Maritime Security and Piracy Awareness

Prerequisites

This lesson belongs to the RYA/MCA Yachtmaster Offshore syllabus. You should already:

Be comfortable with offshore passage planning (pilotage, port entry, clearance formalities and crew lists) as covered earlier in this course and at Coastal Skipper level.
Hold an SRC (Short Range Certificate) and understand VHF, DSC and GMDSS procedures, because security reporting uses the same radio skills.
Know the duties of a skipper towards the crew: safety briefings, watch organisation and leadership.

The ISPS Code is not part of the formal Yachtmaster Offshore exam syllabus as a regulation you must apply. It applies to larger commercial ships and to port facilities. However, the syllabus expects an offshore skipper to know about passage planning hazards, and many Yachtmaster holders go on to work on commercial yachts or visit ISPS-regulated ports. This lesson gives you the awareness needed.

Learning Objectives

By the end of this lesson you should be able to:

Explain the purpose and scope of the ISPS Code and which vessels it applies to.
Describe the three security levels and what they mean for a yacht entering or berthed in a regulated port.
Explain the roles of the Ship Security Officer (SSO), Company Security Officer (CSO) and Port Facility Security Officer (PFSO).
Describe the content of a Ship Security Plan and the security duties of the crew.
Apply the observe, report, withdraw principle to suspicious activity.
Assess piracy and armed robbery risk when planning an offshore passage, and take sensible precautions.
Map your knowledge to the RYA Yachtmaster Offshore syllabus (G158) and the examiner's expectation of professional awareness: passage planning to avoid risk areas, port entry and clearance formalities, safety of the vessel and crew, and the reporting of incidents. Security is examined mainly in the oral and in the way you plan an offshore passage, and it matters most for candidates seeking a commercial endorsement.
Explain the Declaration of Security, the Ship Security Alert System and the International Ship Security Certificate, and what port state control checks.
Describe the specific threats to yachts beyond piracy: theft, stowaways, drug smuggling, cyber and navigation-signal interference, and how to reduce each.
Carry out a simple security risk assessment for a passage or a port stay and record it in the passage plan.

What the ISPS Code Is

The International Ship and Port Facility Security (ISPS) Code was adopted by the International Maritime Organization (IMO) in December 2002, as a response to the terrorist attacks of 11 September 2001, and came into force on 1 July 2004. It is part of SOLAS Chapter XI-2. Part A is mandatory; Part B is guidance. The aim is a standard, risk-based framework for assessing security threats to ships and port facilities and for taking proportionate preventive measures.

Who It Applies To

The Code applies to ships on international voyages that are:

passenger ships, including high-speed passenger craft;
cargo ships, including high-speed craft, of 500 gross tonnage and above;
mobile offshore drilling units;
port facilities serving those ships.

Large commercial yachts (superyachts of 500 GT and over operating commercially) fall within the Code. A typical sailing yacht of 10 to 25 m, whether private or operated commercially under the MCA small vessel codes, does not need to comply. But you will still meet the Code because:

many commercial ports, fuel berths and anchorages are ISPS-regulated port facilities, and you must follow their security arrangements when entering them;
you will share waters with ISPS ships, whose security measures (heightened lookouts, restricted approach) affect how you approach them;
if you work as crew on a large commercial yacht, you will have security duties under its plan.

Security Levels

The Code uses three security levels, set by the flag state for ships and by the coastal state for port facilities. A ship must operate at the level set for the port it is in if that is higher than its own.

Level	Meaning	Typical measures
1, Normal	Minimum appropriate protective measures at all times	Access control at gangways, ID checks, restricted areas locked, routine watch
2, Heightened	Heightened risk of a security incident for a period	Single access point, more frequent patrols, increased searching of persons and baggage, crew briefed
3, Exceptional	Incident probable or imminent, even if the target is not identified	Specific measures set by authorities, possible suspension of embarkation or cargo, evacuation, movement of ships, armed searches by authorities

For a yacht skipper, Level 2 or 3 at a port means delays, more inspections, limited movements, possible refusal of entry and closure of some berths. Check the security level in the port's notices, the almanac, the harbour master's office or the port's VHF channel before arrival.

Key Roles

Port facility security interface between vessel and shore

Ship Security Officer (SSO). On board, responsible to the master for the ship's security plan, inspections, drills and liaison with the PFSO. On a commercial yacht this is often the master or mate.
Company Security Officer (CSO). Ashore, appointed by the company that manages the vessel. Responsible for the ship security assessment, getting the plan approved and acting as a 24-hour contact.
Port Facility Security Officer (PFSO). Responsible for the port facility's security plan and the point of contact for visiting ships.

