Global's BMP - Section 7

Ship Protection Measures (SPM)

Introduction

This section focuses on measures that can be taken by the ship’s crew to mitigate against attack.

The guidance is based on global experience of attacks by to date. Not all methods will be applicable to all regions or ship types, and the measures applied on any one ship will be dependent upon the outcome of the risk assessment.

When considering ship protection measures (SPM) it is important to recognise that ships can be attacked both when underway and stationary (at anchor, carrying out STS or SBM operations or drifting).

Many companies have their own detailed guidance on ship hardening procedures – all based on their risk assessment. The risk assessment recommendations and guidance should be based upon the concept of ‘Defence in Depth’, and a ‘Layered Defence.’ The premise of this concept is that any robust security system must be resilient to partial failures and that multiple layers of defence make the system less predictable for any would-be attackers, therefore making the system more difficult to circumvent.

Companies may wish to consider making further alterations to the ship beyond the scope of this guidance, and/or provide additional equipment and/or manpower as a means of further reducing the risk of attack. If pirates and armed robbers are unable to board a ship they cannot hijack it. The effective implementation of these SPMs has proven successful in deterring and/or delaying attack.

Watch keeping and enhanced vigilance

Before entering any areas of increased risk identified through the risk assessment, one of the outcomes of the risk assessment is which SPMs are appropriate for the risk of attack. Preparations should be made to support increased vigilance by:

Providing additional lookouts for each Watch. When stationary crew should be monitoring the water around the ship – it is essential that an all-round lookout is maintained from an elevated position. The lookout team should keep in regular contact with the Officer of the Watch.
Considering a shorter rotation of the Watch period in order to maximize alertness of the lookouts.
Ensuring that lookouts are briefed by the Officer of the Watch at the start of each watch on the tactics of local pirates and armed robbers.
Maintaining sufficient binoculars for the Bridge Team, preferably anti-glare. The use of hand held thermal imagery optics, night vision aids/equipment could also be considered as they provide a reliable all-weather, day and night surveillance capability.
Maintaining a careful Radar Watch, monitoring all Navigational Warnings and monitoring communications, particularly VHF and GMDSS alerts.
Well-constructed dummies placed at strategic locations around the ship can give the impression of greater numbers of crew on watch. This is very effective when stationary.
When in port or at anchor regular security rounds should be conducted. The accommodation ladder should be kept at main deck level and lowered when required only. A gangway watch should be maintained at all times when the accommodation ladder is lowered.
Approaching vessels should be challenged to prove their identity before they are allowed alongside.
Consider enhancing already fixed technology such as CCTV for better monitoring and fixed lighting such as the ship search light. The latter has proven effective in deterring approaches from the stern.
It should be noted that lower sea states can also improve detection range of criminal craft both by radar and visually. A proper, visual lookout is the most effective method of ship protection. It can help identify a suspicious approach or attack early on, allows defences to be deployed and, can serve as an effective deterrent to would-be attackers.

Enhanced bridge protection

The bridge is usually the focal point of an attack. In some situations, pirates direct their weapon fire at the bridge in an attempt to try and stop the ship. If the ship is at anchor the bridge may not initially be the focus during a boarding attempt. However, if attackers are able to board the ship, they usually make for the bridge. The following protection enhancements might be considered – particularly in those areas where weapons are often used in the attack (see the annexes as appropriate):

Bridge windows are laminated but further protection against flying glass can be provided by the application of blast resistant film.
Fabricated metal (steel/aluminium) plates for the side and rear bridge windows and the bridge wing door windows, which can be quickly secured in place in the event of an attack can greatly reduce the risk of injury from fragmentation.
Chain link fencing can be used to reduce the effects of rocket propelled grenades (RPG), as has the use of sandbags to protect bridge wings. Sandbags should be regularly checked to ensure that they have not degraded.

