.2.

Core Security Team (CST)

6.3.

Reporting

6.4.

Security Threats

6.5.

Breaches of Security

6.6.

Terrorism

6.7.

Hijacking

6.8.

Actual or Attempted Piracy or Armed Robbery

6.9.

Hostage Situation

6.10.

Searching

6.11.

Finding Unidentified Objects / Explosives

6.12.

Bomb Threats / Searches

6.13.

Refugees and Stowaways

6.14.

Drug Smuggling and Abuse

6.15.

Evacuation of the Vessel and Emergency Evacuation Routes

6.16.

Records

A

M

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6.1.

Introduction

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6.1.


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Core Security Team (CST)

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M

Name

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6.2.

COMPANYNAME

Reporting

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6.3.

6.3.1

When to report

Title


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How to report

6.3.3

Who to contact

6. CONTINGENCY PLANNING

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6.3.2

COMPANYNAME

6.4.

Security Threats

6.4.1

General


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6.5.

Breaches of Security

6.5.1

Procedure


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Terrorism

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6.6.

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General

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6.6.1

6.6.2

Procedure

6.6.2.1 Terrorist access


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6.6.2.3 Prevention and deterrents


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6.7.1

Procedure

6. CONTINGENCY PLANNING

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6.7.

COMPANYNAME


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S

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20. 21. 22. 23. 24. 25. 26. 27.

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CONTINGENCY CHECKLIST No.1: Terrorism / Hijacking and Hostile boarding. Navigation in war zones / hostile waters No. Measure Check 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19.


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Actual or Attempted Piracy or Armed Robbery

The procedure outlined below is generic. When operating in the Piracy High Risk Areas (HRA), additional security measures should be applied, in accordance with Section 11. General - The Piracy / Armed Robbery Threat

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A

M

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6.8.1

6.8.2

Procedure


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6.8.2.1 Anti-small craft attack plan

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6. CONTINGENCY PLANNING

6.8.2.2 Anti-swimmer attack plan

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1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

CONTINGENCY CHECKLIST No.2: Actual or attempted piracy and armed robbery Measure Check 2.1. Before entering a high risk area

M

No.

P

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6.8.2.3 Prevention and deterrents


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No. 23. 24. 25.

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Measure

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2.2. When operating in a high risk area 26. 27. 28. 29. 30. 31. 32. 33. 34. 35. 36. 37. 38. 39. 40. 41. 42. 43.

2.3. Additional Measures when at anchor or stand-by

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44. 45. 46. 47. 48. 49. 50. 51. 52. 53. 54. 55. 56.

2.4. Reactions to an imminent attack 57. 58. 59. 60. 61.

Check


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No.

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Measure

P M

62. 63. 64. 65. 66. 67. 68. 69. 70. 71. 72. 73. 74. 75. 76. 77. 78. 79. 80. 81. 82. 83.

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2.5. In case of an attack

Follow-up

S

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84. 85. 86. 87. 88.

Check


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Hostage Situation

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P

CONTINGENCY CHECKLIST No.3: Hostage situation Measure

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No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

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6.9.1. Procedure

Check


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Searching

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6.10.1 Procedure

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6.10.1.1 Search System and Search Methods


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6.10.1.3 Methods of Searching / Screening Persons / Baggage


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Finding Unidentified Objects / Explosives

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6.11.1 Procedure

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6.11.1.1 Initial and follow up actions

6.11.1.2 Reporting actions


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CONTINGENCY CHECKLIST No.4: Actions on finding a suspicious device or unidentified objects, weapons or explosives Measure: Initial action

Check

M

15. 16. 17. 18. 19.

P

Measure: Follow-up actions

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No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14.

Measure: If bomb explodes without warning (Master’s responsibilities)

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A

20. 21. 22. 23. 24. 25. 26. 27. 28.

Measure: Bomb Threat / Damage and Destruction to Port Facility

29. 30. 31. 32. 33.


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Bomb Threats / Searches

A

M

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6.12.1.1 Bomb threat notification

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6.12.1 Procedure

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6.12.1.2 Bomb Search Guidance


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6.12.1.3 Action

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6.12.1.4 Reporting Procedures

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CONTINGENCY CHECKLIST No.5: Actions on bomb or explosives threat and destruction of the ship by explosives No. Measure for MAIL bomb Check 1. 2. 3. 4. 5. 6. 7. Measure for PACKAGE bomb 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. Measure for TELEPHONE bomb threats: NO LOCATION OR TIME INFORMATION OBTAINED 19. 20. 21. 22. 23.


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Measure for telephone bomb threats: EXACT LOCATION GIVEN, NO TIME INFORMATION RECEIVED 24. 25. 26. 27. 28. 29. Measure for telephone bomb threats: EXACT LOCATION AND TIME INFORMATION RECEIVED

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30. 31. 32. 33. 34. 35. Follow-up actions

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6.13.1.1 Refugees

6.13.1.2 Stowaways


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6.13.1.3 Precautions while at anchor in high risk areas

6.13.1.4 Precautions while at port


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6. CONTINGENCY PLANNING

6.13.1.6 Actions if located

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6. CONTINGENCY PLANNING

CONTINGENCY CHECKLIST No.6: Stowaways Measure: In port or at anchorage

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No. 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13.

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CONTINGENCY CHECKLIST No.7: Refugees

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No. Measure: In port 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.

Check


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6.14.1.3 Action when drugs are found - Vessel

6.14.1.4 Safety considerations

6.14.1.5 Prevention


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6.14.1.6 Drug abuse


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CONTINGENCY CHECKLIST No.8: Drug smuggling Measure

No. 1. 2. 3. 4. 5. 6. 7. 8.

On finding drugs or suspicious substances

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9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20.

Evacuation of the Vessel and Emergency Evacuation Routes

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6.16.

Records

Check


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Approved by: CSO

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Approved by: CSO

COMPANYNAME


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6. CONTINGENCY PLANNING SEC-022 PIRACY/ARMED ROBBERY REPORT TO IMO THROUGH MARITIME ADMINISTRATION

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6. CONTINGENCY PLANNING SEC-026 BREACHES OF SECURITY OR SUSPICIOUS ACTIVITIES REPORT

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Approved by: CSO

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COMPANYNAME 6. CONTINGENCY PLANNING SEC-027 VESSEL’S SEARCH CHECKLIST

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COMPANYNAME 7. REPORTING OF NON-CONFORMITIES

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7. REPORTING OF NON-CONFORMITIES

7.1.

Introduction

7.2.

Responsibilities

7.3.

Procedure

Scope

7.3.2.

Reporting Non-conformities (NCR)

7.3.3.

Corrective Action

Records

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7.3.1.

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Contents

The purpose of this procedure is to describe the activities and controls required to ensure that the causes of non-conformities are identified and corrected in order to avoid any recurrence. Responsibilities

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7.3.

Procedure

7.3.1. Scope


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7.3.2. Reporting Non-conformities (NCR)

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7.3.3. Corrective Action

7.4.

Records


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COMPANYNAME 8. MAINTENANCE OF SECURITY SYSTEMS & EQUIPMENT

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Contents

8.1.1.

Scope

8.1.2.

Procedure

8.1.3.

Maintenance Records

Inspection, Testing, Maintenance, Calibration & Service of the SSE 8.2.1.

Scope

8.2.2.

Statutory and Class Surveys

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8.2.

Maintenance

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8. MAINTENANCE OF SECURITY SYSTEMS & EQUIPMENT

Port State Control Surveys (PSCS)

8.2.4.

Company Inspection / Procedures

8.2.5.

Security Procedures while in Drydock or Extended Maintenance

8.2.6.

Spare Parts

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8.2.3.

8.3.

Maintenance

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8.1.

8.1.1. Scope

Records


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8.1.2. Procedure

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8.1.2.1 Planned Maintenance


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8.1.2.2 Repairs

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8.1.2.3 Monitoring of Maintenance / Repair Work


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8.2.

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Inspection, Testing, Maintenance, Calibration and Service of the SSE

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8.2.1. Scope

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8.2.2. Statutory and Class Surveys

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8.2.3. Port State Control Surveys (PSCS)

8.2.4. Company Inspection / Procedures


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Security Procedures while in Drydock or Extended Maintenance

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8.2.6. Spare Parts

8.3.

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Approved by: CSO

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Records


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COMPANYNAME 9.DOCUMENT CONTROL

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9. DOCUMENT CONTROL Contents Introduction

9.2.

Procedure 9.2.1.

Identification and Distribution of SSP

9.2.2.

Amendments of the SSP

9.2.3.

Document Amendments and Modifications

9.3.

Security Records

9.4.

Handling Security Information

Protection from Unauthorized Access or Disclosure

9.4.2.

Responding to Port State Control

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9.4.1.

Records

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9.5. Introduction

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9.1.

9.2.

Procedure

9.2.1 Identification and Distribution of SSP The SSP contains all the procedures affecting the security activities and measures as well as the shipboard instructions. For the identification of SSP documents the following data are used: • Company Name • Vessel’s Name / IMO No. • Title • Approved by • Revision No. / Issue No. • Effective date • Page Number


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Amendments to the SSP

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Document Amendments and Modifications

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9.DOCUMENT CONTROL

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9.2.2

COMPANYNAME


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9.DOCUMENT CONTROL

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Security Records

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9.3.

