Your vessel is at Security Level 1 in port. The port authority notifies you that it is elevating the port facility to Security Level 2 because of an unspecified credible threat. What changes immediately aboard your vessel?

A. Security Level 2 response (ISPS Code Part A, Section 8): When the port facility PFSO raises to SL2, the Ship Security Officer (SSO — typically the Chief Officer) must: (1) IMMEDIATELY notify the master; (2) Activate the Ship Security Plan (SSP) SL2 measures, which include enhanced measures beyond SL1 in areas identified by the plan: (a) Continuous deck watches and increased frequency of inspections; (b) Access control — restrict access points, more rigorous checking of persons boarding, crew manifest checks; (c) Coordinate with the Facility Security Officer (PFSO) — establish communication protocols; (d) Monitor unoccupied spaces (stores, void spaces, chain locker); (e) Deny boarding to any person who cannot be positively identified; (f) Brief all crew on elevated level and their roles; (3) Document the level change in the Ship's Security Records; (4) Ensure SSAS (Ship Security Alert System) is tested and operational; (5) Confirm cargo operations are continuing with enhanced checking; (6) Alert all entry and gangway positions by radio.

B. Security level changes are the port state's responsibility. The vessel continues at SL1 until the company's CSO (Company Security Officer) issues a written instruction to change level.

C. At SL2 only the master takes action — the Chief Officer and crew are not involved until SL3 (when the vessel would be cleared immediately). Maintain normal operations until the master directs otherwise.

D. A port facility SL2 elevation requires the vessel to depart immediately. ISPS Code mandates immediate departure when facility security level exceeds ship security level.

A. CLASSIFICATION: This is a NON-CONFORMITY (NC), potentially a MAJOR NON-CONFORMITY (MNC) depending on assessment. ISM Code definitions: Non-Conformity = an observed situation where objective evidence indicates the non-fulfilment of a specified requirement. Major Non-Conformity = an identifiable deviation that poses a serious threat to the safety of personnel or the ship, or a serious risk to the environment, that requires immediate corrective action. The broken winch preventing a weekly lifeboat drill is a failure to comply with SMS procedures (and SOLAS III/19.3 drill requirements — weekly emergency drills). If drills have not occurred for 6 weeks: a MAJOR NC is justifiable — it represents a systemic failure in emergency preparedness. ACTIONS: (1) Immediate: raise a Corrective Action Request (CAR); notify master; record in ship's log; (2) Short-term corrective action: conduct drill with an alternative muster/lowering exercise that does not require the winch (manual muster drill, familiarisation); (3) Corrective action on root cause: repair the winch — raise a maintenance defect; set target date; (4) Preventive action: review SMS for alternative drill procedures when equipment is unserviceable; (5) Report to company DPA; record in non-conformity log; (6) If Major NC: immediate notification to flag state may be required; (7) Close the CAR only when both corrective and preventive actions are verified.

B. The broken winch is a maintenance finding, not an SMS non-conformity. Log the defect in the planned maintenance system and repair it on the next port call.

C. Six missed drills constitutes a non-conformity but not a major non-conformity because no accident occurred. Complete the CAR and close it without notifying the DPA.

D. Lifeboat drills are the master's responsibility under ISM. As Chief Officer, raise it verbally with the master and take no further action unless he directs otherwise.

A. Required SMS documents aboard (ISM Code Ch 11): (1) The Safety Management Manual (SMS) — the set of documents describing the company's safety and environmental protection policy, objectives, and procedures. Covers: emergency preparedness, reporting requirements, maintenance of ship and equipment, documentation, company verification/review; (2) Ship-specific procedures and instructions; (3) RECORDS — ISM Chapter 11 specifically requires records to be kept to demonstrate that the SMS is being complied with: drill records (musters, lifeboats, fire), maintenance records (PMS records, defects, rectifications), non-conformity and CAR records, accident and hazardous occurrence reports, internal audit records, certification and survey records. Chief Officer's specific records: cargo plans (mates receipts, damage reports), cargo securing manual compliance, stability calculations, chart correction log, crew certificates and documentation (STCW compliance), fire and lifeboat equipment inspection logs. Responsibility: as Chief Officer you are responsible for maintaining all records within your department and ensuring they accurately reflect what was done — falsification of records is a serious offence under the ISM Code and potentially criminal under UK law (Merchant Shipping Act).

B. The DPA ashore holds all SMS documentation. The vessel only needs to carry the Safety Management Certificate and keep a copy of the DOC. Day-to-day records are optional.

C. ISM documentation only applies to the master and company. The Chief Officer's responsibility is operational only — drills and maintenance, not paperwork.

D. The only mandatory SMS records on board are the ship's log and the Oil Record Book. All other ISM documentation is voluntary under best practice guidelines.