Control of access to bridge, accommodation and machinery spaces

It is important to deny access to the bridge, accommodation and machinery spaces, to deter or delay attackers who have managed to board a ship and, the following may be considered:

Escape routes must be easily accessible to seafarers in the event of an emergency. If the door or hatch is locked it is essential that a key is available, in a clearly visible position by the door or hatch.
All doors and hatches providing access to the bridge, accommodation and machinery spaces should be properly secured to prevent access by attackers.
It is recommended once doors and hatches are secured, a designated and limited number are used for security patrols and routine access. The use of these doors or hatches should be controlled by the Officer of the Watch.
Consideration should be given to blocking or lifting external ladders on the accommodation block to prevent use and to restrict external access to the bridge.
Where doors and hatches must be closed for watertight integrity, clips should be fully dogged down in addition to any locks. Where possible, additional securing, such as with wire strops, may enhance hatch security.
Removable barriers should be used around pilot boarding points so that a ship does not need to de-rig large areas prior to arrival at ports.
Attackers can gain access through portholes and windows. The fitting of steel bars to windows will prevent this even if they manage to shatter the glass.
Procedures for controlling access to accommodation, machinery spaces and store rooms should be briefed to the crew and practiced prior to entering the area of increased risk identified through the risk assessment.

Physical barriers

Physical barriers should be used to make it as difficult as possible to gain access to ships. Physical barriers offer many options to increase the difficulty of any climb for anyone trying to board the ship.

Razor wire (also known as barbed tape) creates an effective barrier but only when securely deployed. Selection of appropriate razor wire is important as the quality (wire gauge and frequency of barbs) and type will vary considerably – lower quality razor wire is less effective.
Concertina razor wire is recommended as the linked spirals make it the most effective barrier.
Any wire barrier should be constructed of high tensile wire, which is difficult to cut with hand tools. Concertina razor wire coil diameters of between 730 mm or 980 mm are recommended.
When deploying razor wire personal protective equipment to protect hands, arms and faces should be used. Moving razor wire using wire hooks rather than by hand reduces the risk of injury. It is recommended that razor wire is provided in shorter sections (e.g. 10 m section) as it is significantly easier and safer to use than larger sections which can be very heavy and unwieldy.
- A robust razor wire barrier is particularly effective if it is: Constructed outboard of the ship’s structure (i.e. overhanging).
- Constructed of a double roll of concertina wire – the more rolls the more effective the barrier. The recommended minimum construction is a single high quality roll securely attached outboard of the ship’s structure.
- Properly secured to the ship to prevent attackers from pulling the razor wire off. Consideration should also be given to further securing the razor wire with a wire strop through the razor wire to prevent it being dislodged.
- Razor wire should be properly maintained so that it does not become rusty. Rusty razor wire is easier to break through.

Depending on the risk assessment, the use of razor wire on the approach to a berth should be rigged as not to interfere with shipboard operations.

Chocks and fairleads should be clear, and once alongside if still rigged it should not interfere with port operations; mooring/ gangways/loading/discharging. Ships generally maintain the poop area as fully razor wired for the entire period when operating in areas of increased risk identified through the risk assessment.

Other barriers have proven effective – from hanging swinging obstacles over the gunwales to specifically designed overhanging protection which prevents boarding by climbing over the ship’s rails.

Water spray and foam monitors

The use of water spray and/or foam monitors is effective in deterring or delaying any attempt to illegally board a ship. The use of water can make it difficult for an unauthorized boat to remain alongside and makes it significantly more difficult to try to climb aboard. Water spray deterrence should be controlled remotely – manual activation at the hydrant by the crew is unsafe, especially where attackers are using firearms.

Fire hoses and foam monitors – It is recommended hoses and foam monitors (delivering water) should be fixed in position to cover likely access routes. Improved water coverage may be achieved by using fire hoses in jet mode and utilising baffle plates fixed a short distance in front of the nozzle.
Water cannons deliver water in a vertical sweeping arc and protect a greater part of the hull. Water spray rails – Some ships have installed spray rails using a Glass Reinforced Plastic (GRP) water main, with spray nozzles to produce a water curtain to cover larger areas.
Foam can be used, but it must be in addition to a ship’s standard Fire Fighting Equipment (FFE) stock. Foam is disorientating and very slippery, making it difficult to climb through.

The following points are relevant:

Once rigged and fixed in position it is recommended hoses and foam monitors are ready to be used, simply requiring remote activation of fire pumps to commence delivery of water.

Additional power may be required to utilise all pumps; the supporting systems should be ready for immediate use.

Practice, observation, and drills are required to ensure the equipment provides effective coverage of vulnerable areas.