COMPANYNAME


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Handling Security Information

The procedures and practices to protect records and security sensitive information held in paper are as follows:

Records

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9.4.1. Protection from unauthorized access or disclosure


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COMPANYNAME 10. INTERNAL AUDITS AND REVIEWS

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10. AUDITS AND REVIEWS Contents Introduction

10.2.

Responsibilities

10.3.

Procedure

Security Inspections

10.3.2.

Review

10.3.3.

Internal Audits

10.3.4.

Internal SSP Audit Principles

10.3.5.

Internal SSP Audit Scheduling, Preparation and Planning

10.3.6.

Execution

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10.3.1.

SSP and SSA Review 10.4.1.

Scope

10.4.2.

Responsibilities

10.4.3.

Procedure

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10.1.

Security Management Review

10.6.

Records

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The SSP and the SSA are verified, reviewed and evaluated continuously and at least once every year onboard the ship, through internal security audits. The purpose of these internal audits is to determine whether the defined and documented procedures and instructions adequately represent the security standards set by the Company and that all relevant procedures and instructions are implemented effectively onboard the ship in accordance with the ISPS Code and the Flag State requirements. The CSO and SSO will review the SSA and the SSP, should it be identified during training, drills or following an incident that the SSA and / or the SSP are inappropriate or should they have to propose any suggestions for amendments and improvements. 10.1.

Introduction

The purpose of this procedure is to describe the necessary activities and controls to ensure that regular internal security audits of the SSP are carried out onboard the ship. The objective of this procedure is to ensure that the internal security audits are carried out in such a way as to measure the effectiveness of the SSP in achieving acceptable standards of performance in security activities and prevention of unlawful acts.


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10.3.

Procedure

10. INTERNAL AUDITS AND REVIEWS

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10.2.

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Procedures to assess the continuing effectiveness of the SSP include the following:

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10.3.1. Security inspections

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10.3.2. Review

10.3.3. Internal audits

10.3.4. Internal SSP Audit Principles


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10.3.5. Internal SSP Audit Scheduling, Preparation and Planning

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10.3.5.2. Planning

10.3.6. Execution


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SSP and SSA Review

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10.4.1. Scope

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10.4.2. Responsibilities


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Security Management Review

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10.5.

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Records

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10.6.


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PART 1 – SECURITY MANAGEMENT Code SECURITY MEASURES Ref. 1. COMPANY SECURITY MANAGEMENT POLICY

YES

NO

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REMARKS

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2. COMPANY SECURITY ORGANISATION

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4. SHIP SECURITY OFFICER (SSO)

5. MASTER 6. SHIP’S PERSONNEL


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Code SECURITY MEASURES Ref. 7. TRAINING AND QUALIFICATIONS

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NO

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8. SHIP SECURITY PLAN

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10. SECURITY RECORDS

11. SHIP/ SHORE INTERFACE


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YES

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REMARKS

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ACCESS TO THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2

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ACCESS TO THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3 2a. RESTRICTED AREAS

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RESTRICTED AREAS – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2

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RESTRICTED AREAS – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3 3a. HANDLING OF CARGO

HANDLING OF CARGO – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2 HANDLING OF CARGO – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3 4a. SHIP’S STORES


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YES

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NO

REMARKS

SHIP’S STORES – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2

5a. UNACCOMPANIED BAGGAGE

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SHIP’S STORES – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3

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6a. MONITORING THE SECURITY OF THE SHIP

6b. MONITORING THE SECURITY OF THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR LEVEL 2

OTHER

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6c. MONITORING THE SECURITY OF THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR LEVEL 3

Auditor _______________________________

Date: __________

Place _________________________________


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Date of report

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Date of audit

Circulation:

SSO

CSO

Master

Auditor (Name) Participants (Names)

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General Remarks:

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Non-Conformities/ observations: (please attached all non-conformities, observations, etc. forms

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Comments by SSO/ Master:

Follow-up audit will be carried out at: Signatures Auditor

CSO

SSO

Master


COMPANYNAME 10. INTERNAL AUDITS AND REVIEWS SEC-047 SSA & SSP REVIEW RECORD

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M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO


M/T “VSLNAME” IMO No. 9999999

COMPANYNAME 11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

SHIP SECURITY PLAN Approved by: CSO

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 1 of 43

Contents 11.1. Purpose

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11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

11.2. Responsibilities 11.3. Procedures

11.3.1. Risk Assessment

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11.3.2. Reporting

11.3.3. Company Planning 11.3.4. Master’s Planning

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11.4. Best Management Practices Guidelines 11.4.1. Definitions

11.4.2. Somali Pirate Activity – The High Risk Area 11.4.3. The Three Fundamental Requirements of BMP

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11.4.4. Typical Pirate Attacks 11.4.5. Ship Protection Measures 11.4.6. Pirate Attack

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11.4.7. If the Pirates take Control 11.4.8. In the Event of Military Action 11.4.9. Post Incident Reporting 11.4.10. Updating Best Management Practices 11.4.11. Guidance on Surviving as a Hostage

11.5. Records Annexes 11.1.

Purpose

The purpose of the procedures contained herein is to assist the ship to avoid, deter or delay piracy attacks in the High Risk Areas (see further on). Experience and data collected by Naval / Military forces, shows that the application of the recommendations contained herein can and will make a significant difference in preventing the ship from becoming a victim of piracy.


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11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Responsibilities

11.3.

Procedures

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The following procedures are to be implemented prior to and during (as applicable - see below) transit of High Risk Areas. The guidelines of the Best Management Practices (Section 11.4) should also be taken into account by the Master / SSO.

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Approved by: CSO

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Operation Group:

SMS References

Risk Assessment Conditions

Operation ID

Experience with same or similar task NONE 1-5 times 5+ times

CSO

Member :

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Version

Risk Assessment Team member’s Name / Position

Team Leader :

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Relevant Procedures & Forms:

Operation: OPERATING IN PIRACY HIGH RISK AREAS

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Vessel: VSLNAME

Member :

Date: DD/MM/YY


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11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

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11.3.2. Reporting

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.1 UKMTO

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.2 MSCHOA

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Follow-up Reporting


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11.3.3. Company Planning

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11.3.4. Master’s Planning

Best Management Practices Guidelines

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11.4.1. Definitions

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Approved by: CSO

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Approved by: CSO

Issue No.: 1 Revision No.: 0


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SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Effective date: DD/MM/YY Page: 7 of 43

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11.4.2. Somali Pirate Activity – The High Risk Area


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Approved by: CSO

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11.4.3. The Three Fundamental Requirements of BMP

Register at MSCHOA – Report to UKMTO – Implement SPMs

Register at MSCHOA Ensure that a “Vessel Movement Registration Form” has been submitted to MSCHOA prior to entering the High Risk Area (an area bounded by Suez and the Strait of Hormuz to the North, 10°S and 78°E). This may be done directly – online by the Ship’s Operator, by Fax, or by Email. (See Annex IV for details of the MSCHOA Vessel Movement Registration Form). All vessel movements should be registered with MSCHOA even if the vessel is transiting as part of a National Convoy, there is a security team onboard or if not transiting the Gulf of Aden.

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Report to UKMTO On entering the UKMTO Voluntary Reporting Area – an area bounded by Suez to the North, 10°S and 78°E - ensure that a UKMTO “Vessel Position Reporting Form - Initial Report” is sent (see Annex II) Vessels are strongly encouraged to report daily to the UKMTO by email at 08:00 hours GMT whilst operating within the High Risk Area. The UKMTO “Vessel Position Reporting Form - Daily Position Report” (as set out in Annex II) should be used. UKMTO acts as the primary point of contact for merchant vessels and liaison with military forces in the region and it is the primary point of contact during an attack. For this reason they should be aware that the vessel is transiting the High Risk Area.

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Implement SPMs The Ship Protection Measures described in BMP are the most basic that are likely to be effective. Owners may wish to consider making alterations to the vessel beyond the scope of these guidelines, and/or provide additional equipment, and/or manpower as a means of further reducing the risk of piracy attack. If pirates are unable to board a ship they cannot hijack it.


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Aide Memoire

AVOID BEING A VICTIM OF PIRACY • Report to UKMTO (email or call) and Register transit with MSCHOA. • Use the Internationally Recommended Transit Corridor (IRTC) and Group Transit Scheme or Independent Convoy. • It is recommended to Keep AIS turned on.

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Do not be ALONE

• Keep track of NAVWARNS and visit relevant websites (MSCHOA and NATO Shipping Center) for known pirate operating locations. • Use navigation lights only.

Do not be SURPRISED

• Increased vigilance – lookouts, CCTV and Radar.

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Do not be DETECTED

• Use Visible (deterrent) and Physical (preventative) Ship Protection Measures. • These could include: razor wire, use of water / foam, etc. • Provide additional personal protection to bridge teams.

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Do not be BOARDED

Do not be CONTROLLED

• Increase to maximum speed. • Manoeuvre vessel.

• Follow well practiced procedures and drills. • Use of Citadels (Only with prior agreement Master / Ship Operator & fully prepared and drilled – Noting a Naval / Military response is not guaranteed. • Deny use of tools, equipment, access routes.


