Standard Operating Procedure for operation of Indian sailing vessel in international voyages - reg

(Stil{ fi?Jii} ilRA{T{SR/ GOVTIRNMENT OF INDIA qla qR-q-{"T }jdrd-q / N{lNlsrRY oF SFIIPPING a$eoa rorfrdqTTFm / DtllECl'oRA'f E GENEIIAL oF SHIPPING tffia: 022 - 257 s2o4o/1 /2/3 "Ro Rfr-rr', 9 fr Fiftfr / "BE'rA BUILDINC", 9"' FLooR Tefe: 022 - 25752040111213 th--m-{r: 022 - 2s752029 l3s ar$-fAm @ *+Iq{T / l-TH I NK TECI{No cAN'IPUS Fax: 022 *25752029 / 35 t-fot: deship-des@nrc.!! sli,lT riq is / I(ANJUII VILLAGE ROA[) E-mail: deshio-3es@nic.il &: rvwrv.desh ip Qilg€gyJ!! oiq-*aral t$H-"dl / KANJUII MARG (EAsr) Web: Www.dgshippins'qov.in eiq-5 - +oo 042 / N'IUN'{I}AI - 4oo 012 Date - 01.12.2018 F. No. 35-NT(-0 1 )/PRY/20 I 8 DGS ORDEB No. 11 of 2018 for onerati indian sa international voyages. - reg' 1. Indian sailing vessels are registered under Part XV of the Merchant Shipping Act, 1958, as amended, and are governed by the Mercl"rant Shipping (Sailing Vessels) Rules, 1997 dated 19.02.1997 " Z. During the Inter-Ministerial Group of Officers UMGOI ffreeting held from 04-13tr'April, 2017 following the hijacking of the Indian sailing vessdl 'Al I(ausar'o it was decided to form a Committee under the Chairmanship of Additional Director General of Shipping, Govt. of India' 3. Ministry of, Shipping, Government of India, has a Contingency Anti-Piracy Plan in place which aims at ensuring the safe release of Indian national crew taken to shore after piracy or unlawful interferences at sea and this plan sets into motion an immediate iniegrated response by concerned Ministries/Departments/Organizati ons' 4. However, it was necessary to define additional procedures which were specific to Indian sailing vessels, so as to ensure safe and secure operation of Indian sailing vessels in international voyages. The ,standard Operating Procedure' has been prepared to 'formulate a complehensive security/operating plan for safe operations of Indian sailing vessels in international voyages, based on the tetms of reference of the aforesaid Committee' 5. Now. therefore, the undersigned, as the Director General of Shipping, Govt. of India, under Section 435 of the MS Act, 1958, as amended, hereby i,ssues the following''standdrd operating procedure for Indian Sailing Vessels (Operating on Intemational Voyages)' ISOPI lAnnexure-I: I25 pages]. The SOp deals with procedures and actions required by all stakeholders in case of piracy / hijacking incidents, safety measures to avoid piracy incidents, requirements fbr carrying various communication equiPment, etc. Page I of25. Attention is invitecl to the SOP under section B.2 'Restricted Area of Operation for Indian Sailing Vessels, detailing the revision of the area restrictecl for sailing vessels on international voyages. This revised restricted area of operation in the SoP supersedes the ISPS Circr"rlar No' NTASPS/0 512010 dated 30.03.2010 on the subject of 'Prohibiting Indian sailing vessels (Dhows) to trade in piracy infested areas'. 7. Attention is also invited to the SoP under section D.l 'General instructions', wherein, clarifications have been issued with reference to section 42I(3) of the MS Act, 1958, as amended, regarding the validity of certificate of inspection. As per the provisions of the SoP, if the annual inspection of a sailing vessel is not carried out within 12 months of issue date of the previous certificate of inspection, due to a sailing vessel being on a voyage outside India, then the owner of the vessel will have to submit a statement of compliance and undertaking to the Registrar in the format specified in Annexure - II of the soP. Aclditionally, the soP also specifies that in event of a sailing vessel not calling on an Indian port within 24 months of issue date of the previous certificate of inspection, then the owner of the saiiing vessel would be required to present the vessel for carrying out inspection at a foreign port by a recognized organization approved by the I)irectorate, failing which the certificate of inspection wiil be deemed to have expired' Accordingly, all sailing vessels are hereby directed to comply with the afbresaicl requirements latest by 01'03'2019' g. The SOp has been approved by the competent authority and is mandatory to be complied with by all sailing vessels registered under the MS Act, 1958, as amended, and operating on international voyages. Non-compliance of this SoP will result in severe penal action as specified under Part XVI 'Penalties and Procedure' of the MS Act, 1958, as amended' (Dr. M\lini V" Shankar) Director General of ShiPPing & Secretary to the Gor,'t' ol India Encl.: As above Page 2 of 2STANDARD OPERATING PROCEDURES INDIAN SAILING VESSELS (OPERATING ON INTERNATIONAL VOYAGES) 2018Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 TABLE OF CONTENTS A. BACKGROUND ....................................................................................................... 2 B. SCOPE & RESTRICTED AREA OF OPERATION ................................................ 3 B.1 SCOPE ....................................................................................................................... 3 B.2 RESTRICTED AREA OF OPERATION FOR INDIAN SAILING VESSELS ...... 4 C. ABBREVIATIONS, DEFINITIONS & TERMINOLOGIES USED ....................... 5 C.1 ABBREVIATIONS .................................................................................................. 5 C.2 DEFINITIONS & TERMINOLOGIES USED ……………………………………. 5 D. STANDARD OPERATING PROCEDURES ........................................................... 9 D.1 GENERAL INSTRUCTIONS ................................................................................... 9 D.2 SAFETY MEASURES TO AVOID HIJACKING INCIDENTS ......................... 12 D.3 ACTION REQUIRED IN CASE OF PIRACY/ HIJACKING INCIDENT ......... 16 D.4 COMMUNICATION EQUIPMENT FOR SAILING VESSELS ......................... 18 E. ANNEXURES ......................................................................................................... 19 I. LIST OF APPLICABLE MS RULES, CIRCULARS, ORDERS, NOTICES UNDER THE MS ACT, 1958, AS AMENDED. .................................................... 20 II. STATEMENT OF COMPLIANCE AND UNDERTAKING BY OWNER OF SAILING VESSEL (WHEN VESSEL IS IN INTERNATIONAL VOYAGES AFTER EXPIRY OF CERTIFICATE OF INSPECTION) ..................................... 22 III. FORMAT OF LOG BOOK . ................................................................................... 23 IV. LIST OF CERTIFICATES / DOCUMENTS WHICH NEED TO BE CARRIED BY SAILING VESSELS PROCEEDING ON INTERNATIONAL VOYAGES. . 28 V. BEST MANAGEMENT PRACTICES FOR PROTECTION AGAINST SOMALIA BASED PIRACY (BMP). ....................................................................................... 29 VI. CHART Q6099 - RED SEA, GULF OF ADEN AND ARABIAN SEA. ............. 124 VII. EMERGENCY COMMUNICATION POSTER FOR SAILING VESSELS. ...... 125 Page 1 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 A. BACKGROUND 1. During the inter-ministerial Group of Officers [IMGO] meeting held from 04-13th April 2017 on the hijacking of the Indian sailing vessel ‘Al Kausar’, it had been decided to form a Committee under the Chairmanship of Additional Director General of Shipping, Govt. of India, to formulate a comprehensive security/operating plan for safe operations of Indian sailing vessels in international voyages. 2. This standard operating procedure is prepared on the basis of the terms of reference of the aforesaid Committee. [Balance of page intentionally left blank] Page 2 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 B. SCOPE & RESTRICTED AREA OF OPERATION B.1 SCOPE 1. These standard operating procedures shall apply to every sailing vessel registered in India, operating in international voyages. ‘Sailing Vessel’ is defined in Section 39 of the MS Act, 1958, as amended, as "any description of vessel provided with sufficient sail area for navigation under sails alone, whether or not fitted with mechanical means of propulsion and includes a rowing boat or canoe but does not include a pleasure craft”. This SOP is required to be carried onboard such vessels. 2. This SOP is not applicable to Indian Naval sailing vessels. [Balance of page intentionally left blank] Page 3 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 B.2 ‘RESTRICTED AREA’ OF OPERATION FOR INDIAN SAILING VESSELS 1. In supersession of ISPS Circular No. NT/ISPS/05/2010 on the subject ‘Prohibiting Indian Sailing Vessels (Dhows) to trade in piracy infested areas’ dated 30.03.2010, the following area is restricted for sailing vessels on international voyages. That is an area bounded by: ‘Indian Ocean’, the area beyond the eastern Somalia and Gulf of Aden areas out to 65° E, south of latitude 15° N with the southern boundary being 05° S, the boundary shall extend east/west along the latitude 05° S, but excluding the coastal waters of Seychelles, Kenya and Tanzania up to 12 nautical miles offshore. ‘Gulf of Aden’, the area south of Internationally Recommended Transit Corridor except for Djibouti in the West and upto longitude 65° E in the East. 2. The restricted area will be reviewed every two years by a Committee set up by the Directorate General of Shipping . 3. These SOP will also apply to any new areas that are to be declared restricted subsequently. C. Page 4 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 C. ABBREVIATIONS, DEFINITIONS & TERMINOLOGIES USED C.1 ABBREVIATIONS 1. ‘MMD’ – Mercantile Marine Department 2. ‘DAT’– Distress Alert Transmitter 3. ‘SSAS’ – Ship Security Alert System 4. ‘SOP’ – Standard Operating Procedures – Indian Sailing Vessels C.2 DEFINITIONS & TERMINOLOGIES USED 1. ‘Sailing Vessel’ (or Dhow) as per the MS Act, 1958, as amended, means "Any description of vessel provided with sufficient sail area for navigation under sails alone, whether or not fitted with mechanical means of propulsion and includes a rowing boat or canoe but does not include a pleasure craft". 2. ‘Tindal’ as per the MS Act, 1958, as amended, means “the person in command or charge of a sailing vessel”. ‘Command’ and ‘Charge’, when referred in this SOP, is to be taken in maritime perspective and not to be confused with the usage in military terms. 3. ‘International Maritime Organization’ (IMO) is a specialised agency of the United Nations responsible for regulating shipping. The IMO's primary purpose is to develop and maintain a comprehensive regulatory framework for shipping and its remit today includes safety, environmental concerns, legal matters, technical co-operation, maritime security and the efficiency of shipping. 4. ‘Maritime Operation Centres’ (MOC) at New Delhi and Mumbai serve as the Op Centres of Integrated Headquarters of Ministry of Defence (Navy) and Headquarters, Western Naval Command respectively. 5. ‘Maritime Rescue Coordination Centre, Mumbai’ (MRCC) is being operated by the Indian Coast Guard and is responsible for executing /Coordinating Search and Rescue (SAR) missions in the Indian Maritime Search and Rescue Region (ISRR). Director Page 5 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 General Indian Coast Guard is the National Maritime SAR Coordinating Authority (NMSARCA). Under NMSARCA, the ISRR of India is divided into three areas with Maritime Rescue Coordination Centre’s (MRCCs) located at Mumbai, Chennai and Port Blair. There are 10 Maritime Rescue Sub Centre’s (MRSCs) and 03 Maritime Rescue Sub Sub Centre’s (MRSSCs) operating under these MRCCs. MRCC is the point of contact for intimating piracy incidents and MRCC are required to comply with International Maritime Organization IMO guidelines issued vide MSC/Circ.1073 dated 10 June 2003. 6. ‘DG Comm Centre’ is a 24X7 communication centre, serving as the point of contact between the Tindal/ sailing vessel owner/ sailing vessel federation and the Indian Maritime Administration [Directorate General of Shipping] and serve the following purposes: - 6.1. Receiving the reports in the event of incidents involving ships in accordance with the relevant IMO instruments/ Indian regulations. 6.2. Providing a point of contact, effective communication for the purposes of giving necessary assistance to the ship and ports on the matters related to security concerns. 6.3. Dissemination of information as per the Contingency Anti Piracy Plan (2016). 