Alarms

Sounding the ship’s alarm serves to inform the ship’s crew an attack is underway. If approached, continuous sounding of the ship’s whistle will distract the attackers and let them know that they have been seen. It is important that:

The alarm is distinctive to avoid confusion with other alarms, potentially leading to the crew mustering at the wrong location.
Crew members are familiar with each alarm, especially those warning of an attack and indicating “all clear.”
All alarms are backed up by an announcement, in the working language of the ship, over the accommodation and deck PA system.

Drills should be carried out to ensure the alarm is heard throughout the ship. The drill will confirm the time necessary for all personnel to move to a position of safety.

Manoeuvring practice

Practicing manoeuvring the ship will ensure familiarity with the ship’s handling characteristics and how to use avoidance manoeuvres whilst maintaining the best possible speed. Experience has shown that such action can defeat a lengthy and determined pirate attack as creating a wash can have a better defensive impact than speed. Such manoeuvring should only be carried out when it is safe to do so taking into account the navigational situation.

Closed circuit television

If an attack is underway and attackers are firing at the ship, it is difficult and dangerous to observe whether they have managed to gain access. The use of CCTV coverage can allow the attack to be monitored from a less exposed position:

Consider the use of CCTV cameras for coverage of vulnerable areas, particularly the poop deck.
Consider positioning CCTV monitors at the rear of the bridge in a protected position.
Further CCTV monitors could be located at the safe muster point/citadel.
Recorded CCTV footage may provide useful evidence after an attack.

Lighting

Navigation lights should not be switched off at night as this a contravention of international regulations. It is recommended that:

In areas of increased risk identified through the risk assessment, consideration should be given to the appropriate level of additional lighting to be used.
Weather deck lighting around the accommodation block and rear facing lighting on the poop deck is available and tested.
Once attackers have been identified or an attack commences, over side lighting, if fitted, should be switched on. This will dazzle the attackers and give ships staff greater visibility.
If fitted, search lights should be ready for immediate use.
At anchor, lights are left on as well-lit ships are less vulnerable to attack.

Secure storage of ship’s tools and equipment

Tools and equipment may be of use to the attackers should be stored in a secure location.

Ballistic protection to gas bottles or containers of flammable liquids should be considered. Sandbags are not recommended as they degrade quickly if not maintained on a regular basis.
Excess gas bottles should be landed prior to transit.

Safe muster points and citadels

When operating in areas area of increased risk identified through the risk assessment careful consideration and detailed planning is critical to the safety and security of the crew. The risk assessment should identify the location of a safe muster point and/or a secure citadel within a ship must also be considered.

Safe muster points

A safe muster point is a designated area chosen to provide maximum physical protection from attack by pirates and armed robbers to the crew, preferably low down within the ship. This is where crew not required on the bridge or the engine room control room will muster if the ship is under threat.
The safe muster point is a short-term safe haven, which will provide protection should the attackers commence firing weapons.
Select a safe muster point protected by other locked compartments.

Citadels

A citadel is a designated, pre-planned area where, in the event of imminent boarding by attackers, all crew may seek protection. A citadel is designed and constructed to resist forced entry.

Before deciding to use a citadel, thought must be given as to how a citadel situation might end. The use of a citadel cannot guarantee a military or law enforcement response and, the Master may have to make the decision when to end a citadel situation without the assistance of military forces.

Well-constructed citadels used by a well-drilled crew can offer effective protection during an attack. If citadels are used, they must be complementary to, rather than a replacement for, all other SPM.

The establishment of a citadel will require external technical advice and support. However, guidance on construction can be accessed from the sources listed at the annexes and is strongly recommended to be taken into account in the risk assessment.

As well as protection, a citadel must provide reliable means to communicate ashore and maintain some degree of situational awareness. The ability to deny control of propulsion to attackers is a further consideration.

The SSP should define the conditions for use of the citadel and logistics necessary to survive e.g. food, water, medicines, first-aid kits. The use of the citadel must be drilled to ensure the Master is able to make the correct and timely decision on whether to retreat into it.

The whole concept of the citadel approach is lost if any of the crew are left outside before it is secured. Therefore, plans should include a method of ensuring that the entire crew have entered the citadel.

STS and other static operations

Attackers have boarded ships on STS operations via the fenders.

The use of a chain link fence, particularly if topped with razor wire, attached to the ships side rails and supplemented by stanchions in the vicinity of the fenders provides an effective deterrent to potential boarders. Care must be taken at the interface between the chain link fence and razor wire to ensure that the best possible protection is assured.