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Watchkeeping and Enhanced Vigilance


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Enhanced Bridge Protection

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Control of Access to Bridge, Accommodation and Machinery Spaces

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Physical Barriers

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Water Spray and Foam Monitors

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Manoeuvring Practice

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Closed Circuit Television (CCTV)

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Upper Deck Lighting

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Deny Use of Ship’s Tools and Equipment

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Protection of Equipment Stored on the Upper Deck

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Safe Muster Points / Citadels

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Unarmed Private Maritime Security Contractors

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Armed Private Maritime Security Contactors

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11.4.6. Pirate Attack


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11.4.8. In the Event of Military Action


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11.4.10. Updating Best Management Practices

11.4.11. Guidance on Surviving as a Hostage Relevant guidelines are provided for informational purposes in Annex VIII. 11.5.

Records

Reports to UKMTO / MSCHOA / Flag Administration (Annexes II, III, IV and VIII)


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ANNEX I USEFUL CONTACT DETAILS UKMTO Email: Telephone (24hrs): 2.

UKMTO@eim.ae +971 50 552 3215

MSCHOA Via Website for reporting: Telephone: Fax: Email: NATO SHIPPING CENTRE Website: Email: Telephone (24hrs): Fax:

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Website : Email: Telephone (24hrs):

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www.interpol.int os-ccc@interpol.int +33(0) 4 72 44 76 76

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Email: Telephone: Fax: Telex:

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www.cusnc.navy.mil/marlo/ marlo.bahrain@me.navy.mil +973 1785 3925 +973 3940 1395 +973 1785 3930

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Website: Email: Office: Duty (24hrs): Fax:

www.shipping.nato.int info@shipping.nato.int +44(0)1923 956574 +44(0)1923 956575

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www.mschoa.org +44 (0) 1923 958545 +44 (0) 1923 958520 postmaster@mschoa.org

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FLAG ADMINISTRATION

piracy@icc-ccs.org +60 3 2031 0014 +60 3 2078 5769 MA34199 IMBPC1


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ANNEX II UKMTO VESSEL POSITION REPORTING FORMS Once a vessel has transmitted an Initial Report to UKMTO, then UKMTO will reply and request Daily Reports to be transmitted. Upon reaching port, or upon exiting the High Risk Area UKMTO will request a Final Report to be transmitted. The following forms are provided: Initial Report Format Daily Report Format Final Report Format.

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• • •

Masters and Owners should check with the MSCHOA website for the latest information regarding the UKMTO Voluntary Reporting Area (www.MSCHOA.org) or directly with UKMTO (+971 505 523 215). UKMTO Vessel Position Reporting Form - Initial Report

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Ship’s Name Flag IMO Number INMARSAT Telephone Number Time & Position Course Passage Speed Freeboard Cargo Destination & ETA Name & Contact Details of CSO Nationality of Master & Crew Armed / Unarmed Security Team Embarked

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01. 02. 03. 04. 05. 06. 07. 08. 09. 10. 11. 12. 13.

UKMTO Vessel Position Reporting Form - Daily Position Report Ship’s Name Ship’s Call Sign and IMO Number Time of Report in UTC Ship’s Position Ship’s Course & Speed Any other important information ETA Point A / B IRTC (if applicable)

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The other important information could be change of destination or ETA, number of UK personnel onboard etc. UKMTO Vessel Position Reporting Form - Final Report 01. Ship’s Name 02. Ship’s Call Sign and IMO Number 03. Time of Report in UTC Port or position when leaving the voluntary 04. reporting area


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ANNEX III FOLLOW-UP REPORT Following any piracy attack or suspicious activity, it is vital that a detailed report of the event is provided to UKMTO and MSCHOA. It is also helpful to provide a copy of the report to the IMB.

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ANNEX IV MSCHOA VESSEL MOVEMENT REGISTRATION FORM


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Movement Details


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ANNEX V COMPANY PLANNING CHECKLIST COMPANY PLANNING – PRIOR TO ENTERING THE HIGH RISK AREA

Review the SSA and SSP

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Put SSP in place

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Monitor piracy related websites on specific threats

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Obtain the latest information from the MSCHOA and NATO Shipping Centre websites

It is strongly recommended that ship operators register for access to the restricted sections of the MSCHOA website (www.MSCHOA.org) prior to entering the High Risk Area as it contains additional and updated information. Note that this is not the same as registering a ship’s movement - see below. Great care should be taken in voyage planning in the High Risk Area given that pirate attacks are taking place at extreme range from the Somali Coast. It is important to obtain the latest information from the MSCHOA and NATO Shipping Centre websites (www.MSCHOA.org and www.shipping.NATO.int) before planning and executing a voyage. Review the Ship Security Assessment (SSA) and implementation of the Ship Security Plan (SSP), as required by the International Ship and Port Facility Security Code (ISPS), to counter the piracy threat. The Company Security Officer (CSO) is encouraged to ensure that a SSP is in place for a passage through the High Risk Area, and that this is exercised, briefed and discussed with the Master and the Ship Security Officer (SSO). Ensure that ships are aware of any specific threats within the High Risk Areas that have been promulgated on the MSCHOA and NATO Shipping Centre websites – www.mschoa.org and www.shipping.NATO.int. Additionally all NAV WARNINGS – Sat C (NAVTEXT in limited areas) should be monitored and acted upon as appropriate by the Ships Master. Offer the Ship’s Master guidance with regard to the recommended routeing through the High Risk Area and details of the piracy threat. Guidance should be provided on the available methods of transiting the IRTC. (e.g. a Group Transit or National Convoys where these exist). - Group Transits coordinated by MSCHOA within the IRTC, group vessels together by speed for maximum protection. Further details of Group Transit schemes including departure timings can be found on the MSCHOA website. - National Convoys. A number of Naval / Military forces offer protected convoys through the IRTC. Details of the convoy schedules may be found on the MSCHOA website. The provision of carefully planned and installed Ship Protection Measures prior to transiting the High Risk Area is very strongly recommended. Suggested Ship Protection Measures are set out herein – see Section 11.3. It has been proven that the use of Ship Protection Measures significantly increases the prospects of a ship resisting a pirate attack.

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Register ship with MSCHOA website

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Plan and install Ship Protection Measures

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Conduct crew training

Conduct crew training sessions (including Citadel Drills where utilized) prior to transits and debriefing sessions post transits.


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COMPANY PLANNING – UPON ENTERING THE HIGH RISK AREA

9.

Submit “Vessel Movement Registration Form” to MSCHOA

Ensure that a “Vessel Movement Registration Form” has been submitted to MSCHOA. This may be done directly – online by the ship’s operator, by Fax, or by Email. (See Annex IV for details of the MSCHOA Vessel Movement Registration Form.

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Be aware that UKMTO is unable to respond as an SSAS designated recipient when a vessel is outside the UKMTO Voluntary Reporting Area.

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The ship operator should ensure that BMP measures are in place prior to entry into the High Risk Area


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ANNEX VI MASTER’S PLANNING CHECKLIST MASTER’S PLANNING – PRIOR TO ENTERING THE HIGH RISK AREA

Briefing crew and conduct drill

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Prepare an Emergency Communication Plan

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Define the ship’s AIS Policy

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If Company has not submitted Vessel Movement Registration Form to MSCHOA

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Prior to entry into the High Risk Area it is recommended that the crew should be fully briefed on the preparations and a drill conducted. The plan should be reviewed and all personnel briefed on their duties, including familiarity with the alarm signifying a piracy attack, an all clear and the appropriate response to each. The drill should also consider the following: - Testing the vessel’s Ship Protection Measures, including testing of the security of all access points. - The Ship Security Plan should be thoroughly reviewed. Masters are advised to prepare an Emergency Communication Plan, to include all essential emergency contact numbers and prepared messages, which should be ready at hand or permanently displayed near all external communications stations (e.g. telephone numbers of the UKMTO, MSCHOA, Company Security Officer etc – see list of Contacts at Annex I). Although the Master has the discretion to switch off the AIS if he believes that its use increases the ship’s vulnerability, in order to provide Naval / Military forces with tracking information it is recommended that AIS is left on throughout the High Risk Area, but that it is restricted to ship’s identity, position, course, speed, navigational status and safety-related information. The recommendation to keep the AIS on will be the subject of ongoing review – any updates will be notified on the MSCHOA and NATO Shipping Centre websites.

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Ensure MSCHOA Vessel Movement Registration Form has been completed and submitted by Company. If the Form has not been submitted by the Company the Master should submit it by email / fax.

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MASTER’S PLANNING – UPON ENTERING THE HIGH RISK AREA

5.

Upon entering On entering the UKMTO Voluntary Reporting Area– an area bounded submit Vessel Position Reporting by Suez to the North, 10°S and 78°E - ensure that a UKMTO Vessel Form-Initial Report Position Reporting Form - Initial Report is sent (see Annex II). to UKMTO The Master should ensure that BMP measures are in place prior to entry into the High Risk Area TRANSITING THROUGH THE HIGH RISK AREA

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Reduce maintenance and engineering work to minimum

Maintenance and engineering work in the High Risk Area – The following is recommended: - Any work outside of the accommodation is strictly controlled and similarly access points limited and controlled. - All Engine Room essential equipment is immediately available – no maintenance on essential equipment.