When entering a regulated port, identify how to contact the PFSO (often via the port authority or marina office), give the information requested in advance (vessel details, crew list, last ports of call, security level) and follow their instructions for berthing and access. A Declaration of Security may be agreed between ship and port facility if the levels differ or the risk is higher.

The Ship Security Plan

Each ISPS ship carries a Ship Security Plan (SSP), based on a security assessment and approved by the flag state.

It sets out:

measures to prevent weapons, dangerous substances and unauthorised persons boarding;
restricted areas and how they are protected;
procedures for each security level and for responding to threats and breaches;
the ship security alert system (a silent alarm that alerts the company and the flag state);
duties of crew, training, drills and records;
reporting and liaison with the port facility.

The plan is a confidential document. Crew must know where it is and what it requires of them. Failure to produce it, or evidence that the crew do not know it, can lead to detention by port state control.

Even if you skipper a small yacht outside the Code, a simple written version of the same thinking is good seamanship: who can come aboard, how the boat is locked, who keeps the keys and what to do if someone suspicious appears.

Crew Security Duties

Typical duties under a ship security plan:

Gangway or access watch: log everyone boarding and leaving, with times.
ID verification: check against the crew list or an expected visitor list.
Escorting visitors: contractors and guests are escorted at all times in non-public areas.
Baggage and stores checks: visual inspection and questioning, in proportion to the security level.
Monitoring restricted areas: check for tampering, unlocked doors, unexplained packages.

Crew are not law enforcement officers. The principle is to observe, report and withdraw, not to confront.

Restricted Areas

Restricted areas are spaces where unauthorised access could cause serious harm: the bridge or navigation station, radio room, engine room and steering gear. They should be locked when unoccupied, consistent with fire escape routes, and checked for signs of tampering at every security level. On a yacht the equivalents are the companionway, the chart table electronics, the engine space and the steering. Lock the boat whenever it is left, and do not leave the keys on board.

Where Security Fits in the RYA Syllabus

The ISPS Code is not a topic you will find in a list of knowledge items for the exam, but a Yachtmaster Offshore is expected to behave as a professional skipper: knowing the limits of the boat and crew, checking the regulations of ports and countries visited, and weighing risk when planning. Security is part of that risk picture. An examiner will probably approach it indirectly, with questions such as "you are planning a passage from the Mediterranean to the Caribbean: which factors would you consider?", "what do you do if you are approached by a small boat at night?" or "what would you expect in a commercial port?". The detailed ISPS structure is more likely to be examined if you hold or are applying for a commercial endorsement, because the MCA codes for small commercial vessels and the larger yachts that employ Yachtmaster holders deal with it directly.

The best preparation is to know three things: the structure (levels, roles, plan), the practical rules for a small yacht entering a regulated port, and the risk-management approach to piracy and crime.

More Detail on the ISPS Framework

Security assessment and plan

The Code runs on a cycle. A Ship Security Assessment (SSA) identifies key shipboard operations, possible threats and weaknesses. The Ship Security Plan (SSP) is written from it and approved by the flag state (or a recognised security organisation on its behalf). The ship is then inspected and issued with an International Ship Security Certificate (ISSC), verified at intervals. A ship without a valid ISSC may be refused entry or detained by port state control.

On the port side, a Port Facility Security Assessment and Port Facility Security Plan are approved by the government, and the PFSO is appointed. In the UK, the Department for Transport (Maritime Security) sets security levels for UK ports and ships.

Declaration of Security

A Declaration of Security (DoS) is a written agreement between a ship and a port facility (or between two ships) setting out who is responsible for which security measures during an interface. It is required when:

the port facility is operating at a higher security level than the ship;
there is an agreement for a particular route or international voyage;
there has been a security threat or incident involving the ship or port;
the ship is at a port that has no approved plan;
the ship carries out an interface with another ship that is not covered by the Code.

The DoS is signed by the Master or SSO and the PFSO and kept on board for a period set by the flag state.

Ship Security Alert System

Ships to which the Code applies carry a Ship Security Alert System (SSAS): a covert, two-point alarm that sends a silent alert to the company and to the flag state without any alarm on board or any signal that a pirate could notice. The alert gives the ship's identity, position and date and time. The company, not the coastal state, is the first recipient, so that the matter is dealt with discreetly. An SSAS alert is not a distress alert, and has no effect on other ships in the area. Many large yachts and some smaller commercial yachts fit similar covert trackers on a voluntary basis.

