Question 1

According to the international requirements regarding the security of ships and of port facilities, following ships must be provided with an SSAS

Accepted Answer

SSAS rides every SOLAS ship over 500 gross tons plus passenger craft and mobile drillers: all new ships plus phased-in older tonnage. All ships built on or after July 2004 carry the alert system from delivery. Older passenger ships including high-speed passenger craft fitted by the first radio survey after that date. Older oil, chemical, gas, bulk and high-speed cargo ships of 500 gross tons and up fitted at the same survey milestone. Other older cargo ships of 500 gross tons and mobile drillers closed the list at their first radio surveys after 2004. Surveyor follow-up: 450-gross-ton coaster built in 2000 — SSAS or not, and what survey would have fitted it?

Question 2

In December 2002, International Maritime Organization (IMO) adopted some changes within which Ship Security Alert System (SSAS) was determined in SOLAS Chapter XI-2, Regulation

Accepted Answer

December 2002 wrote security into SOLAS as Chapter XI-2 with Regulation 6 creating the covert ship security alert. Diplomatic conference adopted the ISPS Code with SOLAS amendments in December 2002. Regulation 6 of the new Chapter XI-2 defines the ship security alert system and its fitting dates. Performance standards not inferior to organisation-adopted levels govern every installation. Activation points shaped against inadvertent use sit on the bridge and at least one more station. Surveyor follow-up: pre-2004 regulation quoted for an SSAS defect — which chapter and regulation do you cite instead?

Question 3

required IMO to produce guidance on the implementation and instructions on the handling of covert alerts from SSAS instrumentation

Accepted Answer

Covert alerts need overt procedures: guidance tells administrations and companies how to receive, guard and act on silent alarms. Flag administrations designate the competent authority receiving each ship’s silent alert with ship, position and threat state. Companies file ship particulars, contacts and alert-routing details so the watch ashore answers in minutes. Masters and SSOs drill covert activation without alerting anyone aboard or nearby ships. False alerts get closed by verification call-back, logged and reported — repeated falses mean equipment overhaul. Surveyor follow-up: SSAS test due with the ship in port — notify whom before pressing, and what proves the test?

Question 4

ship security alert system

Accepted Answer

SSAS is the silent scream ashore: two hidden buttons send ship, position and threat to the administration with nobody aboard the wiser. Transmits ship-to-shore alert to the designated authority, company included, with identity, position and threat state. Never alerts other ships and never sounds aboard — the alarm stays covert by design. Keeps transmitting until deactivated and reset by authorised hands. Fitted on the bridge and at least one more station with guarded buttons meeting organisation performance standards. Surveyor follow-up: piracy attack with the bridge overrun — second activation point where, and who mans it?

Question 5

Continuous synopsis record?

Accepted Answer

The CSR is the ship’s running history file: every flag, owner, manager and class change logged and passed ship-to-ship. Records registered owner, bareboat charterer, manager, classification and flag with dates of each change. Issued and numbered consecutively by the administration; the file stays aboard across every transfer. On flag change the losing flag forwards the covering-period CSR to the gaining administration. Port state reads gaps first — a missing number means a hidden owner, manager or detention, so amend before entry. Surveyor follow-up: CSR numbers jump from 4 to 6 with a new owner aboard — sail, amend or detain, and who issues number 5?

Question 6

Security level definition

Accepted Answer

Security levels are government-set threat states: Level 1 normal, Level 2 heightened, Level 3 exceptional with orders from above. Level 1 keeps minimum protective measures running at all times in port and at sea. Level 2 adds extra measures for a period of heightened risk with no defined target yet. Level 3 holds specific high measures for a limited period under incident instructions. Contracting governments set the level on threat information; ships and ports obey the highest level in force. Surveyor follow-up: port at Level 2 with the ship holding Level 1 at the gangway — whose level rules the access search?

Question 7

Security level in isps

Accepted Answer

ISPS runs three levels by risk: normal watches, heightened searches, exceptional lockdown — each with its measures and time limit. Level 1 normal operation with baseline access control, patrols and monitoring always on. Level 2 heightened risk with additional searches, restricted access and extra patrols for the threat period. Level 3 exceptional incident with specific orders executed for a short, limited time. Name the level and its measures together — “Level 2” alone never satisfies the surveyor. Surveyor follow-up: heightened threat with no defined target and extra patrols ordered — Level 1, 2 or 3, and for how long?

Question 8

What is CSR?

Accepted Answer

The CSR is the ship’s continuous history file: ownership, flag, class and manager changes logged voyage to voyage. Records every change of flag, owner, bareboat charterer, manager and classification with dates. Numbered consecutively by the administration and kept aboard across transfers without gaps. Losing flag forwards the covering-period copy to the gaining flag so history never breaks. Surveyors read gaps first — a jumped number means hidden ownership or detention, so amend before port entry. Surveyor follow-up: CSR jumps a number with a new manager aboard — sail, amend or detain, and who issues the missing sheet?

Question 9

Continuous synopsis report

Accepted Answer

The CSR is the ship’s running history file: flag, owner, manager and class changes recorded and passed when she changes flag. Every change of registered owner, bareboat charterer, manager, classification and flag is entered with its date. It is issued and numbered consecutively by the administration and stays aboard across every transfer. On flag change the losing administration forwards the covering-period copy to the gaining one. A surveyor or port state reads the gaps first — a jumped number means hidden ownership, so amend before entry. Surveyor follow-up: CSR records the manager change but not the bareboat charterer — which omission matters, and to whom?

Question 10

Csr. Why is it not given in security but in safety?

Accepted Answer

CSR is a Code of Safe Practice, so it lives under safety: it is guidance on how to prevent accidents, not a security instrument. The Code of Safe Practice for the Carriage of Dangerous Goods gives guidance and is not itself mandatory in the way SOLAS is. It carries no enforcement of its own, so it belongs with safety and casualty-prevention guidance rather than with the ISPS Code. ISPS by contrast is a SOLAS chapter with mandatory requirements, company and ship security plans, and Port State Control over it. So the distinction is legal weight: mandatory security regime, non-mandatory safety guidance — and a surveyor will say so. Surveyor follow-up: CSR cited as the reason a survey was held up — what can a code of practice actually enforce?

Security - ISPS & CSR — Most Asked Questions

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