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Daily submit “Vessel Position Reporting Form-Daily Position Report” to UKMTO

Vessels are strongly encouraged to report daily to the UKMTO by email at 08:00 hours GMT whilst operating within the High Risk Area. The UKMTO Vessel Position Reporting Form - Daily Position Report (as set out in Annex II) should be used.

Carefully review all warnings and information

The Master (and Company) should appreciate that the voyage routeing may need to be reviewed in light of updated information received. This information and warnings may be provided by a number of different means including, NAV WARNINGS – Sat C (and NAVTEXT in limited areas). It is important that all warnings and information are carefully reviewed.

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PRIOR TO ENTERING THE INTERNATIONAL RECOMMENDED TRANSIT CORRIDOR (IRTC)

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It is strongly recommended that ships navigate within the IRTC, where Naval / Military forces are concentrated. Naval / Military forces operate the Group Transit Scheme within the IRTC which is coordinated by MSCHOA. This scheme groups vessels together by speed for maximum protection for their transit through the IRTC. Further guidance on the Group Transit Scheme, including the departure timings for the different groups, are included on the MSCHOA website or can be obtained by fax from MSCHOA (see contact details at Annex I). Use of the Group Transit Scheme is recommended. Masters should note that warships might not be within visual range of the ships in the Group Transit Scheme, but this does not lessen the protection afforded by the scheme. Ships may be asked to make adjustments to passage plans to conform to MSCHOA advice. Ships joining a Group Transit should: - Carefully time their arrival to avoid a slow speed approach to the forming up point (Point A or B). - Avoid waiting at the forming up point (Point A or B). - Note that ships are particularly vulnerable to a pirate attack if they slowly approach or wait at the forming up points (Points A & B). Some countries offer independent convoy escorts through the IRTC where merchant vessels are escorted by a warship. Details of the convoy schedules and how to apply to be included are detailed on the MSCHOA website (www.mschoa.org). It should be noted most national convoys require prior registration to enable vessels to join the convoy. Ships joining national convoys should note the issues in bullet point 10 as they are also highly relevant to vessels timing their arrival at a national convoy forming up point.

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11. National Convoys

Ships should avoid entering Yemeni territorial waters (12 miles) while on transit as it is very difficult for international Naval / Military forces (non-Yemeni) to protect ships that are attacked inside Yemeni territorial waters.


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ANNEX VII ANTI-PIRACY PLANNING CHART – RED SEA, GULF OF ADEN AND ARABIAN SEA


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ANNEX VIII GUIDANCE ON SURVIVING AS A HOSTAGE


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ANNEX IX IMO Circulars (MSC.1/Circ.1405-1406) 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

MSC.1/Circ.1405/Rev.1 16 September 2011

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REVISED INTERIM GUIDANCE TO SHIPOWNERS, SHIP OPERATORS, AND SHIPMASTERS ON THE USE OF PRIVATELY CONTRACTED ARMED SECURITY PERSONNEL ONBOARD SHIPS IN THE HIGH RISK AREA1 1 The Maritime Safety Committee, at its eighty-ninth session (11 to 20 May 2011), approved the interim guidance to shipowners, ship operators and shipmasters on the use of privately contracted armed security personnel onboard ships in the High Risk Area.

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2 Given the importance and urgent nature of the issue, and the need to further develop and promulgate detailed guidance and recommendations as soon as possible, the Committee approved and the Council authorized the convening of an intersessional meeting of the Maritime Security and Piracy Working Group (13 to 15 September 2011) to update the guidance.

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3 The Revised interim guidance to shipowners, ship operators and shipmasters on the use of privately contracted armed security personnel onboard ships in the High Risk Area is set out in the annex.

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4 The attached revised interim guidance should be read in conjunction with the interim recommendations set out in MSC.1/Circ.1406/Rev.1 on Revised interim recommendations for flag States regarding the use of privately contracted armed security personnel onboard ships in the High Risk Area, and MSC.1/Circ.1408 on Interim recommendations for port and coastal States regarding the use of privately contracted armed security personnel onboard ships in the High Risk Area, and the information provided in MSC-FAL.1/Circ.2 on the Questionnaire on information on port and coastal State requirements related to privately contracted armed security personnel onboard ships, as well as the other recommendations and guidance developed by the Organization for preventing and suppressing piracy and armed robbery against ships. 5 Member Governments are urged to bring this circular to the attention of all national agencies concerned with anti-piracy activities, shipowners, ship operators, shipping companies, shipmasters and crews. 6 Member Governments are also urged to take any necessary action to implement, as appropriate, the revised interim guidance given in the annex.

7 Member Governments, international organizations and non-governmental organizations with consultative status are invited to bring to the attention of the Committee, at the earliest opportunity, the results of the experience gained from the use of the revised interim guidance so as to assist the Committee in deciding on any action to be taken. 8

MSC.1/Circ.1405 is hereby revoked.

High Risk Area: an area as defined in the Best Management Practices for Protection against Somalia Based Piracy (MSC.1/Circ.1339) unless otherwise defined by the flag State

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ANNEX REVISED INTERIM GUIDANCE TO SHIPOWNERS, SHIP OPERATORS, AND SHIPMASTERS ON THE USE OF PRIVATELY CONTRACTED ARMED SECURITY PERSONNEL ONBOARD SHIPS IN THE HIGH RISK AREA1 1.

Introduction

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The increased threat to commercial shipping by Somalia-based pirates has led to extended use of armed guards and a marked expansion in the number of firms offering armed maritime security services for vessels transiting the High Risk Area. The Organization, whilst not endorsing the use of privately contracted armed security personnel (PCASP), understands that shipping companies may find it difficult to identify reliable, professional private providers of armed security.

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The decision on the employment of PCASP onboard ships is a complex one for a ship owner. The absence of applicable regulation and industry self-regulation coupled with complex legal requirements governing the legitimate transport, carriage and use of firearms2 gives cause for concern. This situation is further complicated by the rapid growth in the number of private maritime security companies (PMSC) and doubts about the capabilities and maturity of some of these companies. Significant competence and quality variations are present across the spectrum of contractors offering services.

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The purpose of this guidance is to assist shipowners, ship operators and ship masters considering the use of PCASP onboard ships to provide additional protection against piracy. It is important to note that flag State jurisdiction and thus any laws and regulations imposed by the flag State concerning the use of PMSC and PCASP apply to their vessels. Furthermore it is also important to note that port and coastal States' laws may also apply to such vessels.

Definitions

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The use of PCASP should not be considered as an alternative to Best Management Practices (BMP) and other protective measures. Placing armed guards onboard as a means to secure and protect the vessel and its crew should only be considered after a risk assessment has been carried out. It is also important to involve the Master in the decision making process.

High Risk Area: an area as defined in the BMP unless otherwise defined by the flag State.

Private maritime security companies (PMSC): Private contractors employed to provide security personnel, both armed and unarmed, onboard for protection against piracy.

Privately contracted armed security personnel (PCASP): armed employees of PMSC.

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High Risk Area: an area as defined in the Best Management Practices for Protection against Somalia Based Piracy (MSC.1/Circ.1339) unless otherwise defined by the flag State. In the present guidance, all references to firearms include the associated ammunition, consumables, spare parts and maintenance equipment for use by PCASP, and all references to security-related equipment include protective and communication equipment for use by PCASP.


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Risk Assessment

Shipowners should ensure that the flag State is consulted at an early stage in their consideration of the decision to place PCASP onboard to ensure that any statutory requirements are met. Whether to use PCASP within the High Risk Area is a decision for the individual shipowner after a thorough risk assessment and after ensuring all other practical means of self protection have been employed.

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The risk assessment should include and document the following factors and considerations, prior to making the determination to take such actions: .1

vessel and crew security, safety and protection;

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whether all practical means of self protection have been effectively implemented in advance;

the potential misuse of firearms resulting in bodily injury or death;

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the potential for unforeseen accidents;

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liability issues;

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the potential for escalation of the situation at hand; and

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compliance with international and national law.

PMSC Selection Criteria

2.1

General

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As with any other type of contractor it is important to undertake the usual due diligence, which normally includes investigation and enquiries in relation to: Company structure and place of registration;

.2

Company ownership;

.3

financial position (e.g. annual accounts/bank references);

.4

extent of insurance cover (in particular covering third-party risks);

.5

senior management experience; and

.6

quality management indicators - e.g. ISO accreditation.

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M/T “VSLNAME� IMO No. 9999999

COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO 2.2

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 35 of 43

PMSC Background Information

To assess the capability of the PMSC to carry out a proposed task, a thorough enquiry regarding the prospective PMSC should be undertaken, particularly in the absence of a robust accreditation scheme for PMSC. The PMSC should be able to provide documentary evidence which may include: maritime (as opposed to land-based) experience;

.2

written procedures on management including team-leading skills, chain of authority, change in command, responsibilities in life saving;

.3

understanding of flag State, port State and coastal State requirements with respect to carriage and usage of firearms;

.4

availability of written testimonials/references from previous clients in the maritime industry;

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availability of documentary evidence that firearms are procured, transported, embarked and disembarked legally;

.6

understanding of the Somalia-based piracy threat including the military

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understanding of BMP and, in particular, ship protection measures; and

access to legal advice (e.g. in-house counsel / external legal advisers) on a 24/7 basis.