Records

Records kept under the Code include training and drills, security incidents, breaches, changes of security level, communications with port facilities and the DoS. They must be kept for the period required by the flag state (at least the time since the last audit), in the working language of the ship, and protected from unauthorised access. A log kept on a small yacht need not be as formal, but the habit of recording who came on board, what was reported to whom and when is an excellent defence in any later dispute.

Interface with the port

When a yacht arrives in an ISPS-regulated port, expect to be asked for the vessel's name and flag, last ten ports of call (the Code's usual requirement), the crew and passenger lists, and the name of the person in charge. Do not wander off the designated route, and keep to the allocated berth. Restricted areas ashore are marked: do not enter them. A yacht that does not comply with the port's security measures can be asked to leave.

Security Risk Assessment: A Method for Any Skipper

The ISPS structure is built on risk assessment, and so is every good passage plan. For a yacht, a simple version has four steps.

Threat. Who might want to harm you, steal from you or use your boat, and how? Consider theft, piracy, drug smuggling, stowaways, people-smugglers, political tension and terrorism in the area.
Vulnerability. How easy would it be? Is the boat locked? Is the dinghy chained? Is the crew alert? Is the route near a known hot spot? How long are you at anchor and in remote anchorages?
Consequence. How bad would it be? Loss of the dinghy and the outboard is a nuisance; loss of the vessel's papers, passports and electronics is serious; a boarding at sea with violence is catastrophic.
Control. What is the cheapest and most effective measure? Avoiding the area is the best. Others include a different route, travelling in company, anchoring close to other yachts, a lock and alarm and the routines of the crew.

Write the result in the passage plan: "Risk of boarding at anchor in X: lock the boat at night, lift the dinghy, anchor lights on, alarm set." The examiner will want to see that you have thought about it.

Worked example: Mediterranean to Caribbean, Red Sea or Cape?

You are planning to take a 14 m yacht with a crew of four from the Mediterranean to the Caribbean, and one option is to go east through the Suez Canal and Red Sea to the Indian Ocean and round to the Atlantic. The alternative is the conventional westward route across the Atlantic from the Canaries.

Threat. Many years of piracy in the Gulf of Aden and Somali basin, plus armed conflict and missile and drone attacks on shipping in the Red Sea region at various times, make the eastern route high risk for small craft. Current threat reports must be checked with UKMTO, the IMB and the FCDO. Yachts are strongly advised not to transit the high-risk area, and insurers commonly exclude it.
Vulnerability. A yacht is slow, low and has a small crew. Naval escorts are not provided for yachts. There may be no refuge for hundreds of miles.
Consequence. Capture, detention, injury, loss of the vessel and, at worst, loss of life.
Control. Take the Atlantic route west from the Canaries and Cape Verde, planning around the trade-wind season and the hurricane season. If you must go east, ship the yacht on a carrier. Insure accordingly and tell the insurer.

The decision is clear, and the paperwork for it is a short entry in the passage plan.

Other Threats to Yachts

Theft and crime in ports and anchorages

Opportunist theft is the commonest security problem a yacht meets. Typical targets are the dinghy and outboard, bikes, fuel, fishing gear and electronics. Controls: lift the tender at night or lock it with a chain and padlock to the yacht; mark the outboard with the boat's name or postcode; keep valuables below and out of sight; fit a hatch lock and keep the companionway locked at night and when ashore; and make friends with neighbours and local yachts. In some places local advice is invaluable: ask at the marina office, the harbour master and the cruising association's regional representative.

Stowaways, drugs and illegal cargo

The skipper is legally responsible for what is on board. Taking a package "for a friend", leaving a locker unlocked in a foreign port or accepting a lift for an unknown person can end in arrest and the confiscation of the vessel. Controls: know and trust your crew; check the boat for strangers and objects before departure (a good habit in any case); keep stores locked; never carry parcels or goods for others; and report anything suspicious to the harbour authority or customs. In the UK, report arrival from abroad to Border Force as required. Smuggling networks have targeted yachts, particularly in the Atlantic and the Mediterranean, because they are rarely searched.