7. ‘Piracy’ as per the definition contained in article 101 of the 1982 United Nations Convention on the Law of the Sea (UNCLOS) (article 101) is as follows: "Piracy consists of any of the following acts: (a) Any illegal acts of violence or detention, or any act of depredation, committed for private ends by the crew or the passengers of a private ship or a private aircraft, and directed: (i) on the high seas, against another ship or aircraft, or against persons or property on board such ship or aircraft; (ii) against a ship, aircraft, persons or property in a place outside the jurisdiction of any State; Page 6 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 (b) Any act of voluntary participation in the operation of a ship or of an aircraft with knowledge of facts making it a pirate ship or aircraft; (c) Any act inciting or of intentionally facilitating an act described in subparagraph (a) or (b)". 8. ‘BMP’ means industry ‘Best Management Practices for Protection against Somalia Based Piracy’ (BMP) so as to assist ships to avoid, deter or delay piracy attacks in the High- Risk Area. 9. ‘Internationally Recommended Transit Corridor’ (IRTC) - The purpose of this corridor is to provide a recommended merchant traffic route around which Naval Forces can focus their presence and surveillance efforts. 10. ‘United Kingdom Marine Trade Operations’ (UKMTO) is a Royal Navy capability with the principal purpose of providing an information conduit between military which (includes/security forces) and the wider international maritime trade. UKMTO delivers timely maritime security information, often acting as the primary point of contact for merchant vessels involved in maritime incidents or travelling within an area of high risk (HRA). UKMTO also administers Voluntary Reporting Areas (VRAs), as detailed in Maritime Security chart Q6099. 11. ‘Maritime Security Centre – Horn of Africa’ (MSCHOA) is an initiative established by EU NAVFOR with close co-operation from industry. The MSCHOA provides 24-hour manned monitoring of vessels transiting through the Gulf of Aden, whilst the provision of an interactive website enables the Centre to communicate the latest anti-piracy guidance to the Maritime Industry, and for shipping companies and operators to register their vessels’ movements through the region. 12. ‘Maritime Liaison Office’ (MARLO), Bahrain mission is to facilitate the exchange of information between the United States Navy, Combined Maritime Forces, and the commercial maritime community in the United States Central Command's (CENTCOM) Area of Responsibility. MARLO operates as a conduit for information focused on the Page 7 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 safety and security of shipping and is committed to assisting all members of the commercial maritime community. To help combat piracy, MARLO serves as a secondary emergency point of contact for mariners in distress (after UKMTO) and also disseminates transit guidance to the maritime industry. 13. ‘IMB Piracy Reporting Centre’ (IMB PRC) acts as a single point of contact for shipmasters/Tindal/owners anywhere in the world whose vessels have been attacked or robbed by pirates. All information received is immediately relayed to the local law enforcement agencies requesting assistance. Information is also immediately broadcast to all vessels in the Ocean region, providing vital intelligence and increasing awareness. [Balance of page intentionally left blank] Page 8 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 D. STANDARD OPERATING PROCEDURES D.1 GENERAL INSTRUCTIONS 1. MS Act, 1958, as amended, has statutes applicable for sailing vessels. A non-exhaustive list of applicable MS Rules, Circulars, Orders, Notices under the said MS Act, which are applicable for Sailing Vessels, is consolidated and enclosed in Annexure - I. 2. Every sailing vessel is required to be inspected annually to check the compliance of requirements as specified as under the MS Act, 1958, as amended and its various executive orders issued vide applicable MS Rules, DGS Orders, and MS Notices etc. 3. MS Act, 1958, as amended, under section 421(1) specifies the requirement of issuance of a certificate of inspection to sailing vessels. With reference to section 421(3) of the MS Act, 1958, as amended, regarding the validity of certificate of inspection, it is clarified that in the event of a sailing vessel not calling an Indian port within 24 months of issue date of the previous certificate of inspection, then the owner of the sailing vessel would require presenting the vessel for carrying out inspection at a foreign port, failing which the certificate of inspection will be deemed to have expired. 4. In any event, if the annual inspection is not carried out within 12 months of issue date of the previous certificate of inspection due to a sailing vessel being on a voyage outside India, then the owner of the vessel will have to submit a statement of compliance and undertaking to the registrar in the format specified in Annexure - II. 5. The registrar of sailing vessels needs to monitor the validity of the certificate of inspection and take necessary action under intimation to the jurisdictional Mercantile Marine Department (MMD), whenever non-compliance from the sailing vessel is noted by them. 6. Every sailing vessel should maintain a voyage logbook in the format specified in Annexure – III. The sailing vessel should also maintain records of the ports visited, log keeping of the important operations (crew change, cargo operations, Port related Page 9 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 operations, etc.) carried out on this vessel. They should also maintain the past voyage records as well as hold the current cargo manifest and the last port clearance. 7. The sailing vessel shall use its satellite communication facility on board for initiating the communication as specified in this SOP. 8. Every Sailing vessel, when plying in international voyages will send a routine position report every 24 hours to its owners. The Owner of this sailing vessel would need to thereby forward this position report to the DG Comm. Centre who will in turn forward this report to the MOC(Delhi), Information Management and Analysis Centre (Gurgaon) and MRCC. 8.1. The position report is to be in the following format for facilitating the ease of data retrieval/exchange. 1 MMSI No. 2 Identity No./Reg No. 3 Latitude, Longitude/Port 4 Speed 5 Course 6 True Heading 7 Time of Report 8 Vessel Name 9 IMO No. 10 Call Sign 11 No. of crew 12 Type of cargo and quantity 13 Destination 14 ETA 15 Additional Information 8.2. Any change in crew carried out has to be included in the daily position report along with the reasons for the crew change. 9. The list of certificates/documents to be carried by sailing vessels proceeding on International voyages is as provided at Annexure - IV. Page 10 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 10. The sailing vessel federations need to comply with the following guidelines: - 10.1. The sailing vessel federations are required to maintain a register of their members and share the records of vessels including the contact details of the sailing vessels with the DG Comm Centre and jurisdictional MMD’s/Registrars. 10.2. Sailing vessel federations are required to conduct periodic meetings with sailing vessel owners, tindals and other local stakeholders to sensitize them about maritime safety and security advisories issued by DG Shipping and/or other related organizations. [Balance of page intentionally left blank] Page 11 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 D.2 SAFETY MEASURES TO AVOID HIJACKING INCIDENTS 1. All sailing vessel should avoid transiting the High Risk Area (HRA) as far as practicable as these vessels are slow in speed and have low freeboard, therefore, making it extremely vulnerable from opportunistic attacks and hijackings. 2. IMO has published ‘Guidance to shipowners and ship operators, shipmasters and crews on preventing and suppressing acts of piracy and armed robbery against ships’ vide MSC.1/Circ.1334 dated 23 June 2009. The objective of this circular is to bring these guidance notes to the attention of shipowners, ship operators, shipping companies, ship masters/tindal and crews and all other parties concerned. 3. The DG Comm Centre will forward maritime security advisories/circulars/guidelines issued by the IMO, Directorate General of Shipping (http://dgshipping.gov.in/) and other piracy reporting centres such as UKMTO (https://www.ukmto.org/indian-ocean), Maritime Security Centre – Horn of Africa (www.MSCHOA.org), NATO Shipping Centre (www.shipping.NATO.int) and IMB PRC (https://www.icc-ccs.org/piracy- reporting-centre) websites which provide additional regularly updated advice (including up to date alerts on piracy attacks), to the Sailing Vessel Federation/Association. The Sailing Vessel Federation/Association will in turn forward these advisories to the owner of the sailing vessel. The owner of the sailing vessel needs to sensitize his crew about these maritime security advisories. 4. Ship security plans and emergency response procedures should ensure that tindal and crew are made fully aware of the risks involved in attacks by pirates or armed robbers. 5. The purpose of the industry BMP [Annexure - V] is to assist vessels to avoid, deter or delay piracy attacks in the HRA. It is recommended that the BMP (information which may be not relevant to sailing vessels has been highlighted in BMP for easy reference) should be read in conjunction with notices from other piracy reporting centres such as those specified under para D.2.3. Special attention is drawn to BMP Annexure –F (Additional Guidance for Vessels Engaged in Fishing) and BMP Annexure –G Page 12 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 (Additional Advise for Leisure Craft including Yachts). It may be noted that not all vessel protection measures discussed in BMP are applicable to sailing vessels. 6. A sailing vessel which decides on such a passage through the HRA is required to register its transit with MSCHOA and UKMTO prior to its entering the HRA (refer BMP for the procedure). 7. All sailing vessels transiting HRA vessel should carry UK Admiralty Anti-Piracy Chart – Q6099 (Chart Q6099 - Red Sea, Gulf of Aden and Arabian Sea) [Annexure - VI] in addition to its other navigation charts. 8. All sailing vessels are recommended to use and comply with procedures contained in Maritime Security Charts, these charts published by United Kingdom Hydrographic Office (UKHO) covering various geographical regions [as indicated] are listed below. 8.1. Chart Q6099 - Red Sea, Gulf of Aden and Arabian Sea 8.2. Chart Q6110 - Mediterranean Sea 8.3. Chart Q6111 - Persian Gulf and Arabian Sea 8.4. Chart Q6112 - Karachi to Hong Kong 8.5. Chart Q6113 - Andaman Islands to Torres Strait including Indonesia 8.6. Chart Q6114 - West Africa including Gulf Of Guinea These charts are to be carried on board based on the area of operation of the sailing vessel. 9. Sailing vessels are advised to remain close to or within the IRTC (refer Chart Q6099) as follows: 9.1. The IRTC has two lanes, each 5nm wide and a separation zone between them 2nm wide. To all intents and purposes, it operates a Traffic Separation Scheme (TSS) although formally it does not have that status. 9.2. A sailing vessel which has registered her intention to transit the Gulf of Aden is recommended to sail with due regard to navigational safety either in the 2nm wide buffer zone between the two lanes or close to the outer limit of the appropriate lane. Page 13 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 9.3. These options give the best chance of a VHF transmission being received by a patrolling warship or being relayed by a merchant vessel. This buffer zone is as specified in the yachting circular by the Maritime Security Centre Horn of Africa (MSCHOA). 10. All sailing vessels are required to keep a sharp lookout 24/7 and alert [Annexure - VII] 24 Hour Anti-Piracy Support. Additionally, it is advised to keep a wide berth from unidentified vessels. 11. All sailing vessels when navigating in HRA are recommended to follow the following procedures: - 11.1. Prior to entering an area, where attacks have occurred, the crew should have practised the procedures set down in the ship security plan. Alarm signals and procedures should have been thoroughly practised and training and drills carried out. 11.2. In order to ensure higher vigilance upon entering the area where attacks occur, additional specific security briefings should be given to all ship personnel on the threats of piracy, re-emphasizing the procedures for reporting suspicious persons, objects or activities. 