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operations in the area, and the means to maintain current knowledge;

Selection and Vetting of PMSC

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As the quality of the service delivery depends to a very great extent on the quality and experience of the individuals that make up the onboard PCASP team, the quality of the selection and vetting of that team is essential. The PMSC should demonstrate that they have verifiable, written internal policies and procedures for determining suitability of their employees.

The PMSC should be able to provide documentary evidence which may include: .1

criminal background checks;

.2

history of employment checks;

.3

military and law enforcement background checks, where applicable;

.4

records of medical, physical, and mental fitness of personnel (including drug and alcohol testing);

.5

verifiable system in place to ensure continued suitability for employment of their personnel;


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COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO

2.4

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 36 of 43

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documentary evidence of relevant experience and certification in the use and carriage of firearms to be deployed; and

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systems for provision of security identity documentation, travel documents and visas.

Training of PCASP

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As the quality of professional training given to PCASP is of extreme importance, the shipowner should verify that the PMSC have adequate training procedures in place. The records of that training should give confidence that the PCASP have been provided with appropriate knowledge and skills. The PMSC should be able to provide documentary evidence which may include:

comprehensive and detailed records of training, both initial and refresher training, available for inspection;

.2

subject to any additional requirements of the flag State, PCASP have received, as a minimum, ship-board familiarization training, including communication protocols;

.3

personnel trained and qualified to documented company standards in the appropriate use of force following recognized principles/guidelines recognized by the flag State;

personnel trained to operate the specific firearms and other security equipment that will be used on the vessels on which they will be deployed; personnel given medical training to a recognized international standard; and

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personnel given appropriate training and/or briefing with specific reference to the vessel type, where that vessel will be trading, and the provisions of the International Ship and Port Facility Security (ISPS) Code, International Safety Management (ISM) Code and the BMP.

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3.

Service Provision Considerations

3.1

Insurance

Owners should verify that PMSC maintain insurance cover for themselves, their personnel and third-party liability cover and that the PMSC terms of engagement do not prejudice or potentially prejudice the shipowners' insurance cover. Shipowners insurance cover Liabilities, losses and expenses arising out of the deployment of PCASP may impact on the shipowner's property and liability insurance cover. Shipowners are strongly recommended to consult with their insurers prior to contracting with and embarking PCASP to assess the potential impact on their insurance cover, particularly as it relates to armed engagements and liability insurance held by the PMSC.


M/T “VSLNAME� IMO No. 9999999

COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 37 of 43

PMSC insurance cover PMSC should provide evidence that they hold and will maintain for the duration of the contract: .1

public and employers liability insurance cover to an appropriate level and as required by the shipowner; and

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personal accident, medical expenses, hospitalization and repatriation insurance.

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The PMSC should insure its personnel to carry and use firearms on the high seas and territorial sea(s), for accident, injury and damage arising from the use of firearms and liability for any claim that might arise from the carriage and the use of firearms. It is vital that shipowners, charterers and underwriters review all provisions in their charters and policies and ensure adequate attention is paid to the questions raised. 3.2

PCASP Team Size, Composition and Equipment

Ship safety certificate - the size of the PCASP team plus the crew should not exceed that specified in the Ship's Safety Certificate. If the ship safety certificate requirements cannot be met due to added security personnel, then the flag Administration should be consulted.

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Size of the PCASP Team - this will be influenced by factors including: length of the estimated time of the vessel transit, latest threat assessment, the agreed duties of the PCASP team (will they act as additional lookouts, assist with rigging self protection measures?) and the size and type of vessel. The analysis should indicate the minimum number of persons that should form the security team, taking into account the need for continuity of protection in the event of injury or illness.

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The size, composition and equipment of the proposed PCASP team should be carefully discussed and agreed as necessary by the shipowner contracting with the PMSC. Factors for consideration may include:

Composition - it is important that there is an appropriate hierarchy, experience and skill mix within the onboard PCASP team. The team leader should be competent in vessel vulnerability and risk assessments and be able to advise on ship protection measures. It is recommended that one of the PCASP personnel be qualified as the team medic.

.4

Equipment requirements - this will be influenced by factors including: length of the estimated time of the vessel transit, latest threat assessment, the agreed duties of the PCASP team, (will they act as additional lookouts, utilize day and night vision equipment, assist with rigging self protection measures?) and the size and type of vessel. Enhanced medical equipment is recommended.

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COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO .5

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 38 of 43

Firearms - the appropriate firearms package to be employed in accordance with the applicable flag State national legislation pertaining to the type, carriage and use of firearms by PCASP, in order to provide an accurate and graduated level of deterrence, at a distance.

3.3 Command and Control of Onboard Security Team - including relationship with the Master

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A shipowner / operator when entering into a contract with a PMSC should ensure that the command and control structure linking the ship operator, the Master, the ship's officers and the PCASP team leader has been clearly defined and documented. Further, prior to boarding the PCASP, the shipowner should ensure that the Master and crew are briefed and exercises are planned and conducted so that all the roles and responsibilities are understood by all personnel onboard prior to entering the High Risk Area. In order to provide the required clarity, the documented command and control structure should provide: a clear statement that at all times the Master remains in command and retains the overriding authority onboard;

.2

a clearly documented set of vessel and voyage-specific governance procedures, inter alia, covering procedures in 3.4, 3.5 and 3.6 which include procedures for conducting exercises based on these procedures;

a documented list of duties, expected conduct, behaviour and documentation of PCASP actions onboard; and

transparent two-way information flow and recognizable coordination and cooperation between the shipowner, charterer, PCASP, PMSC and the vessel's Master, officers and crew.

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Factors to determine such success may include: .1

providing regular updated intelligence-based threat assessments throughout the contracted period onboard, and utilizing this information to offer suggestions as to the vessel's proposed routeing, amending same if required, and under the ship's contractual arrangements;

.2

monitoring the daily activities of the onboard PCASP;

.3

having a 24-hour Emergency Response and a Contingency Plan in place covering all potential actions; and

.4

providing feedback on crew training and ship hardening requirements based upon reports received from the PCASP.


M/T “VSLNAME� IMO No. 9999999

COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO 3.4

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 39 of 43

Management of Firearms and Ammunition from Embarkation to Disembarkation

An essential requirement of the PCASP team will be to demonstrate responsible management and use of weapons and ammunition at all times when onboard. Issues to be considered should include: documented compliance with the relevant flag, coastal and port State legislation and relationships governing the transport and provision of firearms, ammunition and security equipment to the point of embarkation and disembarkation or ports / places at which the vessel may call as part of its intended voyage whilst the PCASP team is onboard. PCASP should be able to prove that actual inventory carried matches all documented declarations;

.2

appropriate containers for firearms, ammunition and security equipment at the point of transfer to the ship;

.3

documented standards and procedures for a complete inventory of all firearms, ammunition and security equipment available upon arrival aboard the vessel (inventory should detail make, model, calibre, serial number and company end user certificate and proof of purchase of all firearms and accessories; and details of ammunition and amount);

.4

control procedures for separate and secure onboard stowage and deployment of firearms, ammunition and security equipment;

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areas where firearms may or may not be carried, together with the weapon state (e.g. unloaded & magazine off, magazine on and safety catch on and no round chambered) and what will initiate a change in that state should be confirmed;

detailed and exercised orders for when firearms can be loaded and "made ready" for use should be confirmed, trained and documented during certain periods as listed in the PCASP contract, to ensure the highest of safety and operational capabilities for use of firearms aboard the vessel; and

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the inventory should be reconciled on disembarkation of all firearms and ammunition from the vessel.

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3.5

Rules for the Use of Force

It is essential that all PCASP have a complete understanding of the rules for the use of force as agreed between shipowner, PMSC and Master and fully comply with them. PCASP should be fully aware that their primary function is the prevention of boarding using the minimal force necessary to do so. The PMSC should provide a detailed graduated response plan to a pirate attack as part of its teams' operational procedures. PMSC should require their personnel to take all reasonable steps to avoid the use of force. If force is used, it should be in a manner consistent with applicable law. In no case should the use of force exceed what is strictly necessary, and in all cases should be proportionate to the threat and appropriate to the situation.


M/T “VSLNAME� IMO No. 9999999

COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 40 of 43

PMSC should require that their personnel not use firearms against persons except in self-defence or defence of others against the imminent threat of death or serious injury, or to prevent the perpetration of a particularly serious crime involving grave threat to life. 3.6

Reporting and Record Keeping

The Master should maintain a log of every circumstance in which firearms are discharged, whether accidental or deliberate. Such actions should be fully documented in sufficient detail in order to produce a formal written record of the incident. The requirements of a formal written report may be considered to include the following: time and location of the incident;

.2

details of events leading up to the incident;

.3

written statements by all witnesses and those involved from the vessel crew

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and security team in the incident;

the identity and details of personnel involved in the incident;

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details of the incident;

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injuries and/or material damage sustained during the incident; and

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lessons learned from the incident and, where applicable, recommended

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procedures to prevent a recurrence of the incident.