Migrants and people in distress

Yachts in some areas, particularly the Mediterranean and the Atlantic approaches to the Canaries, may meet boats carrying migrants in distress. The duty to assist at sea applies to all persons in distress, whatever their status. Contact the MRCC immediately, give position and details, do not take people aboard unless the MRCC agrees or there is imminent danger to life, and follow the instructions of the rescue authority. Note, in the log, times, numbers, and what you observed. A small yacht is rarely able to take many people safely aboard, and should keep the number she can recover in mind: overloading is a danger to everybody.

Cyber security and navigation signals

Modern yachts depend on GPS and AIS, and both can be interfered with. GPS jamming (the signal is overpowered, so the position is lost) and GPS spoofing (a false position is fed to the receiver) have occurred in several parts of the world, notably in the eastern Mediterranean, the Black Sea, the Baltic and the Persian Gulf. Signs include a sudden jump in position, the track of the yacht moving on land, loss of AIS signals, a time or date that is wrong, and the plotter and the radar disagreeing. Controls: carry a second independent GPS or handheld; keep a paper chart and a dead-reckoning plot going when in an affected area; compare the GPS with radar ranges and visual bearings; and be ready to navigate without it. The practical lesson of the earlier navigation lessons applies: never let one source of position become the only one.

On board, apply basic cyber hygiene: change default passwords on the wifi, the AIS and the chartplotter network, keep software updated, do not connect unknown USB sticks to the navigation computer, and keep back-up charts and a copy of the passage plan.

Fishing gear, rafts of vessels and unlit craft

Not all dangers are hostile, but the same alertness protects against both. Unlit small craft at night, fishing boats with nets and drug traffickers' go-fast boats all share the sea with you. A radar, an AIS and a proper lookout are the security equipment of the small yacht.

Handling an Approach at Sea

If a boat approaches you at sea and you are uneasy:

Assess. Do you see weapons? Is it a naval or coastguard vessel, a fishing boat or an unknown craft? Is it heading for you, or is it steady on a collision course? Are there people on the deck, and have they made any signals? Use the lookout and radar.
Alert. Wake the off-watch crew. Do a headcount. Tell the coastguard or UKMTO (as appropriate) by VHF or satellite phone, with your position, course and speed.
Make yourself a harder target. Alter course away, increase speed (if you can outrun them, which most yachts cannot against a skiff with outboards), show that the crew is awake and watching. Do not show the crew's weakness: keep all the crew on deck in a visible manner.
Prepare your communications: an AIS transponder switched on for UKMTO (or off if you judge it a danger: see above), a Mayday ready on DSC and a grab bag and EPIRB in a place where you can reach them quickly.
If they board: comply, keep calm, hand over valuables, and do not resist. Once they leave, send a Mayday or Pan-Pan if injured or in danger, and report to the authorities.

In an area with naval patrols, such as the Gulf of Aden, communications are with the naval coordination centre. Follow Best Management Practices (BMP) guidance, which is aimed at merchant ships but contains advice relevant to yachts.

Worked Example: Anchor Watch in a Remote Anchorage

You are at anchor off a small Caribbean island in the late evening with a crew of four. A skiff with two men and no lights has circled the anchorage once and is now slowly approaching you.

Assess. The skiff is small, with no fishing gear, and is approaching your stern. The other yachts in the anchorage are a few cables away.
Alert. Wake the crew, switch on the deck lights and the spreader lights, and show with a loud, clear voice that the boat is awake: "Good evening, can we help you?"
Secure. The skipper stands in the cockpit, with the companionway behind and a hand on the companionway lock. Crew who are not needed go below and gather passports, phones and the EPIRB. The dinghy is already raised on the davits and locked.
Communicate. Call the neighbouring yachts on the VHF channel the cruisers use, and the local coastguard on VHF 16 if you have concerns. Describe the skiff: colour, size, number of people.
Response. The skiff circles once more and leaves. Record the time, the description and the direction. Tell the other yachts and the harbour authority in the morning, and consider moving anchorage if you feel uneasy.
Review. Is the alarm system working? Was the anchor light on? Is the companionway lockable from inside? Share the incident on the regional cruisers' net.

The key points are early alertness, visible readiness and recording the incident.

Examiner Expectations

A confident, concise outline of the ISPS Code: why it exists, who it applies to, the three levels and the three officers.
A realistic picture for yachts: "I am outside the Code but I must comply with the port's security measures."
Active use of up-to-date threat information when planning a passage.
A sensible, safety-first response to an approach by an unknown boat: observe, report, avoid confrontation, protect life.
Awareness that the skipper is responsible for what is on board.