11.3. The crew of sailing vessel should step-up the vigilance and keep a sharp lookout for any suspicious activity by radar/sight/watch on VHF and to initiative evasive measures at the furthest practicable distance from suspicious crafts, and at the earliest available opportunity. 11.4. Crews should be trained in the use of any additional surveillance or detection equipment installed on the ship as well as used these equipment. Planning and training must be on the basis that an attack will take place and not in the belief that with some luck it will not happen. 11.5. Avoid stopping at night, be alert and maintain bridge, deck and engine-room watch 11.6. If stopped, keep engine ready for starting at short notice. 11.7. While navigating or drifting at night, use only the mandatory navigational lights. Page 14 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 11.8. Reduce the use of VHF to a minimum. 11.9. In case of any situation in which AIS is decided to be switched off, then the Tindal is to intimate the owner of the sailing vessel who will, in turn, inform the DG Comm Centre. The DG Comm. Centre will, in turn, inform MOC(Delhi), Information Management and Analysis Centre (IMAC) and MRCC. [Balance of page intentionally left blank] Page 15 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 D.3 ACTION REQUIRED IN CASE OF PIRACY/ HIJACKING INCIDENT 1. Reference to BMP [Annexure - V] is reiterated in this section, following these practices will assist the sailing vessel to avoid, deter or delay piracy attacks in the HRA. 2. If a sailing vessel is under piracy attack, a ‘mayday’ call should be made using VHF channel 16 and HF DSC. SSAS should also be activated simultaneously. In case of piracy or any other emergency, the tindal is required to be guided by the emergency communication poster [Annexure – VII] which contains important contact information as well as first information report format (which is required to be transmitted on a piracy attack). The tindal may use the hand held satellite phone to initiate the ‘mayday’ call to DG Comm Centre (or MRCC). It is advised that the emergency communication poster may be posted at a prominent location on the sailing vessel (near the communication equipment) for easy reference of the crew/tindal. 3. Self-defensive measures are recommended as per Section 9 of the BMP. However, once pirates have boarded BMP recommends cooperation as per Section 10. Section 11 of the BMP specifies procedures to follow in the event of the military action. 4. In case of an emergency, sharing of information is to be carried out by the owner with DG Comm. Centre, on receipt of any such communication from the sailing vessel. The DG Comm. Centre will forward the information to the concerned agencies. 5. The Ship Security Plan and contingency measures specific to the sailing vessel to be activated in event of a piracy attack. Tindal to ensure that SSAS is activated and AIS is switched on. 6. Role of the following Organisation / Agencies after receiving a report of piracy attack 6.1. DG Comm. Centre: DG Comm Centre will relay the information regarding the piracy attack to the concerned agencies as per the existing procedures. Page 16 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 6.2. Owner of Sailing Vessel/ Sailing Vessel Federations: 6.2.1. The owner of sailing vessel/ sailing vessel federation will relay the information regarding the piracy attack (on receipt of the information from the sailing vessel) to the DG Comm Centre as soon as he receives communication from the crew of the sailing vessel. 6.2.2. The owner of sailing vessel/ sailing vessel federation will forward the contact details, crew list, cargo details, etc. i.e. relevant information pertaining to the sailing vessel, to the DG Comm Centre, for necessary action as required. 6.2.3. In order to ensure that the family members, friend, close relatives of the crew are given correct and constant information about the situation, information centres shall be opened by the concerned owner of sailing vessel/ sailing vessel federation and DG Shipping in its office at Mumbai with an adequate number of telephones. These arrangements will be coordinated by DG Shipping and the DG Shipping will intimate the telephone numbers of information centres to be advertised in the media/television for benefit of concerned persons. 6.2.4. The owner of sailing vessel/ sailing vessel federation is required to provide information regarding any ransom demands by the pirates and relay this information to DG Comm. Centre, who will in turn forward this information to DG Shipping for necessary action. [Balance of page intentionally left blank] Page 17 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 D.4 COMMUNICATION EQUIPMENT FOR SAILING VESSELS 1. All sailing vessels on international voyages (based on their GT) are required to carry the following equipment, with necessary licenses/certifications, as required, for the operation of such equipment; 1.1. Radar 1.2. Hand held satellite phone (permitted for use by Indian Authority) 1.3. VHF Transceiver 1.4. MF/HF Transceiver 1.5. Ship Security Alert System (SSAS) or DAT 1.6. EPIRB, SART or DAT 1.7. AIS Class - B (Automatic Identification System) 1.8. Navtex Receiver 2. The Distress Alert Transmitter (DAT) presently provided on sailing vessels, (engaged in near coastal voyages) supports Distress function. The current upgrade to the DAT allows the following options in the Distress functions; Fire, Piracy, Medical, Sinking and Man Overboard. 3. The Hand held satellite phone will facilitate two-way communication between the sailing vessel with the owner of the vessel and/or the various agencies as listed in emergency communication poster [Annexure – VII]. This satellite phone may be further utilised for routine transmissions of messages and reports. [Balance of page intentionally left blank] Page 18 of 125Standard Operating Procedures – Indian Sailing Vessels (2018) Rev. 0 E. ANNEXURES I. List of applicable MS Rules, Circulars, Orders, Notices under the MS Act, 1958, as amended. II. Statement of Compliance and Undertaking by Owner of Sailing Vessel (when a sailing vessel is operating in international waters after the expiry of certificate of inspection). III. The format of the log book. IV. List of certificates/documents, which need to be carried by sailing vessels proceeding on International voyages. V. Best Management Practices for Protection against Somalia Based Piracy (BMP). VI. Chart Q6099 - Red Sea, Gulf of Aden and Arabian Sea. VII. Emergency Communication Poster for Sailing Vessels. [Balance of page intentionally left blank] Page 19 of 125ANNEXURE - I List of applicable MS Rules, Circulars, Orders, Notices under MS Act, for Sailing Vessels 1. Part XV of the Merchant Shipping Act, 1958 as amended under the following parts are applicable to sailing vessels; 1.1. 415. Application of part, 416. Decisionof question whether a vessel is a sailing vessel, 417. Certificate for registry, 418. Particulars relating to sailing vessel to be painted, 419. Change of name of sailing vessel, 420. Prevention of overloading or overcrowding, 421. Certificate of inspection, 422. Cancellation, re-issue, etc. of certificate of inspection, 423. Registry of alterations, 424. Transfer of registry, 425. Closure of registry, 426. Restrictions on transfer of sailing vessels, 427. Mortgages of sailing vessels, 428. Fraudulent use of certificate of registry of certificate of inspection, etc. prohibited, 429. Statement relating to crew of sailing vessel to be maintained, 430. Inquiry into jettisoning of cargo, 431. Non-Indian sailing vessel not to engage in coasting trade without permission, 432. Detention of overloaded non- Indian sailing vessels, 433. Power of courts to rescind contracts between owner and tindal, 434. Application to sailing vessels of other provisions relating to ships, 434A Insurance of members of crew of a sailing vessel, 434B Policy of Insurance, 435. Power to make rules respecting sailing vessels. 1.2. By various notifications certain Sections of the MS Act 1958, as amended, initially framed for vessels other than sailing vessels, have been made applicable to sailing vessels. These sections are: - 3(9), 3(10), 3(24), 3(36), 23, 24, 25, 45, 46, 63, 64, 65, 66, 67, 68, 69, 71, 109, 110, 161, 162, 163, 165, 166, 167, 290, 334, 336, 337, 338, 339, 340, 341, 342, 343, 357, 358, 359, 360, 361, 362, 364, 365, 366, 367, 368, 369, 382, 383, 385, 388, 389, 443, 444, 445, 446, 448 & 452. 1.3. A copy of the Act is available at the Directorate General of Shipping website under the link http://dgshipping.gov.in/Content/MerchantShippingAct.aspx 2. Merchant Shipping (Sailing Vessels) Rules, 1997 were issued on 19.02.1997 and are applicable to all sailing vessels. [These rules were in supersession of the Merchant Shipping (Registration of Sailing Vessels) Rules, 1960, the Merchant Shipping (tonnage Measurement of Sailing Vessels) Rules, 1960, The Sailing Vessels (Assignment of Free Board) rules, 1960, The Sailing Vessels (Inspection) Rules, 1962, The Sailing Vessels (Statement of Crew) Rules, 1960 and The Sailing Vessels (Members of Crew) Rules, 1967 (except as respects things done or omitted to be done before such supersession)]. 2.1. A copy of the Rules is available from the Directorate General of Shipping website is available under the link:- http://dgshipping.gov.in/Content/MerchantShippingSailingVesselsRules1997.aspx Merchant Shipping (Life Saving Appliances) Rules, 1991, as amended, and the Merchant Shipping (Fire Appliances Rules, 1990, as amended. A copy of the Rules is available under the link:- Disclaimer: This is a non-exhaustive list. For the updated list, kindly check the DG Shipping website at the link http://dgshipping.gov.in/. Annexure - I Page 1 of 2ANNEXURE - I List of applicable MS Rules, Circulars, Orders, Notices under MS Act, for Sailing Vessels (i) Merchant Shipping (Fire Appliances) Rule, 1990 Merchant Shipping (Fire Appliances) Amendment Rule, 1994 (ii) Merchant Shipping (Life Saving Appliances) Rules, 1991 Merchant Shipping (Life Saving Appliances) Rules, 1995 3. The following MS Notices / DGS Circulars / DGS Orders are applicable to the sailing vessels; 3.1. MS Notice 12 of 2002 – ‘Notice to ship owners/ship operators/surveying authorities/ surveyors regarding carriage of communication equipment on board sailing vessels of 100 GT and above’ dated 05.07.2002. 3.2. DGS Circular (ISPS) 6 of 2008 – ‘Circular on Implementation of ISPS Code requirement on Sailing Vessels’ dated 10.10.2008 3.3. MS Notice 28 of 2009 – ‘Recommendations to the Registrars of the Sailing Vessels for Imposing restrictions on mechanically propelled Sailing Vessels plying in foul weather season in their respective regions’ dated 07-08-2009 . 3.4. DGS NT Circular (ISPS) 7 of 2009 – ‘Circular on implementation of ISPS Circular on implementation of ISPS Code requirement on Sailing vessels’ dated 08.09.2009. 3.5. DGS Orders 7of 2009 – ‘Partial relaxation in plying of Mechanised Sailing Vessels (MSVs) in certain areas on East Coast of India, during foul weather’ dated 17.11.2009 3.6. ISPS Circular No.NT/ISPS/05/2010 - Prohibiting Indian Sailing Vessels (Dhows) to trade in piracy infested areas dated 30.03.2010. This has been superseded by section B.2 ‘Restricted Area of Operation for Indian Sailing Vessels’ of the ‘Standard Operating Procedures for Indian Sailing Vessels operating on International Voyages’. 3.7. MS Notice 3 of 2010 – ‘Maritime security advisory for mechanized sailing vessels (Sailing vessels) operating around Somalia region’ dated 31.03.2010. 3.8. NT Branch Circular No. NT/LSA/03/2010 - Survey/Inspection procedure and checklists of sailing vessels and fishing vessels dated 02.11.2010. 3.9. DGS NT Circular 02 of 2011 –‘Andaman & Nicobar Sailing Vessels (SVs) Owner Association Meeting-reg. Plying during notified foul weather season - regarding.’ dated 16.09.2011 3.10. MS Notice 19 of 2011– Revised Requirements of International Ship & Port Facility Security Code Implementation on India vessels dated 20.05.2011 and addendum dated 21.10.2011. 