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In the event that the PCASP uses force, PCASP team leaders should be advised to photograph (if appropriate), log, report and collate contemporaneous written statements from all persons present at the incident in anticipation of legal proceedings.

3.7

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In addition to incident reporting it is suggested that following a tour of duty the PCASP team should submit a full report to the shipowner / ship operator, via their employers if required, giving full details of the deployment, operational matters, any training and/or ship hardening conducted, and offering advice as to any further enhancements to security that may be considered. Categorization of PCASP

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Ship owners/operators should refer to any applicable national legislation of the flag State in relation to the categorization of PCASP onboard their ships.

3.8

Reporting within the High Risk Area

The Master should report to the appropriate military authorities when a ship intending to transit, or transiting the High Risk Area is carrying PCASP, firearms and security-related equipment onboard. 3.9

Familiarization for Master and the crew

Shipowners and ship operators should ensure that the Master and the crew receive familiarization in relation to this guidance.


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Issue No.: 1 Revision No.: 0

COMPANYNAME 11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

SHIP SECURITY PLAN Approved by: CSO

Effective date: DD/MM/YY Page: 41 of 43

4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: +44 (0)20 7735 7611 Fax: +44 (0)20 7587 3210

MSC.1/Circ.1406/Rev.1 16 September 2011 REVISED INTERIM RECOMMENDATIONS FOR FLAG STATES REGARDING THE USE OF PRIVATELY CONTRACTED ARMED SECURITY PERSONNEL ONBOARD SHIPS IN THE HIGH RISK AREA1

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1 The Maritime Safety Committee, at its eighty-ninth session (11 to 20 May 2011), approved Interim recommendations for flag States regarding the use of privately contracted armed security personnel onboard ships in the High Risk Area. 2 Given the importance and urgent nature of this issue, and the need to further develop and promulgate detailed guidance and recommendations as soon as possible, the Committee approved and the Council authorized the convening of an intersessional meeting of the Maritime Security and Piracy Working Group (13 to 15 September 2011) to update the recommendations.

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3 The Revised interim recommendations for flag States regarding the use of privately contracted armed security personnel onboard ships in the High Risk Area is set out in the annex.

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4 The attached revised interim recommendations should be read in conjunction with the interim guidance set out in MSC.1/Circ.1405/Rev.1 on Revised interim guidance to shipowners, ship operators, and shipmasters on the use of privately contracted armed security personnel onboard ships in the High Risk Area, the interim recommendations set out in MSC.1/Circ.1408 on Interim recommendations for port and coastal States regarding the use of privately contracted armed security personnel onboard ships in the High Risk Area, and the information provided in MSC-FAL.1/Circ.2 on the Questionnaire on information on port and coastal State requirements related to privately contracted armed security personnel onboard ships, as well as the other recommendations and guidance developed by the Organization for preventing and suppressing piracy and armed robbery against ships.

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5 Member Governments are urged to bring this circular to the attention of all national agencies concerned with anti-piracy activities, shipowners, ship operators, shipping companies, shipmasters and crews. 6 Member Governments are also urged to take any necessary action to implement, as appropriate, the revised interim recommendations given in the annex. 7 Member Governments, international organizations and non-governmental organizations with consultative status are invited to bring to the attention of the Committee, at the earliest opportunity, the results of the experience gained from the use of the revised interim recommendations so as to assist the Committee in deciding on any action to be taken. 8

1

MSC.1/Circ.1406 is hereby revoked.

High Risk Area: an area as defined in the Best Management Practices for Protection against Somalia-based Piracy (MSC.1/Circ.1339), unless otherwise defined by the flag State


M/T “VSLNAME� IMO No. 9999999

COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 42 of 43

ANNEX REVISED INTERIM RECOMMENDATIONS FOR FLAG STATES REGARDING THE USE OF PRIVATELY CONTRACTED ARMED SECURITY PERSONNEL ONBOARD SHIPS IN THE HIGH RISK AREA1

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1 These interim recommendations provide considerations on the use of privately contracted armed security personnel (PCASP) if and when a flag State determines that such a measure would be appropriate and lawful. They are not intended to endorse or institutionalize their use. The recommendations do not address all the legal issues that might be associated with the use of PCASP onboard ships. 2 In an increasing number of cases, shipowners are considering the use of PCASP to augment shipboard security arrangements when transiting the High Risk Area. The carriage of such personnel and their firearms and security-related equipment 2 is subject to flag State legislation and policies and it is a matter for flag States to determine if and under which conditions this will be authorized.

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3 Flag States should take into account the possible escalation of violence which could result from the use of firearms and carriage of armed personnel onboard ships when deciding on their policy. Flag States should provide clarity to Masters, seafarers, shipowners, operators and companies with respect to the national policy on carriage of armed security personnel.

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4 Flag States should require the parties concerned to comply with all relevant requirements of flag, port and coastal States.

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5 Flag States should have in place a policy on whether or not the use of PCASP will be authorized and, if so, under which conditions. In developing such a policy, flag States are encouraged to take into account the following recommendations: As a first step, consider whether the use of PCASP: .1

would be permitted under the national legislation of the flag State;

.2

would be an appropriate measure under some circumstances to augment the security arrangements put in place, in accordance with related instruments and guidelines developed and promulgated by the Organization including the industry-developed best management practices, on ships flying its flag when operating in the High Risk Area; and

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.2 As a second step, if the use of PCASP is determined to be an appropriate and lawful measure, establish a policy which may include, inter alia:

1

High Risk Area: an area as defined in the Best Management Practices for Protection against Somalia-based Piracy (MSC.1/Circ.1339), unless otherwise defined by the flag State. 2 In the present recommendations, all references to firearms include the associated ammunition, consumables, spare parts and maintenance equipment for use by PCASP, and all references to security-related equipment include protective and communication equipment for use by PCASP.


M/T “VSLNAME� IMO No. 9999999

COMPANYNAME

SHIP SECURITY PLAN

11. ADDITIONAL SECURITY MEASURES WHEN OPERATING IN PIRACY HIGH RISK AREAS

Approved by: CSO

Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 43 of 43

.1 the minimum criteria or minimum requirements with which PCASP should comply, taking into account the relevant aspects of the guidance set out in MSC.1/Circ.1405/Rev.1 on Revised interim guidance to shipowners, ship operators, and shipmasters on the use of privately contracted armed security personnel onboard ships in the High Risk Area; .2 a process for authorizing the use of PCASP which have been found to meet minimum requirements for ships flying its flag; .3 a process by which shipowners, ship operators or shipping companies may be authorized to use PCASP;

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.4 the terms and conditions under which the authorization is granted and the accountability for compliance associated with that authorization; .5 references to any directly applicable national legislation pertaining to the carriage and use of firearms by PCASP, the category assigned to PCASP, and the relationship of PCASP with the Master while onboard; and .6

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Provide information to the Organization on the use of PCASP for circulation to Member States.

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reporting and record-keeping requirements; and


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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12. SHIP SECURITY ASSESSMENT Contents 12.1. Voyage Threat Assessment - General 12.2. Security Assessment Report Annex B

Identification of Motives

Annex C

Threat Scenarios and Assessment

Annex D

Ship Security Survey Checklist (On-Scene Survey)

Annex E

High Risk Areas

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Vulnerabilities - General Arrangement Plan

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Voyage Threat Assessment – General

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12.1.

Annex A

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Guidance on Performing Security Assessments


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A Ship Security Assessment shall be produced as shown in the following flow chart. In order to accomplish the assessment, the use of Risk Management fundamentals is required: Measuring Security Risk:

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Risk = [Threat (T) x Vulnerability (V)] x Consequence (C) Where: • Threat is a measure of likelihood that a specific type of attack will be initiated against a specific target. • Vulnerability is a measure of the likelihood that various types of safeguards against a scenario will fall. • Consequence is the magnitude of the negative effects if the attack is successful.


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Contributing factors General Information about Ship

Trade pattern, route, ports, flag, cargo, crew and company

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Existing Security measures and equipment

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Threat evaluation and risk assessment

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Weakness Assessment

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On-scene Security Survey

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Weakness Identification

Required amendments

Company to approve SSA

Ship Security Plan


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The Ship Security Assessment (SSA) process is divided into six (6) steps as described below:

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Step 1

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Step 2

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Step3

Step 4


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Step 5

Step 6 A detailed description of Steps 1-3 follows:

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STEP 1: INFORMATION REQUIRED CONDUCTING AN ASSESSMENT


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STEP 2: THREAT EVALUATION AND RISK ASSESSMENT

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1. Establish potential threats against ship


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2. Consequence Assessment

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3. Vulnerability Assessment


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4. Mitigation

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5. Implementation


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STEP 3: ONBOARD SHIP SECURITY SURVEY


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Issues to take into Account Issues for the ship to consider when making an assessment are: Location: Α ship's location can be important in determining a potential threat. For instance, ships are most likely to be attacked by pirates/ thieves in certain parts of the world when near land, when sailing through narrow channels where speed and maneuverability may be restricted, at anchor or alongside. Government, general and company warnings are announced for specific countries or regions of high pirate activity. The CSO will promulgate these to the ship. The potential threat may also vary from port to port, even in the same country.