Reporting Suspicious Activity

Security reporting: observe, report, withdraw

Indicators of possible surveillance or hostile intent include:

photographing or filming the vessel's security arrangements, access points or crew;
loitering near the berth, attempting to listen in on conversations, asking unusual questions about crew, routines or cargo;
drones over the vessel;
attempts to board without credentials, or claims to be officials without identification;
unexplained small craft approaching at night.

Report to the PFSO or port security, the company (CSO) if you work for one, and the police. In UK ports Project Kraken asks for suspicious maritime activity to be reported to the police on 101 (or 999 in an emergency) or to the Coastguard. Record the time, location, description of persons and vehicles or boats, what they did, the direction they left in, and which authorities you told. Good records are the evidence base for both the authorities and the ship's own compliance.

Piracy and Armed Robbery

Definitions

Under UNCLOS, piracy is an illegal act of violence or detention committed for private ends on the high seas (outside any state's territorial sea). The same act inside territorial waters (within 12 miles) is armed robbery against ships. For yachts, armed robbery at anchor, theft of dinghies and outboards, and boarding in remote anchorages are far more common than piracy on the high seas.

Risk Areas

Area	Typical threat
Gulf of Guinea, West Africa	Kidnap for ransom and armed robbery, high risk
Gulf of Aden, Red Sea, Somali Basin, northern Indian Ocean	Somali piracy, hijacking, risk varies with naval presence and seasons. Yachts are strongly advised not to transit the high-risk area
Singapore Strait, Sulu and Celebes Seas	Boarding and theft from ships underway, kidnap risk in the Sulu Sea
Caribbean and Venezuela	Armed robbery against yachts, especially at anchor, theft of dinghies

Risk changes with events, so the passage plan must use current information, not last year's pilot book. Sources include:

UKMTO (UK Maritime Trade Operations) for the Red Sea, Gulf of Aden and Indian Ocean. Vessels transiting the area are encouraged to report.
MSCHOA and Best Management Practices (BMP Maritime Security) for shipping.
IMB Piracy Reporting Centre (International Maritime Bureau) for worldwide live reports.
NAVTEX and SafetyNET navigational warnings.
Noonsite and cruising association security reports for incidents involving yachts.
FCDO travel advice for each country.

Precautions for Yachts

Avoid high-risk areas altogether. This is by far the most effective measure. Many yachts ship their boat round the Horn of Africa or go via the Cape of Good Hope.
Plan and report. File a passage plan with someone ashore, register with UKMTO when in its area, and report daily.
At anchor: choose anchorages with other yachts, lock the companionway at night, lift and lock the dinghy and outboard, use deck lighting or a motion alarm, keep valuables out of sight.
Underway: keep a good lookout including radar and AIS, be suspicious of small fast craft approaching with no fishing gear, and do not show off expensive equipment.
If boarded: comply. Do not resist, which has led to deaths. Stay calm, keep hands visible and give up property. Life is the priority.
Report every incident, even minor theft, to the local authorities and the relevant reporting centre. Reports build the threat picture for everyone else.

AIS can be switched off in a high-risk area if the master believes it would compromise safety or security (a provision of SOLAS guidance). Log the decision and the time, and switch it back on when the threat has passed.

Worked Example

Scenario. You are mate on a 35 m commercial motor yacht berthed in a foreign commercial port at 0200, security Level 1. The gangway watch sees two people on the quay photographing the yacht's gangway, CCTV cameras and the name and registration on the transom.

Detect. The watchkeeper notes the time, number, description, clothing and what they are photographing. Photographing security arrangements is a recognised surveillance indicator.
Challenge politely from the vessel. The watch asks from the gangway whether they can help. They do not leave the vessel or approach. The two people walk away towards the port gate.
They depart. The watch does not follow them beyond the vessel's perimeter.
Document and report. The watch logs time, descriptions and direction of travel, and calls the SSO. The SSO reports to the PFSO, informs the CSO in the morning, and briefs the crew to be more vigilant.
Review. The SSO checks access control: is the gangway well lit, is the CCTV working, are restricted areas locked? If the activity repeats, the SSO escalates to the PFSO and police and may discuss with the CSO whether to raise internal measures.

Compare a small private yacht at anchor in the Caribbean: a skiff circles the anchorage at dusk, and two men look closely at dinghies. The response is the same in principle. Note the details, lock the boat and lift the dinghy, tell neighbouring yachts on the VHF channel the cruisers use, and report to the local coastguard or police.