The use of gratings, (particularly Glass Reinforced Plastic gratings for ease of fitting) may be secured in way of open Panama or roller fairleads which will further deter any potential boarding.

An additional deterrent in the vicinity of the fenders, and ships fairleads could be the use of water spray.

The hawse pipe should be properly secured to prevent unauthorized access. Use of the anchor wash may also provide a deterrent.

The main engines should be kept at immediate notice so the Master has the option of getting underway in the event of an incident.

Other considerations for the Master during STS or static operations:

Is there sufficient crew to cover additional security whilst concurrently conducting cargo operations?
Monitor emails during communications with shore side agents and agencies. Do not activate “reply to all”, since emails may have around twenty (20) addressees. Do not let allow your intentions to be sent to unnecessary and unknown email addresses.

Unarmed Private Maritime Security Contractors

The use of unarmed private maritime security contractors would be determined by the output of the risk assessment. Consideration should be given to the relevant laws of both flag States and any littoral States. The use of experienced and competent unarmed contractors can be a valuable protective measure, particularly where there may be the requirement to interface and coordinate with local law enforcement agencies, naval forces and coast guards.

Private Maritime Security Companies (PMSC) and Privately Contracted Armed Security Personnel (PCASP)

The use, of Privately Contracted Armed Security Personnel (PCASP) on board ships would be determined by the out-put of the risk assessment and approval of respective flag State. This guidance does not constitute a recommendation or an endorsement of the general use of PCASP.

Any decision to engage the services of a PMSC & PCASP must be taken after a careful risk assessment of the intended voyage (see section 4) taking into account factors including route, type of cargo, speed, freeboard, and location of any static operations, levels of protection provided by littoral States and the current threat and risk environment. The employment of PCASP is only an additional layer of protection and is not an alternative to other mitigation measures.

The presence on board of PCASPs involves complex legal issues. It is important that permission is obtained from Flag State authorities before PCASP deployment on board. In addition, it is essential to ensure that PCASP are permitted by the governments of all States (littoral States) through whose waters the ship may pass, as the majority of littoral States do not allow PCASP to operate within their territorial waters. Owners must exercise due diligence to check the credentials and licences/permits of the PMSC and where appropriate the PCASPs, to ensure that they are operating legally and that the weapons are also licensed for their use. In addition to firearms, other equipment used by PMSC may be subject to arms control restrictions and also require licences for use by civilians. The owner is under a duty to perform due diligence on the PMSC as the owner will be liable for the PCASP on the ship. It is recommended that shipping companies employ PMSC that are accredited to the ISO 28007 standard (or any future standard that replaces it).

The PMSC must be engaged on a contract such as the BIMCO GUARDCON that does not prejudice the ship’s insurance cover arrangements. The contract must be between the company and the PMSC even if the contract price is being paid for or contributed towards by a charterer or other party.

Companies should ensure that the PMSC has insurance policies that are current and compliant with the requirements of the contract.

There must be a clear understanding of the authority of the Master and the Rules for the Use of Force (RUF) under which the PCASP operate. RUF should provide for a graduated, reasonable, proportionate and demonstrably necessary escalation in the application of force in defence of personnel on the ship. The Master always remains the ultimate authority on a ship.

The individual PCASP must always act in accordance with the widely recognised principles of self and collective self-defence. PCASP procedures should be drilled with the crew to ensure their effectiveness during attack.

This guidance does not constitute a recommendation or an endorsement of the general use of PCASP. The use, or not, of PMSCs and deployment of PCASP on board ships is a decision taken by individual companies following a detailed risk analysis.

If PCASP are deployed on board a ship, this should be included in all reports to designated VRA reporting centres and must be authorised by the flag State. Where risk analysis deems PCASP deployment necessary, it is recommended that companies use PMSC that are accredited to the ISO 28007 standard (or any future standard that replaces it).

If PCASP are to be used they should be as an additional layer of mitigation and protection, not as an alternative to other measures. The crew must not handle or use firearms.

Vessel Protection Detachments (VPDs)

Armed Vessel Protection Detachments (VPDs) are sometimes deployed on board ships. VPDs consist of armed State-appointed personnel. Their purpose is to deter attackers and, to defend the ship if necessary. The presence on board of VPDs involves complex legal issues and permissions may need to be obtained from the flag State and authorities in coastal and port States.

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