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Time of day: Ships are most vulnerable at night when there is inadequate light to detect and protect against an unauthorized boarding, whether at sea, alongside or at anchor. Flag of the vessel: Ships sailing under certain Flags can be more vulnerable when approaching ports of countries with opposing political or economical or religious interests. Crew: Ships are becoming a more potential threat target, if the Crew nationality / -ies is/are among those commonly considered as “terrorist nationalities”.

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Type of Ship: Although most of the major terrorist incidents involving transport activities have involved aircraft, there have been incidents onboard vessels and there is no doubt that certain categories of ships and shore installations present a theoretically attractive, although often difficult, target for terrorist activities. Cargo ships are generally more vulnerable to theft and drug smuggling than other types of ships. If terrorists are seeking to smuggle weapons into a country, they may also choose a cargo ship. But if terrorists want to block a channel, a bulk / ore ship may be targeted. Terminals - To a large extent the security of ships in harbor or alongside, depends on the security provided by port or harbor authorities. With certain terminals, such as those handling oil or gases, the shore installations themselves can present attractive targets to terrorists or saboteurs.

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Type of Cargo: the presence or absence of cargo, its nature and properties and stowage could be a factor. If terrorists are seeking to use a ship as a weapon, they may seek to gain control of a ship transporting hazardous cargo.

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Ships with Special Cargoes - Certain ships carry specialized cargo (for example hazardous goods, nuclear waste, livestock), which could make them attractive targets to certain terrorist organizations. Route: Ships involved within International routes, are most likely to berth at or approach Ports of countries considered as “High Risk” (See Annex E).


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Security Assessment Report Ship’s Particulars

Ship’s Name

VSLNAME

Ship’s Type

Flag

Current Cargo

Port of Registry

Working Language

Official Number

Crew Nationalities

IMO Number

9999999

Regular service area Regular port of Call

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Call Sign Gross Tonnage

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Conducted by:

Conducted by:

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Date when SSA was conducted Date / Time when “On-Scene” security survey was conducted Place of “On-Scene” security survey

Class

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If the SSA has not been conducted by the appointed CSO Name of CSO Date when SSA was in charge: reviewed and Signature of accepted by CSO CSO:

Summary on how this Ship Security Assessment was conducted:

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Information was collected regarding the ship, from plans, documentation, etc., covering its access points, restricted areas, evacuation routes and existing security measures and equipment. An On-Scene Survey was conducted to assess the accuracy of that information. A threat evaluation and risk assessment followed, based on guidance with reference to USCG NVIC 10-02, taking into account Part B of the ISPS Code. Additional required security measures were identified and assessed. Flag State requirements were taken into account while conducting this SSA.


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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This Ship Security Assessment has been conducted based on the following elements: Elements

Scenario Considered

1. Navigational area 2. Ship’s location 3. Navigational speed

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4. Cargo 5. Freeboard 6. Crew nationality 7. Flag of the vessel 8. Route

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9. Owner

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10. External Events Background Information

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A

When conducting the SSA, the following background information was considered: 1. The general layout of the ship 2. The location of areas which should have restricted access, such as navigation bridge, machinery spaces of category A and other control stations as defined in SOLAS Chapter XI-2, etc 3. The location and function of each actual or potential access point to the ship 4. Changes in the tide, which may have an impact on the vulnerability or security of the ship 5. The cargo spaces. 6. The locations where the ship’s stores and essential maintenance equipment is stored 7. The locations where unaccompanied baggage is stored 8. The emergency and stand-by equipment available to maintain essential services 9. The number of ship’s personnel, any existing security duties and any existing training requirement practices of the Company 10. Existing security and safety equipment for the protection of passengers and ship’s personnel 11. Escape and evacuation routes and assembly stations which have to be maintained to ensure the orderly and safe emergency evacuation of the ship, as well as the response procedures to fire or other emergency conditions 12. Existing agreements with private security companies providing ship/waterside security services 13. Inspection and control procedures 14. Identification systems 15. Surveillance and monitoring equipment 16. Personnel identification documents 17. Communication systems 18. Alarms 19. Lighting


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Access control systems Other security systems

The following items were considered crucial to protect: 1. The ship’s personnel 2. Passengers, visitors, vendors, repair technicians, port facility personnel 3. The capacity to maintain safe navigation and emergency response 4. The cargo, particularly dangerous goods or hazardous substances 5. The ship’s stores 6. The ship security communication equipment and systems 7. The ship’s security surveillance equipment and systems, if any

LE

Possible vulnerabilities to be bared in mind 1. Conflicts between safety and security measures 2. Conflicts between shipboard duties and security assignments 3. Watch-keeping duties, number of ship’s personnel, particularly with implications on crew fatigue, alertness and performance 4. Any identified security training deficiencies 5. Any security equipment and systems, including communication systems

S

A

M

P

Further special consideration Particular consideration which is given to the convenience, comfort and personal privacy of the ship’s personnel and their ability to maintain their effectiveness over long periods.


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Vulnerabilities

Information regarding access to and within vessel, restricted areas, emergency escape routes and existing security equipment / systems, is marked on the General Arrangement Plan and documented in the relevant tables. Each door or entry point is identified by number and this is done deck by deck.

Access to Accommodation Restricted Areas Access to Restricted Areas

Authorized Access

P

Unauthorized Access

LE

Following is a colored indication of different accesses, restricted areas, emergency escape routes and existing security equipment / systems, as have been drawn in the ship’s General Arrangement Plan.

M

Emergency / Escape Routes

S

A

Existing Security Equipment / Systems


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COMPANYNAME

P

LE

12. SHIP SECURITY ASSESSMENT

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UD1 UD3 UD2

AH2

S

A

UD4 UD5 UD6

M

AH1

UD7


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COMPANYNAME

M

P

LE

12. SHIP SECURITY ASSESSMENT

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ΝΒD1

S

A

ΝΒD2

ΝΒD3


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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S

A

M

P

LE

DD1

DD2


COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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LE

M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

S

A

M

P

CD1

CD2


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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S

A

M

P

LE

BD1

BD2


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

S

A

M

P

LE

AD1

AD2


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Access to and within Vessel Access to vessel Type

No

Location

Remarks

Gangways Pilot Ladders Mooring Lines Anchor Chains

LE

Helicopter Landing Areas Provision Cranes* Hose Handling Cranes* Open Weather Decks

D Deck

A

C Deck B Deck

S

A Deck

Upper Deck

No

M

Access within vessel Deck Nav. Bridge Deck

P

*Cranes marked with an asterisk should always be brought in stowage position when not in use, as they consist ‘potential access points’ since they extend over the sides of the vessel. Location

Remarks


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Access within vessel Deck

No

Location

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Restricted Areas Deck

Remarks

S

A

M

P

LE

Location


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

Deck

Emergency / Escape Routes

Location

P

Evacuation Area

S

A

M

Deck

Remarks

LE

Location

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Remarks


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Motive:

COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Identification of Motives

Questions to be asked:

Example:

Motivating factors* U P L

1. POLITICAL 1.1 1.2 2. SYMBOLIC

LE

2.1 2.2 2.3 2.4

3. ECONOMICAL 3.1 Gain:

3.1.2 3.1.3

A

3.1.4

M

3.1.1

P

2.5

S

3.1.5

3.2. Damage to the Society/ Industry: 3.2.1 3.2.2 3.2.3 3.3 Damage to Company: 3.3.1 3.3.2

Comment:


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

Motive:

COMPANYNAME 12. SHIP SECURITY ASSESSMENT

Questions to be asked:

Example:

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Comment:

4. FEAR 4.1 5. OTHER 5.1

Overall Assessment of Motives:

LE

*: U = Unlikely, P = Probable, L = Likely

S

A

M

P

Motives most likely are related to the ship’s international trading area (common routes) and external events.