Common Mistakes

Confronting suspicious people, or chasing them off the vessel. Observe, report and withdraw.
Assuming a small yacht has nothing to do with security. ISPS ports will still check your identity and crew list, and thieves target yachts precisely because they are soft targets.
Using out-of-date risk information in the passage plan. Piracy hotspots move. Check current reports before and during the passage.
Resisting armed boarders. Property can be replaced; lives cannot.
Leaving the boat unlocked with keys and documents on board, or the dinghy in the water overnight.
Not recording incidents. Without a written record, nothing can be investigated or used to improve security.
Not reporting minor incidents such as theft. Every report helps the next crew.

Summary

The ISPS Code (SOLAS XI-2, in force since 2004) sets a risk-based security framework for ships of 500 GT and over, passenger ships and port facilities.
Most yachts are outside the Code but must comply with regulated port facilities' security measures.
Security levels: 1 normal, 2 heightened, 3 exceptional. Check the level before entering a port.
SSO on board, CSO ashore for the company, PFSO at the port facility. The Ship Security Plan sets out access control, restricted areas and responses at each level.
Crew observe, report and withdraw: they do not confront.
Avoid high-risk piracy areas, use current reporting (UKMTO, IMB, Noonsite), take precautions at anchor and comply if boarded.

Check Your Understanding

1. What prompted the ISPS Code and when did it come into force?

Answer: The 11 September 2001 terrorist attacks. It was adopted by the IMO in December 2002 as part of SOLAS Chapter XI-2 and entered into force on 1 July 2004.

2. Does the ISPS Code apply to a 14 m sailing yacht on a commercial charter? How might it still affect her?

Answer: No: it applies to passenger ships, cargo ships of 500 GT and over on international voyages, and port facilities. The yacht will still have to follow the security arrangements of ISPS-regulated ports she enters, such as ID checks, crew lists and access restrictions.

3. Describe the three security levels.

Answer: Level 1, normal: minimum protective measures at all times. Level 2, heightened: increased risk for a period, so additional measures. Level 3, exceptional: an incident is probable or imminent, with specific measures set by authorities.

4. Who is the PFSO and why would a visiting skipper contact them?

Answer: The Port Facility Security Officer, responsible for the port facility's security plan. A visiting vessel contacts them to give advance information, find out the security level and berthing arrangements, and report security concerns.

5. A gangway watch sees someone filming the yacht's access points. What should they do?

Answer: Observe and note the details, challenge politely only from the vessel if appropriate, never pursue or confront, report to the SSO, who reports to the PFSO, and log time, description and direction of travel.

6. What is the difference between piracy and armed robbery against ships?

Answer: Piracy is defined under UNCLOS as an act of violence for private ends on the high seas, outside territorial waters. The same act within a state's territorial waters is armed robbery against ships, dealt with by that state.

7. Name three sources of current piracy information for passage planning.

Answer: For example: UKMTO, the IMB Piracy Reporting Centre, MSCHOA and Best Management Practices, NAVTEX and SafetyNET warnings, Noonsite and cruising association reports, and FCDO travel advice.

8. Your yacht is boarded by armed men at anchor. What should you do?

Answer: Comply. Stay calm, keep hands visible, do not resist and hand over what they ask for. Once they have gone, check the crew, then report to the local authorities and the appropriate reporting centre.

9. What is a Declaration of Security and when is one needed?

Answer: A written agreement between a ship and a port facility (or another ship) setting out the security measures each will take during an interface. It is needed when the port is at a higher security level than the ship, when there has been a threat or incident, or when requested by either party or required by the flag state or port.

10. What is the Ship Security Alert System and who receives its alert?

Answer: A covert alarm fitted to ISPS ships that sends a silent alert to the company and the flag state with the ship's identity and position, without any signal on board or to other ships. It is not a distress alert.

11. Your GPS shows your yacht on land and the AIS tracks have disappeared. What do you suspect and what do you do?

Answer: GPS jamming or spoofing. Cross-check with radar ranges, visual bearings and a second independent receiver, and navigate by dead reckoning and the paper chart. Log the time and position, and report the interference to the authorities or the area reporting centre.

12. Why would you choose the Atlantic route rather than the Red Sea for a passage from the Mediterranean to the Caribbean, and where would you record this decision?

Answer: Because the Red Sea and Gulf of Aden carry a high risk of piracy and armed attack and a slow, low yacht has no escort and few refuges, while the Atlantic route avoids those risks. The assessment and the control measures are recorded in the passage plan.