3.11. DGS Circular (ISPS) 1 of 2017 – ‘Maritime Security Advisory to ships/ vessels transiting Gulf of Aden (GoA) on the account of recent piracy incident on Indian Mechanized Sailing Vessel (MSV) on the coast of Somalia region’ dated 07.04.2017. Disclaimer: This is a non-exhaustive list. For the updated list, kindly check the DG Shipping website at the link http://dgshipping.gov.in/. Annexure - I Page 2 of 2ANNEXURE - II STATEMENT OF COMPLIANCE AND UNDERTAKING OF OWNERS I/We ____________________ residing at ___________________________________ being the owner of Sailing vessel ____________________________ having permanent place of business at ___________________________________________hereby state as follows:- 1. I/We am/are a/the citizen(s) of India. (Copy of pass port(s) attached) 2. I/We am/are the sole owner(s) of the sailing vessel Name: ______________________, Registration Number : ______________________ Details of which are as follows: MAIN DIMENSIONS: Length : _______________ meters Breadth : _______________ meters Depth : _______________ meters Gross Tonnage : _______________ Net Tonnage : _______________ Date of certificate of Inspection : _______________ Date of expiry of certificate of Inspection : _______________ 3. The Sailing vessel is registered in my/our name with the Registrar of Indian Ships, ___________________. Under Section 421 (3) M.S. Act, 1958, as amended regarding validity of certificate of inspection, I solemnly declare that in the event of a sailing vessel not calling in Indian Port within 24 months of expiry of the certificate of inspection, then I/we the owner of the sailing vessel would present the vessel for carrying out inspection at a foreign port, failing which the certificate of inspection will be deemed to have expired. Made and subscribed the __________day of ______20______ by the above named __________________ in the presence of Registrar of Indian Ships, ________________. (Signature of Owner) (Signature of Registrar)Official Log Book for Sailing Vessel Name of Sailing Vessel Port of Registry Registration Number Names of Tindal ID No. Passport No. Name and address of the registered owner Date and place at which log book opened Date and place at which logbook closed NOTE:- Every Sailing Vessel engaged in international voyages is required to maintain a official log book as per Annexure-III of ‘Standard Operating Procedure for Indian Sailing Vessels (Operating on International Voyages)’ .CONTENTS  SECTION 1 RECORD OF SEAMEN EMPLOYED IN THE SAILING VESSEL  SECTION 2 VOYAGE DETAILS AND PRE DEPARTURE CHECKS  SECTION 3 NARRATIVE SECTION NOTE PAGE NUMBERS – These are numbered by section and are to be entered upon starting each page. At this time they are also to be signed by the Tindal and an Crew on the date that the page has been started after ensuring that the previous page has been completed. Additional pages can be printed and inserted as required.SECTION 1 RECORD OF SEAMEN EMPLOYED IN THE SAILING VESSEL Reference Capacity in which If entry number in Name of seaman (use capital letters) employed made in list of crew narrative section give relevant page Date this page started Section 1 Page Signature of Tindal Signature of CrewSECTION 2 VOYAGE DETAILS AND PRE DEPARTURE CHECKS Date and hour Location Freeboard Equipment Date and hour Location Tested of departure acceptable of arrival Date this page started Section 2 Page Signature of Tindal Signature of CrewSECTION 3 OFFICIAL LOG of the __________________________________ Date and Place of the Date of Narrative Entry hour of occurrence or entry the situation by latitude occurrence and longitude at sea Date this page started Section 3 Page Signature of Tindal Signature of CrewANNEXURE -IV LIST OF CERTIFICATE / DOCUMENTS REQUIRED TO BE CARRIED BY SAILING VESSEL ON INTERNATIONAL VOYAGES 1. Certificate of Registration. 2. Valid Certificate of Inspection. 3. Insurance documents for crew. 4. Copy of agreement made between owner and crew. 5. List of equipments and safety equipments present on board with location. 6. List of contact details of the following organizations:- 6.1. DG Comm. Centre, 6.2. MRCC, 6.3. Indian Embassy adjacent to next port of call, 6.4. Port authorities of next port of call and 6.5. Other International authorities related to piracy/hijacking issues. 7. Manuals and user instructions related to all communication and navigational equipments fitted on board sailing vessel. 8. Log book as in the format specified in Annexure III 9. Crew related documents; 9.1. Valid Seaman Identity Card 9.2. Valid Passport 10. Ship Security Plan & Emergency Response ProcedureBest Management Practices for Protection against Somalia Based Piracy InterManager WORLPDA RSTHNIEPRPSI NING T RCAODEUNCILBMP4 Best Management Practices for Protection against Somalia Based Piracy (Version 4 – August 2011) Suggested Planning and Operational Practices for Ship Operators and Masters of Ships Transiting the High Risk Area iPrinted August 2011 ISBN: 978 1 85609 505 1 Terms of Use The advice and information given in this booklet (“Booklet”) is intended purely as guidance to be used at the user’s own risk. No warranties or representations are given nor is any duty of care or responsibility accepted by the Authors, their membership or employees of any person, firm, corporation or organisation (who or which has been in any way concerned with the furnishing of information or data, the compilation or any translation, publishing, supply of the Booklet) for the accuracy of any information or advice given in the Booklet or any omission from the Booklet or for any consequence whatsoever resulting directly or indirectly from compliance with, adoption of or reliance on guidance contained in the Booklet even if caused by a failure to exercise reasonable care on the part of any of the aforementioned parties. W IT HER B Y PUBLISSi HA nc Ie N I -N 1 G74 0 GROUP Published in 2011 by Witherby Publishing Group Ltd 4 Dunlop Square Livingston, Edinburgh, EH54 8SB Scotland, UK Tel No: +44 (0) 1506 463 227 Fax No: +44 (0) 1506 468 999 Email: info@emailws.com Web: www.witherbys.com iiContents The Three Fundamental Requirements of BMP v Section 1 Introduction 1 Section 2 Somali Pirate Activity – The High Risk Area 3 Section 3 Risk Assessment 5 Section 4 Typical Pirate Attacks 9 Section 5 BMP Reporting Procedures 11 Section 6 Company Planning 13 Section 7 Ship Master’s Planning 17 Section 8 Ship Protection Measures 23 Section 9 Pirate Attack 41 Section 10 If the Pirates take Control 45 Section 11 In the Event of Military Action 47 Section 12 Post Incident Reporting 49 Section 13 Updating Best Management Practices 51 ANNEX A Useful Contact Details 53 ANNEX B UKMTO Vessel Position Reporting Forms 55 iiiANNEX C Piracy Definitions 57 ANNEX D Follow-up Report 61 ANNEX E MSCHOA Vessel Movement Registration Form 64 ANNEX F Additional Guidance for Vessels Engaged In Fishing 68 ANNEX G Additional Advice for Leisure Craft Including Yachts 71 ANNEX H Supporting Organisations 72 ivThe Three Fundamental Requirements of BMP Register at MSCHOA – Report to UKMTO – Implement SPMs 1. 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 E 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. 2. 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 B). 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 B) 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. 3. 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 this booklet, 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. vAide Memoire viSection 1 Aide Memoire Introduction 1.1 The purpose of the Industry Best Management Practices (BMP) contained in this booklet is to assist ships to avoid, deter or delay piracy attacks in the High Risk Area, as defined in section 2 (see Page 4). Experience and data collected by Naval/Military forces, shows that the application of the recommendations contained within this booklet can and will make a significant difference in preventing a ship becoming a victim of piracy. 1.2 The potential consequences of not following BMP, as set out in this booklet, are severe. There have been instances of pirates subjecting their hostages to violence and other ill treatment. The average length of a hijacking of vessel and her crew is over 7 months. (Note Naval/Military forces often refer to a ‘pirated’ vessel rather than a ‘hijacked’ vessel, but the meaning is the same). 1.3 For the purposes of the BMP the term ‘piracy’ includes all acts of violence against ships, her crew and cargo. This includes armed robbery and attempts to board and take control of the ship, wherever this may take place. Somali pirates have, to date, sought to hijack a vessel, her cargo and crew and hold them until a ransom demand is paid. 1.4 Where possible, this booklet should be read with reference to the Maritime Security Centre – Horn of Africa (www.MSCHOA.org), and the NATO Shipping Centre, (www.shipping.NATO.int), websites which provide additional regularly updated advice (including up to date alerts on piracy attacks). 1.5 Not all Ship Protection Measures discussed in BMP4 may be applicable to every ship type. 11.6 This BMP4 booklet updates the guidance contained within the 3rd edition of the Best Management Practice document published in June 2010. 1.7 This booklet complements piracy guidance provided in the latest IMO MSC Circulars, see the IMO website at www.imo.org Nothing in this booklet detracts from the Master’s overriding authority to protect his crew, ship and cargo. 2Section 2 Somali Pirate Activity – The High Risk Area 2.1 The presence of Naval/Military forces in the Gulf of Aden, concentrated on the Internationally Recommended Transit Corridor (IRTC), has significantly reduced the incidence of piracy attack in this area. With Naval/Military forces concentrated in this area, Somali pirate activity has been forced out into the Arabian Sea and beyond. It is important to note, however, that there remains a serious and continuing threat from piracy in the Gulf of Aden. 2.2 Somali based pirate attacks have taken place throughout the Gulf of Aden, Arabian Sea and Northern Indian Ocean, affecting all shipping in the region. The recent increasing use of hijacked merchant ships, fishing vessels and dhows as ‘Motherships’ enables pirates to operate at extreme range from Somalia, carrying attack craft (skiffs) and weapons. 2.3 Pirate Activity: � The level of pirate activity varies within the High Risk Area due to changing weather conditions and activity by Naval/ Military forces. � Pirate activity generally reduces in areas affected by the South West monsoon, and increases in the period following the monsoon. � The onset of the North East monsoon generally has a lesser effect on piracy activity than the South West monsoon. � When piracy activity is reduced in one area of the High Risk Area it is likely to increase in another area (eg the area off Kenya and Tanzania, the Gulf of Aden and Bab al-Mandeb all generally experience an increase in pirate activity during the South West monsoon). 32.4 The High Risk Area defines itself by where pirate activity and/ or attacks have taken place. For the purpose of BMP the High Risk Area is an area bounded by Suez and the Strait of Hormuz to the North, 10°S and 78°E. (Note - the UKMTO Voluntary Reporting Area is slightly larger as it includes the Arabian Gulf). Attacks have taken place at most extremities of the High Risk Area. Attacks to the South have extended into the Mozambique Channel. A high state of readiness and vigilance should be maintained even to the South of the Southerly limit of the High Risk Area. 2.5 It is important that the latest information on the location of where pirates are operating is used when planning routes through the High Risk Area. It is also important that vessels are prepared to alter course at short notice to avoid pirate activity when information is provided by NAV WARNINGS and/or Naval/ Military forces. Weather can also constitute an obstacle to pirates and can be considered a factor when planning a route through the High Risk Area. It is recommended that the latest advice/updates be obtained from MSCHOA, NATO Shipping Centre, and the UKMTO on the extent and latest location of pirate activity. (See contact details at Annex A). 