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Threat Scenarios and Assessment

Hijacking (ISPS Code, Par. B 8.9.2)

Use the Ship as a weapon

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Others take control over ship

Damage to or destruction of the Ship

Unauthorized Access (ISPS Code, Par. B 8.9.4)

Tampering with Cargo (ISPS Code, Par. B 8.3)

LE

Annex C

COMPANYNAME

Damage to cargo or passenger onboard

Smuggling of weapons

Use the Ship to carry perpetrators

P

At Port / At Sea / At Anchor

A

M

The SSA shall consider the above threats, covering those included within ISPS Code Part B. 8.9: 1. Damage to, or destruction of, the ship (bombing, arson, sabotage) 2. Hijacking or seizure of the ship/persons onboard 3. Tampering with cargo, ship equipment, systems ship stores 4. Unauthorized access or use, incl. stowaways 5. Smuggling of weapons or equipment, weapons of mass destruction 6. Use the ship to carry perpetrators and their personal equipment 7. Use of the ship as weapon or as means to cause damage, destruction 8. Attacks from seaward while at berth or at anchor 9. Attacks while at sea

S

Consequence categories to be used: Moderate (1): Little or no loss of life or injuries, minimal economic impact, or some environmental damage. Significant (2): Multiple losses of life or injuries, major regional economic impact, long-term damage to a portion of the eco-system Catastrophic (3): Numerous loss of life or injuries, major national or long term economic impact, complete destruction of multiple aspects of the eco-system over a larger area


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1c 1d 1e

LE

1f 1g 1h 1i 1j

2a 2b

P

1k

M

1. Damage to, or destruction of, the ship (bombing, arson, sabotage, vandalism)

2c

2d 2e

A

2. Hijacking or seizure of the ship or of persons onboard

EN

1b

2f

3a 3b

S

3. Tampering with cargo, essential ship equipment or systems or ship's stores

EC

Score

D

Vulnerability** A O

Result

Consequence*

Result

Mitigation Determination Sheet Main Sub Scenario Category Scenario Category 1a

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3c

3d 3e 3f 3g 3h 3i

Mitigation Results


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D

EC

EN

Vulnerability** A O

4a 4b 4c 4d

LE

4e 4f 4g 5a

5c 5d 6a

P

5b

M

4. Unauthorized access or use including presence of stowaways 5. Smuggling weapons or equipment, including WMDs

Consequence*

score

Sub Scenario Category

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6b 6c

S

A

6. Use of the ship to carry perpetrators and their personal equipment

12. SHIP SECURITY ASSESSMENT

result

Main Scenario Category

COMPANYNAME

Mitigation Results


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

D

EN

7a 7b 7c 7d

LE

7e 7f 7g 7h

8b 8c

M

8d

P

8a

8e 8f

8g

A

8. Attacks from seaward whilst at berth or at anchorage

EC

Vulnerability** A O

score

Sub Scenario Category

Consequence*

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7. Use of the ship itself as a weapon or as means to cause damage or destruction

12. SHIP SECURITY ASSESSMENT

result

Main Scenario Category

COMPANYNAME

8h

S

8i

Mitigation Results


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12. SHIP SECURITY ASSESSMENT

EC

EN

score

D

Vulnerability** A O

result

Sub Scenario Category

Consequence*

result

Main Scenario Category

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COMPANYNAME

Mitigation Results

9b 9c 9d 9e

LE

9.Attacks from seaward whilst at sea

9a

9f 9g 9h

P

9i

M

*: D = Death & Injury, EC = Economic Impact, EN = Environmental Impact **: A = Accessibility, O = Organic Security

The following table describes all the protective measures (mitigation strategies) and their effect on the vulnerability of the ship. Protective Measures

S

A

GENERAL

ACCESS CONTROL

O A


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Protective Measures

LE

CONTROLLING EMBARKATION OF PERSONS AND THEIR EFFECTS

M

P

MONITORING RESTRICTED AREAS, DECK AREAS AND AREAS AROUND THE SHIP

S

A

CARGO HANDLING

DELIVERY OF STORES

O A


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Protective Measures

O A

LE

COMMUNICATION

Note: O = Organic Security, A = Accessibility

Remaining Rest Hours At sea At port

S

A

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16

Rank

M

No

P

The Master should check the remaining hours rest as per ILO/STCW regime, as described in the following table: No 17 18 19 20 21 22 23 24

Rank

Remaining Rest Hours At sea At port


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Mitigation Implementation Sheet Mitigation strategies (protective measures) to be adopted as described above affect, as appropriate: Accessibility: Deterrence increased by implementing relevant protective measures. Organic Security: Deterrence increased by implementing relevant protective measures. Port Facility Security: Measures will affect the Accessibility score in the Vulnerability table. The following table provides the results after mitigation strategy implementation: Score

Vulnerability** A O

Result

Result

Scenarios affected by mitigation strategies

Consequence* D EC EN

LE

1d 1e 1f 1g

P

1i 2d

3e 3f 3g 4a

S

4b

A

3a

M

2e

4c

4d 4e 4f 7d 7e 7f

New Mitigation Results


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

COMPANYNAME 12. SHIP SECURITY ASSESSMENT

Score

Vulnerability** A O

Result

Consequence* D EC EN

Result

Scenarios affected by mitigation strategies

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7g 7h 8c 8g

LE

8i 9c 9g

S

A

M

P

9i

New Mitigation Results


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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Ship Security Survey Checklist (On-Scene Survey)

Purpose The SSA should consider the continuing relevance of the existing security measures and guidance, procedures and operations, under both routine and emergency conditions and should determine security guidance. For practical purposes we assume that a Ship Security Plan (SSP) is already in the making and / or onboard. If this is (still) not the case, please do not put too much emphasis on the questions in this checklist that directly refers to the SSP.

P

Introduction ISPS Code Compliance Matrix Code Ref

LE

Abbreviations A: With direct reference to Part A of the ISPS Code B: With direct reference to Part B of the ISPS Code SSP: Ship Security Plan SSO: Ship Security Officer CSO: Company Security Officer PFSO: Port Facility Security Officer AIS: Automatic Identification System SSA: Ship Security Assessment OSSS: On Scene Security Survey

OSSS Part

S

A

M

Element

The above table represents individual elements of the Code, addressed in the OSSS, mainly in the discussion phase. This has been compiled for auditing purposes of the SSP, where reference is made to the SSA, to ensure that a thorough process has been developed and carried out.


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

PART 1 – GENERAL INFORMATION A. Discussion Phase with SSO Ship’s Name Ship’s Type Flag Administration Port of Registry Operational Area Cargo currently carried Types of Cargo the ship is certified to carry

Coal

Bulk Iron Grain Sugar Fertilizers Urea Containers

Nationality of Main Customer B. Physical Data for the Ship

Place Built Beam (m) Depth (m) FWD (m) AFT (m) Average Loaded Freeboard

A

Inmarsat Voice: Inmarsat Fax: Telex: Email: MMSI:

GRT

Loaded

NRT FWD (m) AFT (m)

M

C. Means of Communication

P

Year Built LOA (m) Average Draft

LE

Oil Chemicals Other

D. Standard Operations

S

Officers/Ratings usually involved in Cargo Operations, referring to both Deck/ Engine Crew (please mention their rank in the space provided) Usual time spent in operations

Officers

Ratings

1.

Loading:

Discharging:


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E. Lighting

P

YES

NO

A

M

F. Key management

NO

LE

YES

S

G. Interior Ship Access Control

YES

NO


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

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H. Communication Systems Resource

Location (if permanent)

Responsible person (if declared)

I. Alert Systems Location

Activation/ de-activation Points

S

A

M

P

LE

Type of System


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

PART 2 – SECURITY MANAGEMENT Security Code Ref.

SECURITY MEASURES

YES

NO

OBSERVATIONS / COUNTERMEASURES

1. COMPANY SECURITY MANAGEMENT POLICY

2. COMPANY SECURITY ORGANISATION

M

P

LE

3. COMPANY SECURITY OFFICER (CSO)

S

A

4. SHIP SECURITY OFFICER (SSO)

5. MASTER

6. SHIP’S PERSONNEL

7. TRAINING AND QUALIFICATIONS


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

SECURITY MEASURES

YES

NO

OBSERVATIONS / COUNTERMEASURES

LE

9. SHIP SECURITY SURVEYS – SECURITY AUDITS

M

P

10. SECURITY RECORDS

S

A

11. SHIP / SHORE INTERFACE


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

PART 3 – ONBOARD SECURITY MEASURES Security Code Ref.

SECURITY MEASURES

YES

NO

OBSERVATIONS / COUNTERMEASURES

LE

1a. ACCESS TO THE SHIP

1b. ACCESS TO THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2

2a. RESTRICTED AREAS

P

1c. ACCESS TO THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3

M

2b. RESTRICTED AREAS – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2 2c. RESTRICTED AREAS – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3

S

A

3a. HANDLING OF CARGO

3b. HANDLING OF CARGO – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2 3c. HANDLING OF CARGO – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3 4a. SHIP’S STORES

4b. SHIP’S STORES – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

SECURITY MEASURES

YES

NO

OBSERVATIONS / COUNTERMEASURES

4c. SHIP’S STORES – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3

5a. UNACCOMPANIED BAGGAGE

5b. UNACCOMPANIED BAGGAGE – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3

LE

6a. MONITORING THE SECURITY OF THE SHIP

6b. MONITORING THE SECURITY OF THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 2 6c. MONITORING THE SECURITY OF THE SHIP – RECOMMENDED ADDITIONAL MEASURES FOR SECURITY LEVEL 3

P

OTHER

M

7.

A

Date when “On-Scene” security survey was conducted Place of “On-Scene” security survey

Conducted by: Signature:

S

If the On Scene Survey has not been conducted by the appointed CSO Name of CSO in Date when “On-Scene” security charge: survey was reviewed and Signature of accepted by CSO CSO:


M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO

12. SHIP SECURITY ASSESSMENT

A

M

P

LE

High Risk Areas

S

Annex E

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COMPANYNAME


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COMPANYNAME 12. SHIP SECURITY ASSESSMENT

S

A

M

P

LE

M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO


Issue No.: 1 Revision No.: 0 Effective date: DD/MM/YY Page: 46 of 46

COMPANYNAME 12. SHIP SECURITY ASSESSMENT

S

A

M

P

LE

M/T “VSLNAME” IMO No. 9999999 SHIP SECURITY PLAN Approved by: CSO


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