2.6 It is strongly recommended that BMP is applied throughout the High Risk Area. 4Section 3 Risk Assessment 3.1 Prior to transiting the High Risk Area, ship operators and Masters should carry out a thorough Risk Assessment to assess the likelihood and consequences of piracy attacks to the vessel, based on the latest available information (see Annex A for useful contacts, including MSCHOA, NATO Shipping Centre, UKMTO and MARLO). The output of this Risk Assessment should identify measures for prevention, mitigation and recovery, which will mean combining statutory regulations with supplementary measures to combat piracy. It is important that the Risk Assessment is ship and voyage specific, and not generic. Factors to be considered in the Risk Assessment should include, but may not be limited to, the following: 3.2 Crew Safety: � The primary consideration should be to ensure the safety of the crew. Care should be taken, when formulating measures to prevent illegal boarding and external access to the accommodation, that crew members will not be trapped inside and should be able to escape in the event of another type of emergency, such as, for example fire. � Careful consideration should be given to the location of a Safe Muster Point or Citadel. (See section 8.13). � Consideration should also be given to the ballistic protection afforded to the crew who may be required to remain on the bridge during a pirate attack, recognising that pirates increasingly fire at the bridge of a vessel to try to force it to stop. (See section 8.3). 53.3 Freeboard: � It is likely that pirates will try to board the ship being attacked at the lowest point above the waterline, making it easier for them to climb onboard. These points are often on either quarter or at the vessel’s stern. � Experience suggests that vessels with a minimum freeboard that is greater than 8 metres have a much greater chance of successfully escaping a piracy attempt than those with less. � A large freeboard will provide little or no protection if the construction of the ship provides access to pirates seeking to climb onboard, and thus further protective measures should be considered. � A large freeboard alone may not be enough to deter a pirate attack. 63.4 Speed: � One of the most effective ways to defeat a pirate attack is by using speed to try to outrun the attackers and/or make it difficult to board. � To date, there have been no reported attacks where pirates have boarded a ship that has been proceeding at over 18 knots. It is possible however that pirate tactics and techniques may develop to enable them to board faster moving ships. � Ships are recommended to proceed at Full Sea Speed, or at least 18 knots where they are capable of greater speed, throughout their transit of the High Risk Area. � It is very important to increase to maximum safe speed immediately after identifying any suspicious vessel and as quickly as possible in order to try to open the CPA (Closest Point of Approach) from any possible attackers and/or make the vessel more difficult to board. � If a vessel is part of a ‘Group Transit’ (see section 7.9 for further details of Group Transits) within the Internationally Recommended Transit Corridor (IRTC), speed may be required to be adjusted. � It is recommended that reference should be made to the MSCHOA, NATO Shipping Centre and MARLO websites for the latest threat guidance regarding pirate attack speed capability. 3.5 Sea State: � Pirates mount their attacks from very small craft (skiffs), even where they are supported by larger vessels or ‘Motherships’, which tends to limit their operations to moderate sea states. � It is likely to be more difficult to operate small craft effectively in sea state 3 and above. 78Section 4 Typical Pirate Attacks 4.1 Commonly, two small high speed (up to 25 knots) open boats or ‘skiffs’ are used in attacks, often approaching from either quarter or the stern. Skiffs are frequently fitted with 2 outboard engines or a larger single 60hp engine. 4.2 Pirate Action Groups operate in a number of different boat configurations. To date whatever the configuration the attack phase is carried out by skiffs. Pirate Action Group boat configurations include: � Skiffs only – usually two. � Open whalers carrying significant quantities of fuel often towing 2 or more attack skiffs. � Motherships which have included the very largest of merchant ships, fishing vessels and dhows. These Motherships have been taken by the pirates and usually have their own crew onboard as hostages. Motherships are used to carry pirates, stores, fuel and attack skiffs to enable pirates to operate over a much larger area and are significantly less affected by the weather. Attack skiffs are often towed 9behind the Motherships. Where the size of the Mothership allows it, skiffs are increasingly being carried onboard and camouflaged to reduce chances of interdiction by Naval/ Military forces. 4.3 Increasingly, pirates use small arms fire and Rocket Propelled Grenades (RPGs) in an effort to intimidate Masters of ships to reduce speed and stop to allow the pirates to board. The use of these weapons is generally focused on the bridge and accommodation area. In what are difficult circumstances, it is very important to maintain Full Sea Speed, increasing speed where possible, and using careful manoeuvring to resist the attack. 4.4 Somali pirates seek to place their skiffs alongside the ship being attacked to enable one or more armed pirates to climb onboard. Pirates frequently use long lightweight ladders and ropes, or a long hooked pole with a knotted climbing rope to climb up the side of the vessel being attacked. Once onboard the pirate (or pirates) will generally make their way to the bridge to try to take control of the vessel. Once on the bridge the pirate/pirates will demand that the ship slows/stops to enable further pirates to board. 4.5 Attacks have taken place at most times of the day. However, many pirate attacks have taken place early in the morning, at first light. Attacks have occurred at night, particularly clear moonlit nights, but night time attacks are less common. 4.6 The majority of piracy attacks have been repelled by ship’s crew who have planned and trained in advance of the passage and applied the BMPs contained within this booklet. 10Section 5 BMP Reporting Procedures 5.1 An essential part of BMP that applies to all ships is liaison with Naval/Military forces. This is to ensure that Naval/Military forces are aware of the sea passage that a ship is about to embark upon and how vulnerable that ship is to pirate attack. This information is essential to enable the Naval/Military forces to best use the assets available to them. Once ships have commenced their passage it is important that they continue to update the Naval/Military forces on progress. The two key Naval/Military organisations to contact are: 5.1.1 UKMTO: The UK Maritime Trade Operations (UKMTO) office in Dubai is the first point of contact for ships in the region. The day-to-day interface between Masters and Naval/Military forces is provided by UKMTO, which talks to merchant ships and liaises directly with MSCHOA and Naval Commanders at sea and ashore. Merchant vessels are strongly encouraged to send regular reports to UKMTO. These comprise: 1. Initial Report, 2. Daily Reports, 3. Final Report (upon departure from the high risk area or arrival in port). Reporting Forms for use in the UKMTO Voluntary Reporting Area are included at Annex B. UKMTO uses this information to help Naval/Military forces to maintain an accurate picture of merchant shipping (see contact details at Annex A) 115.1.2 MSCHOA: The Maritime Security Centre – Horn of Africa (MSCHOA) is the planning and coordination centre for EU Naval forces (EUNAVFOR). MSCHOA encourages Companies to register their vessels’ movements prior to entering the High Risk Area (including the International Recommended Transit Corridor ‘IRTC’) via their website (www.mschoa.org). (See contact details at Annex A.) It should be noted that the EUNAVFOR operational area does not extend East of 65°E. It is important that vessels and their operators complete both the UKMTO Vessel Position Reporting Forms and register with MSCHOA Operations room UKMTO 12Section 6 Company Planning Company planning checklist Company Planning - Prior to entering the High Risk Area It is strongly recommended that ship operators register for access to the restricted sections of the MSCHOA Register ship website (www.MSCHOA.org) prior to 6.1 with MSCHOA entering the High Risk Area as it contains website 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 Obtain the latest that pirate attacks are taking place at information from extreme range from the Somali Coast. It is 6.2 the MSCHOA and important to obtain the latest information NATO Shipping from the MSCHOA and NATO Shipping Centre websites 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 Review the SSA Security Plan (SSP), as required by 6.3 and SSP 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 6.4 Put SSP in place Risk Area, and that this is exercised, briefed and discussed with the Master and the Ship Security Officer (SSO). 13Ensure that ships are aware of any specific threats within the High Risk Areas that have been promulgated Monitor piracy on the MSCHOA and NATO Shipping related websites Centre websites – www.mschoa. 6.5 on specific org and www.shipping.NATO.int. threats Additionally all NAV WARNINGS – Sat C (NAVTEXT in limited areas) should be monitored and acted upon as appropriate by the ship’s 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, (eg a Group Transit or National Convoys where these exist). Offer guidance � Group Transits coordinated by to Master with MSCHOA within the IRTC, group 6.6 regard to the vessels together by speed for recommended maximum protection. Further details route 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. 14The provision of carefully planned and installed Ship Protection Measures prior to transiting the High Risk Area is very strongly recommended. Suggested Ship Plan and install Protection Measures are set out within 6.7 Ship Protection this booklet – see section 8. It has been Measures proven that the use of Ship Protection Measures significantly increases the prospects of a ship resisting a pirate attack. Conduct crew training sessions Conduct crew (including Citadel Drills where utilised) 6.8 training prior to transits and debriefing sessions post transits. Company Planning - Upon entering the High Risk Area Ensure that a ‘Vessel Movement Submit ‘Vessel Registration Form’ has been submitted Movement to MSCHOA. This may be done directly 6.9 Registration – online by the ship’s operator, by fax, or Form’ to by email. (See Annex E for details of the MSCHOA MSCHOA Vessel Movement Registration Form. Be aware that UKMTO is unable to respond as an SSAS designated recipient when a vessel is outside the UKMTO Voluntary Reporting tAhrea. The ship operator should ensure that BMP measures are in place prior to entry into the High Risk Area 1516Section 7 Ship Master’s Planning Ship Master’s Planning - Prior to entering the High Risk Area 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 Brief crew and 7.1 each. The drill should also consider the conduct drill 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 (see section 6.4). Masters are advised to prepare an Emergency Communication Plan, to include all essential emergency contact numbers and prepared messages, Prepare an which should be ready at hand or 7.2 Emergency permanently displayed near all external Communication Plan communications stations (eg telephone numbers of the UKMTO, MSCHOA, Company Security Officer etc – see list of Contacts at Annex A). 17Although 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 Define the ship’s AIS throughout the High Risk Area, but that 7.3 policy 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. Ensure MSCHOA ‘Vessel Movement If Company has Registration Form’ has been completed not submitted and submitted by the Company. If the 7.4 ‘Vessel Movement Form has not been submitted by the Registration Form’ to Company the Master should submit it MSCHOA by email / fax. Masters’ Planning - Upon entering the High Risk Area On entering the UKMTO Voluntary Upon entering Reporting Area - an area bounded submit ‘Vessel by Suez to the North, 10°S and 78°E - 7.5 Position Reporting ensure that a UKMTO ‘Vessel Position Form’-Initial Report Reporting Form’ - Initial Report is sent to UKMTO (see Annex B). The Master should ensure that BMP measures are in place prior to entry into the High Risk Area 18Transiting through the High Risk Area Maintenance and engineering work in the High Risk Area – The following is recommended: � Any work outside of the Reduce maintenance accommodation is strictly 7.6 and engineering work to controlled and similarly access minimum points limited and controlled. � All Engine Room essential equipment is immediately available – no maintenance on essential equipment. Vessels are strongly encouraged to report daily to the UKMTO by Daily submit ‘Vessel email at 08:00 hours GMT whilst Position Reporting Form operating within the High Risk 7.7 - Daily Position Report’ to Area. The UKMTO ‘Vessel Position UKMTO Reporting Form - Daily Position Report’ (as set out in Annex B) should be used. 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 Carefully review all 7.8 may be provided by a number of warnings and information different means including NAV WARNINGS – Sat C (and NAVTEXT in limited areas). It is important that all warnings and information are carefully reviewed. 19Prior to entering the International Recommended Transit Corridor (IRTC) 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 Use IRTC ‘Group Transit Transit Scheme’, including the 7.9 Scheme’ while transiting departure timings for the different through Gulf of Aden groups, is included on the MSCHOA website or can be obtained by fax from MSCHOA (see contact details at Annex A). 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 Make adjustments to joining a Group Transit should: 7.10 passage plans to conform � Carefully time their arrival to to MSCHOA advice. avoid a slow speed approach to the forming up point (Point A or B). 20� 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 and 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 7.11 National Convoys that most national convoys require prior registration to enable vessels to join the convoy. Ships joining national convoys should note the issues in the bullet points 7.10 as they are also highly relevant to vessels timing their arrival at a national convoy forming up point. 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. 2122Section 8 Ship Protection Measures 8.1 Introduction The guidance within this section primarily focuses on preparations that might be within the capability of the ship’s crew, or with some external assistance. The guidance is based on experience of piracy attacks to date and may require amendment over time if the pirates change their methods. The Ship Protection Measures described in BMP are the most basic that are likely to be effective. Owners may wish to consider making further alterations to the vessel beyond the scope of this booklet, 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. 8.2 Watchkeeping and Enhanced Vigilance Prior to entering the High Risk Area, it is recommended that preparations are made to support the requirement for increased vigilance by: � Providing additional lookouts for each Watch. Additional lookouts should be fully briefed. � Considering a shorter rotation of the Watch period in order to maximise alertness of the lookouts. � Ensuring that there are sufficient binoculars for the enhanced Bridge Team, preferably anti glare. � Considering use of night vision optics. � Maintaining a careful Radar Watch. 23Well constructed dummies placed at strategic locations around the vessel can give an impression of greater numbers of people on watch. A proper lookout is the single most effective method of ship protection where early warning of a suspicious approach or attack is assured, and where defences can be readily deployed 248.3 Enhanced Bridge Protection The bridge is usually the focus for any pirate attack. In the initial part of the attack, pirates direct weapons fire at the bridge to try to coerce the ship to stop. If they are able to board the vessel the pirates usually try to make for the bridge to enable them to take control. The following further protection enhancements might be considered: � Kevlar jackets and helmets available for the bridge team to provide a level of protection for those on the bridge during an attack. (If possible, jackets and helmets should be in a non- military colour). � While most bridge windows are laminated, further protection against flying glass can be provided by the application of security glass film, often called Blast Resistant Film. � Fabricated metal, (steel/aluminium), plates for the side and rear bridge windows and the bridge wing door windows, which may be rapidly secured in place in the event of an attack. � The after part of both bridge wings, (often open), can be protected by a wall of sandbags. 25� The sides and rear of the bridge, and the bridge wings, may be protected with a double layer of chain link fence which has been shown to reduce the effect of an RPG round. Proprietary anti-RPG screens are also available. 8.4 Control of Access to Bridge, Accommodation and Machinery Spaces It is very important to control access routes to deter or delay pirates who have managed to board a vessel and are trying to enter accommodation or machinery spaces. It is very important to recognise that if pirates do gain access to the upper deck of a vessel they will be tenacious in their efforts to gain access to the accommodation section and in particular the bridge. It is strongly recommended that significant effort is expended prior to entry to the High Risk Area to deny the pirates access to the accommodation and the bridge. � All doors and hatches providing access to the bridge, accommodation and machinery spaces should be properly secured to prevent them being opened by pirates. � Careful consideration should be given to the means of securing doors and hatches in order to afford the ship the maximum protection possible. � Where the door or hatch is located on an escape route from a manned compartment, it is essential that it can be opened by a seafarer trying to exit by that route. Where the door or hatch is locked it is essential that a key is available, in a clearly visible position by the door or hatch. � It is recommended that once doors and hatches are secured, a designated and limited number are used for routine access when required, their use being strictly controlled by the Officer of the Watch. 26� Consideration should be given to blocking or lifting external ladders on the accommodation block to prevent their use, and to restrict external access to the bridge. � Where doors and hatches are required to be closed for watertight integrity, ensure all clips are fully dogged down in addition to any locks. Where possible, additional securing such as with wire strops may enhance hatch security. � Pirates have been known to gain access through portholes and windows. The fitting of steel bars to windows will prevent this even if they manage to shatter the window. � Prior to entering the High Risk Area procedures for controlling access to accommodation, machinery spaces and store rooms should be set out and practised. 8.5 Physical Barriers Pirates typically use long lightweight hooked ladders, grappling hooks with rope attached and long hooked poles with a climbing rope attached to board vessels underway. Physical barriers should be used to make it as difficult as possible to gain access to vessels by increasing the height and difficulty of any climb for an attacking pirate. 27Before constructing any physical barriers it is recommended that a thorough survey is conducted to identify areas vulnerable to pirates trying to gain access. � Razor Wire Razor wire (also known as barbed tape) creates an effective barrier but only when carefully deployed. The barbs on the wire are designed to have a piercing and gripping action. Care should be taken when selecting appropriate razor wire as the quality (wire gauge and frequency of barbs) and type will vary considerably. Lower quality razor wire is unlikely to be effective. Three main types of razor wire are commonly available:  Unclipped (straight strand),  Spiral (like a telephone cord) and  Concertina (linked spirals). 28Concertina razor wire is recommended as the linked spirals make it the most effective barrier. Razor wire should be constructed of high tensile wire, which is difficult to cut with hand tools. Concertina razor wire coil diameters of approximately 730 mm or 980 mm are recommended. When deploying razor wire personal protective equipment to protect hands, arms and faces must be used. Moving razor wire using wire hooks (like meat hooks) rather than by gloved hand reduces the risk of injury. It is recommended that razor wire is provided in shorter sections (e.g. 10 metre 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) to make it more difficult for pirates to hook on their boarding ladder/grappling hooks to the ship’s structure.  Constructed of a double roll of concertina wire - some vessels use a treble roll of concertina razor wire which is even more effective.  Properly secured to the vessel to prevent pirates pulling off the razor wire, with for example the hook of a boarding ladder. Consideration should also be given to further securing the razor wire with a wire strop through the razor wire to prevent it being dislodged. � Some vessels utilise fixed metal grilles topped with metal spikes as an effective barrier. 29� Electrified barriers are not recommended for hydrocarbon carrying vessels but, following a full risk assessment, can be appropriate and effective for some other types of vessel. � It is recommended that warning signs of the electrified fence or barrier are displayed - inward facing in English/language of the crew, outward facing in Somali. � The use of such outward facing warning signs might also be considered as a deterrent even if no part of the barrier is actually electrified. 3031 RATAHK otnoroK banaD ryeD )naggooX( eraS Example of a warning sign in Somali, which states – DANGER HIGH VOLTAGE ELECTRIC BARRIERPicture courtesy of NATO 8.6 Water Spray and Foam Monitors The use of water spray and/or foam monitors has been found to be effective in deterring or delaying pirates attempting to board a vessel. The use of water can make it difficult for a pirate skiff to remain alongside and makes it significantly more difficult for a pirate to try to climb onboard. Options include: � Fire hoses and foam monitors – Manual operation of hoses and foam monitors is not recommended as this is likely to place the operator in a particularly exposed position and therefore it is recommended that hoses and foam monitors (delivering water) should be fixed in position to cover likely pirate access routes. Improved water coverage may be achieved by using fire hoses in jet mode but by utilising baffle plates fixed a short distance in front of the nozzle. � Water cannons – These are designed to deliver water in a vertical sweeping arc thus protecting a greater part of the hull. Many of these have been developed from tank cleaning machines. � Ballast pumps – Where possible to do so ships may utilise their ballast pumps to flood the deck with water thus providing a highly effective water curtain over the ship’s side. This may be achieved by allowing ballast tanks to over-flow on to the deck, by using existing pipework when in ballast condition, or 32by retrofitting pipework to allow flooding of the decks whilst in loaded condition. Care must be taken to ensure that ballast tanks are not over-pressurised causing damage to the hull and tanks, or vessel stability compromised. If in doubt it is recommended that the relevant Classification Society be contacted for advice. � Steam – Hot water, or using a diffuser nozzle to produce steam has also been found to be very effective in deterring attacks. � 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 vessel’s standard Fire Fighting Equipment (FFE) stock. Foam is effective as it is disorientating and very slippery making it difficult to climb through. 33The following points are also worthy of note: � Once rigged and fixed in position it is recommended that hoses and foam monitors are in a ready state, requiring just the remote activation of fire pumps to commence delivery of water. � Where possible no maintenance should be carried out on the vessel’s sea water systems whilst on passage in the High Risk Area. Note that in order to utilise all pumps additional power may be required and therefore these systems should also be ready for immediate use. � Practice, observation, and drills will be required in order to ensure that the results achieved by the equipment, provide effective coverage of vulnerable areas. 348.7 Alarms Sounding the ship’s alarms/whistle serves to inform the vessel’s crew that a piracy attack has commenced and, importantly, demonstrates to any potential attacker that the ship is aware of the attack and is reacting to it. If approached, continuous sounding of the vessel’s foghorn/whistle distracts the pirates and as above lets them know that they have been seen. It is important to ensure that: � The piracy alarm is distinctive to avoid confusion with other alarms, potentially leading to the crew mustering at the wrong location outside the accommodation. � Crew members are familiar with each alarm, including the signal warning of an attack and an all clear, and the appropriate response to it. � Exercises are carried out prior to entering the High Risk Area. 8.8 Manoeuvring Practice Practising manoeuvring the vessel prior to entry into the High Risk Area will be very beneficial and will ensure familiarity with the ship’s handling characteristics and how to effect anti-piracy manoeuvres whilst maintaining the best possible speed. (Waiting until the ship is attacked before practising this is too late!) Where navigationally safe to do so, Masters are encouraged to practise manoeuvring their ships to establish which series of helm orders produce the most difficult sea conditions for pirate skiffs trying to attack, without causing a significant reduction in the ship’s speed. 358.9 Closed Circuit Television (CCTV) Once an attack is underway and pirates are firing weaponry at the vessel, it is difficult and dangerous to observe whether the pirates have managed to gain access. The use of CCTV coverage allows a degree of monitoring of the progress of the attack from a less exposed position: � Consider the use of CCTV cameras to ensure 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 (see section 8.13) � Recorded CCTV footage may provide useful evidence after an attack. 8.10 Upper Deck Lighting It is recommended that the following lights are available and tested: � Weather deck lighting around the accommodation block and rear facing lighting on the poop deck, consistent with Rule 20(b) of the International Regulations for Preventing Collision at Sea. � Search lights for immediate use when required. � It is, however, recommended that ships proceed with just their navigation lights illuminated, with the lighting described above extinguished. Once pirates have been identified or an attack commences, illuminating the lighting described above demonstrates to the pirates that they have been observed. � Navigation lights should not be switched off at night. 368.11 Deny Use of Ship’s Tools and Equipment Pirates generally board vessels with little in the way of equipment other than personal weaponry. It is important to try to deny pirates the use of ship’s tools or equipment that may be used to gain entry into the vessel. Tools and equipment that may be of use to the pirates should be stored in a secure location. 8.12 Protection of Equipment Stored on the Upper Deck Small arms and other weaponry are often directed at the vessel and are particularly concentrated on the bridge, accommodation section and poop deck. � Consideration should be given to providing protection, in the form of sandbags or Kevlar blankets, to gas bottles (i.e. oxy-acetylene) or containers of flammable liquids that must be stored in these locations. � Ensure that any excess gas bottles or flammable materials are landed prior to transit. 8.13 Safe Muster Points / Citadels Any decision to navigate in waters where the vessel’s security may be threatened requires careful consideration and detailed planning to ensure the safety of the crew and vessel. Consideration should be given to establishing a Safe Muster Point or secure Citadel and an explanation of each follows: Safe Muster Point: � A Safe Muster Point is a designated area chosen to provide maximum physical protection to the crew, preferably low down within the vessel. 37� In the event of a suspicious approach, members of the crew not required on the Bridge or the Engine Room Control Room will muster. � A Safe Muster Point is a short-term safe haven, which will provide ballistic protection should the pirates commence firing with small arms weaponry or RPGs. Citadels: If Citadels are to be employed, they should be complementary to, rather than a replacement for, all other Ship Protection Measures set out in BMP4. The establishing of a Citadel may be beyond the capability of ship’s staff alone, and may well require external technical advice and support. A Citadel is a designated pre-planned area purpose built into the ship where, in the event of imminent boarding by pirates, all crew will seek protection. A Citadel is designed and constructed to resist a determined pirate trying to gain entry for a fixed period of time. The details of the construction and operation of Citadels are beyond the scope of this booklet. A detailed document containing guidance and advice is included on the MSCHOA and NATO Shipping Centre website. The whole concept of the Citadel approach is lost if any crew member is left outside before it is secured. Ship operators and Masters are strongly advised to check the MSCHOA website for detailed up to date advice and guidance regarding the construction and operation of Citadels including the criteria that Naval/Military forces will apply before considering a boarding operation to release the crew from the Citadel. (see contact details in Annex A). 38� It is important to note that Naval/Military forces will apply the following criteria before a boarding to release those in a Citadel can be considered:  100% of the crew must be secured in the Citadel.  The crew of the ship must have self contained, independent, reliable 2-way external communications (sole reliance on VHF communications is not sufficient).  The pirates must be denied access to ship propulsion. � The use of a Citadel, even where the above criteria are applied, cannot guarantee a Naval/Military response. 8.14 Unarmed Private Maritime Security Contractors The use of unarmed Private Maritime Security Contractors is a matter for individual ship operators following their own voyage risk assessment. The deployment onboard is subject to the national laws of the Flag State. The use of experienced and competent unarmed Private Maritime Security Contractors can be a valuable addition to BMP. 8.15 Armed Private Maritime Security Contractors The use, or not, of armed Private Maritime Security Contractors onboard merchant vessels is a matter for individual ship operators to decide following their own voyage risk assessment and approval of respective Flag States. This advice does not constitute a recommendation or an endorsement of the general use of armed Private Maritime Security Contractors. Subject to risk analysis, careful planning and agreements the provision of Military Vessel Protection Detachments (VPDs) deployed to protect vulnerable shipping is the recommended option when considering armed guards. 39If armed Private Maritime Security Contractors are to be used they must be as an additional layer of protection and not as an alternative to BMP. If armed Private Maritime Security Contractors are present on board a merchant vessel, this fact should be included in reports to UKMTO and MSCHOA. The International Maritime Organization (IMO) have produced guidance in the form of IMO Circulars for ship operators and Masters and for Flag States on the use of Private Maritime Security Contractors on board ships in the High Risk Area. The current IMO Guidance on the use of armed Private Maritime Security Contractors is included on the MSCHOA website. (www.mschoa.org). 40Section 9 Pirate Attack 9.1 If the crew of a vessel suspects that it is coming under a pirate attack there are specific actions that are recommended to be taken during the approach stage and the attack stage. It should be noted that the pirates generally do not use weapons until they are within two cables of a vessel, therefore any period up until this stage can be considered as ‘approach’, and gives a vessel valuable time in which to activate her defences and make it clear to pirates that they have been seen and the vessel is prepared and will resist. 9.2 Approach Stage � If not already at full speed, increase to maximum to open the CPA. Try to steer a straight course to maintain a maximum speed. � Initiate the ship’s pre-prepared emergency procedures. � Activate the Emergency Communication Plan  Sound the emergency alarm and make a ‘Pirate Attack’ announcement in accordance with the Ship’s Emergency Plan.  Report the attack immediately to UKMTO (+971 505 523 215). UKMTO is the primary point of contact during an attack but MSCHOA acts as a back-up contact point. Once established, maintain communication with UKMTO. Please report attack to UKMTO even if part of a national convoy so other merchant ships can be warned.  Activate the Ship Security Alert System (SSAS), which will alert your Company Security Officer and Flag State. Make a ‘Mayday’ call on VHF Ch. 16 (and backup Ch. 08, which is monitored by naval units).  Send a distress message via the Digital Selective Calling system (DSC) and Inmarsat-C, as applicable. 41 Ensure that the Automatic Identification System (AIS) is switched ON. � All crew, except those required on the bridge or in the engine room, should muster at the Safe Muster Point or Citadel if constructed, so that the crew are given as much ballistic protection as possible should the pirates get close enough to use weapons. � Where possible, alter course away from the approaching skiffs and/or Motherships. When sea conditions allow, consider altering course to increase an approaching skiff’s exposure to wind/waves. � Activate water spray and other appropriate self-defensive measures. � Ensure that all external doors and, where possible, internal public rooms and cabins, are fully secured. � In addition to the emergency alarms and announcements for the benefit of the vessel’s crew sound the ship’s whistle/ foghorn continuously to demonstrate to any potential attacker that the ship is aware of the attack and is reacting to it. 429.3 Attack stage � Reconfirm that all ship’s personnel are in a position of safety. � As the pirates close in on the vessel, Masters should commence small alterations of helm whilst maintaining speed to deter skiffs from lying alongside the vessel in preparation for a boarding attempt. These manoeuvres will create additional wash to impede the operation of the skiffs. � Substantial amounts of helm are not recommended, as these are likely to significantly reduce a vessel’s speed. 4344Section 10 If the Pirates take Control 10.1 Try to remain calm. 10.2 Before the pirates gain access to the bridge, inform UKMTO. Ensure that the SSAS has been activated, and ensure that the AIS is switched on. 10.3 Offer no resistance to the pirates once they reach the bridge. Once on the bridge the pirates are likely to be aggressive, highly agitated, and possibly under the influence of drugs (including khat, an amphetamine like stimulant), so remaining calm and cooperating fully will greatly reduce the risk of harm. 10.4 If the bridge/engine room is to be evacuated the main engine should be stopped and all way taken off the vessel if possible (and if navigationally safe to do so). All remaining crew members should proceed to the designated Safe Muster Point with their hands visible. 10.5 Leave any CCTV running. 4546Section 11 In the Event of Military Action 11.1 In the event that Naval/Military forces take action onboard the ship, all personnel should keep low to the deck and cover their head with both hands, with hands visible. On no account should personnel make movements which could be misinterpreted as being aggressive. 11.2 Do not use flash photography. 11.3 Be prepared to be challenged on your identity. Brief and prepare ship’s personnel to expect this and to cooperate fully during any Naval/Military action onboard. 11.4 Be aware that English is not the working language of all Naval/ Military forces in the region. Naval/Military forces will endeavour to respond rapidly to ongoing acts of piracy. However because of the very large distances across the High Risk Area a Naval/Military response may not be possible. 4748Section 12 Post Incident Reporting 12.1 Following any piracy attack or suspicious activity, it is vital that a detailed report of the event (as per Annex D of this booklet), is provided to UKMTO and MSCHOA. It is also helpful to provide a copy of the report to the IMB. It is important that the report contains descriptions and distinguishing features of any suspicious vessels that were observed. This will ensure full analysis and trends in piracy activity are established and will enable assessment of piracy techniques or changes in tactics, in addition to ensuring appropriate warnings can be issued to other merchant shipping in the vicinity. 12.2 Masters are, therefore, requested to complete the standardised piracy report form contained in Annex D. 12.3 Note that ship operators may also be required to forward a copy of the completed standardised piracy attack report (contained in Annex D) to their Flag State, and in any event are encouraged to do so. Prosecution of Pirates - Assisting Law Enforcement Authorities 12.4 For Naval/Military forces to hold suspected pirates, following a piracy incident, a witness statement from those affected by the piracy incident is required. Seafarers are encouraged to provide witness statements to Naval/Military forces or law enforcement officers as appropriate when requested to do so to enable suspected pirates to be held and handed over to prosecuting States. Without supporting evidence, including witness statements from those affected by the piracy incident, suspected pirates are unlikely to be prosecuted. 12.5 Law enforcement authorities will routinely request permission to conduct post-release crew debriefs and to collect evidence 49for ongoing and future investigations and prosecutions following captivity. A thorough investigation is critical to ensure that potential physical evidence, including electronic evidence, is not tainted or destroyed or potential witnesses overlooked. The company and crew are advised that the quality of evidence provided and the availability of the crew to testify will significantly help any investigation or prosecution that follows. 12.6 INTERPOL is an international police organisation with 188 member countries which facilitates cross border police co-operation to combat international crime. 12.7 INTERPOL has a secure website to provide support to ship operators who have had their vessels hijacked by pirates. INTERPOL recognises that seafarers as the victims of piracy must be dealt with in a sympathetic and professional manner. INTERPOL’s Maritime Piracy Task Force can assist in taking the appropriate steps to preserve the integrity of the evidence left behind at the crime scene. INTERPOL has a Command and Co-ordination Centre (CCC) which supports any of the 188 member countries faced with a crisis situation or requiring urgent operational assistance. The CCC operates in all four of INTERPOL’s official languages (English, French, Spanish and Arabic) and is staffed 24 hours a day, 365 days a year. It is recommended that ship operators contact INTERPOL within 3 days of a hijacking of their vessel. 12.8 INTERPOL may be consulted to discuss the recommended best practices and protocols for the preservation of evidence or other physical clues that could be useful to law enforcement agents pursuing an investigation of the incident. The 24hr telephone contact details for the CCC and INTERPOL’s Maritime Task Force website are contained in Annex A and set out below: CCC 24hr telephone helpline: +33(0) 4 72 44 76 76 Website: www.interpol.int 50Section 13 Updating Best Management Practices 13.1 The Industry Organisations engaged in producing this Booklet will endeavour to meet regularly and will ensure the BMPs are updated as necessary, based upon operational experience and lessons learned. 13.2 The latest advice may be found on the MSCHOA, NATO Shipping Centre and MARLO websites. Additionally the UKMTO may be contacted at any time for updated advice. 5152ANNEX A Useful Contact Details 1) UKMTO � Email: UKMTO@eim.ae � Telephone (24hrs): +971 50 552 3215 2) MSCHOA � Via Website for reporting: www.mschoa.org � Email: postmaster@mschoa.org � Telephone: +44 (0) 1923 958545 � Fax: +44 (0) 1923 958520 3) NATO SHIPPING CENTRE � Website: www.shipping.nato.int � Email: info@shipping.nato.int � Telephone (24hrs): +44(0)1923 956574 � Fax: +44(0)1923 956575 4) MARLO � Website: www.cusnc.navy.mil/marlo/ � Email: marlo.bahrain@me.navy.mil � Office: +973 1785 3925 � Duty (24hrs): +973 3940 1395 � Fax : +973 1785 3930 5) INTERPOL � Website: www.interpol.int � Email: os-ccc@interpol.int � Telephone (24hrs): +33(0) 4 72 44 76 76 536) IMB � Email: piracy@icc-ccs.org � Telephone: +60 3 2031 0014 � Fax: +60 3 2078 5769 � Telex: MA34199 IMBPC1 54ANNEX B 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. 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 01 Ship Name 02 Flag 03 IMO Number 04 INMARSAT Telephone Number 05 Time & Position 06 Course 07 Passage Speed 08 Freeboard 09 Cargo 10 Destination and Estimated Time of Arrival 5511 Name and contact details of Company Security Officer 12 Nationality of Master and Crew 13 Armed/unarmed security team embarked UKMTO Vessel Position Reporting Form - Daily Position Report 01 Ship’s name 02 Ship’s Call Sign and IMO Number 03 Time of Report in UTC 04 Ship’s Position 05 Ship’s Course and Speed 06 Any other important information 07 ETA point A/B IRTC (if applicable) The other important information could be change of destination or ETA, number of UK personnel on board 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 04 Port or position when leaving the voluntary reporting area 56ANNEX C Piracy Definitions 1. It is important to use common definitions and guidelines when reporting piracy attacks and suspicious activity because this will ensure: � Harmonised data assessment. � Provision of consistent reporting. � Harmonised intelligence gathering. 2. ‘Piracy’ is defined in the 1982 United Nations Convention on the Law of the Sea (UNCLOS) (article 101). However, for the purposes of these BMP, it is important to provide clear, practical, working guidance to the Industry to enable accurate and consistent assessment of suspicious activity and piracy attacks. 3. The following are the BMP Guidelines to assist in assessing what is a piracy attack and what is suspicious activity: � A piracy attack may include, (but is not limited to), actions such as the following:  The use of violence against the ship or its personnel, or any attempt to use violence.  Attempt(s) to board the vessel where the Master suspects the persons are pirates.  An actual boarding whether successful in gaining control of the vessel or not.  Attempts to overcome the Ship Protection Measures by the use of: 57○ Ladders. ○ Grappling hooks. ○ Weapons deliberately used against or at the vessel. � For the purposes of BMP the following definitions distinguish between the differing levels of pirate activity: Pirate Attack A piracy attack as opposed to an approach is where a vessel has been subjected to an aggressive approach by a pirate craft AND weapons have been discharged. Hijack A hijack is where pirates have boarded and taken control of a vessel against the crew’s will. Illegal Boarding An illegal boarding is where pirates have boarded a vessel but HAVE NOT taken control. Command remains with the Master. The most obvious example of this is the Citadel scenario. Suspicious or Aggressive Approach 4. Guidelines for defining suspicious activity: � Action taken by another craft may be deemed suspicious if any of the following occur (the list is not exhaustive):  A definite course alteration towards the craft associated with a rapid increase in speed, by the suspected craft, that cannot be accounted for as normal activity in the circumstances prevailing in the area. 58 Small craft sailing on the same course and speed for an uncommon period and distance, not in keeping with normal fishing or other circumstances prevailing in the area.  Sudden changes in course towards the vessel and aggressive behaviour. 5. Guidance Note: � In helping to evaluate suspicious activity, the following may be of assistance to determine the nature of a suspect vessel: 1. The number of crew on board relative to its size. 2. The Closest Point of Approach (CPA). 3. The existence of unusual and non-fishing equipment, e.g. ladders, climbing hooks or large amounts of fuel onboard. 4. If the craft is armed in excess of the level commonly experienced in the area. 5. If weapons are fired in the air. 59� This is not an exhaustive listing. Other events, activity and craft may be deemed suspicious by the Master of a merchant vessel having due regard to their own seagoing experiences within the High Risk Area and information shared amongst the international maritime community. The examples above are to be treated only as guidance and are not definitive or exhaustive. 60ANNEX D 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. PIRACY ATTACK REPORT VESSEL PARTICULARS/DETAILS: General Details 01 Name of Ship: 02 IMO No: 03 Flag: 04 Call Sign: 05 Type of Ship: 06 Tonnages: GRT: NRT: DWT: 07 Owner’s (Address & Contact Details): 08 Manager’s (Address & Contact Details): 09 Last Port/Next Port: 10 Cargo Details: (Type/Quantity) 61Details of Incident 11 Date & Time of Incident: LT UTC 12 Position: Lat: (N/S) Long: (E/W) 13 Nearest Land Mark/Location: 14 Port/Town/Anchorage Area: 15 Country/Nearest Country: 16 Status (Berth/Anchored/Steaming): 17 Own Ship’s Speed: 18 Ship’s Freeboard During Attack: 19 Weather During Attack (Rain/Fog/Mist/Clear/etc, Wind (Speed and Direction), Sea/Swell Height): 20 Types of Attack (Boarded/Attempted): 21 Consequences for Crew, Ship and Cargo: Any Crew Injured/Killed: Items/Cash Stolen: 22 Area of the Ship being Attacked: 23 Last Observed Movements of Pirates/Suspect Craft: 24 Type of vessel (Whaler, Dhow, Fishing Vessel, Merchant Vessel) 25 Description of vessel (Colour, Name, Distinguishing Features) 26 Course and Speed of vessel when sighted 62Details of Raiding Party 27 Number of Pirates/Robbers: 28 Dress/Physical Appearance: 29 Language Spoken: 30 Weapons Used: 31 Distinctive Details: 32 Craft Used: 33 Method of Approach: 34 Duration of Attack: 35 Aggressive/Violent: Further Details 36 Action Taken by Master and Crew and its effectiveness: 37 Was Incident Reported to the Coastal Authority? If so to whom? 38 Preferred Communications with Reporting Ship: Appropriate Coast Radio Station/HF/MF/VHF/INMARSAT IDS (Plus Ocean Region Code)/MMSI 39 Action Taken by the Authorities: 40 Number of Crew/Nationality: 41 Please Attach with this Report – A Brief Description/Full Report/Master – Crew Statement of the Attack/Photographs taken if any. 42 Details of Self Protection Measures. 63ANNEX E MSCHOA Vessel Movement Registration Form The form ‘Register a Vessel’s Movements’ is reproduced below from the MSCHOA website. The following is to be noted: � The MSCHOA website should always be consulted to ensure that the most up to date version of the form is being used. � Registration is required within the area bounded by 78°E, 10°S, 23°N and Suez. � The form may be completed online by ship operators, (or Masters where vessels have internet access), but note that registration with the MSCHOA website is required before the form can be completed. � MSCHOA will also accept faxed forms, and forms by email. Again ship operators should ensure that they and/or their vessels are in receipt of the latest version of the form. � All fields with an asterisk (*) are obligatory. Vessel’s Details Ship Name * Flag State * IMO Number * MMSI Number * Call Sign * Ship’s Master Primary E-Mail * Secondary E-Mail Ship contact number * Ship contact E-Mail * 64Owner name Operator name Operator address Operator telephone Operator E-Mail DPA name DPA telephone DPA E-Mail Movement Details Entry Point to High Risk Area * Entry Date/Time to High Risk (78°E/10°S/23°N/Suez/Port) Area * (DD/MM/YYYY) (HH) (MM) Exit Point from High Risk Area * Entry Date/Time to High Risk (78°E/10°S/23°N/Suez/Port) Area * (DD/MM/YYYY) (HH) (MM) Do you intend to transit the IRTC? ETA to IRTC (times are in UTC/ (Tick box if applicable) Zulu time) * Direction * (East/West) Do you intend to join a group Do you intend to join a National transit? Convoy? Which National Convoy are you joining? * (Chinese, Indian, Japanese, Korean, Russian, Turkish) Crew numbers and nationalities Draught Freeboard of lowest accessible Planned Transit Speed * deck in Metres(M) * 65Vessels Maximum Speed * Cargo (Crude Oil/Clean Oil/Arms/ Chemicals/ Gas/Passengers/Bulk Cargo/ Containers/Fishing/Ballast/ Others … Please Specify) Hazardous cargo Next Port of Call Last Port of Call Note: a. Items in italics only appear upon selection of prior options b. Items in square brackets are options in a drop-down list Movement Details AIS to be left on through GOA? AIS to be left on through HOA? Anti-piracy measures in place? Crew Briefing Extra Lookouts Fire Hoses Rigged Fire Pump Ready Barbed/Razor Wire Locked Doors External Communication Plan Outboard Ladders Stowed Citadel Dummies Posted Night Vision Optics Manned Engine Room CCTV Crew Drills Completed Unarmed Security Team onboard Armed Security Team onboard Helicopter winch area? Doctor onboard? Helicopter landing area? Weapons held onboard? Additional Measures Any other information which may assist counter-piracy? Note: Items in italics appear when the ‘Anti-piracy measure in place’ option is selected. 6667ANNEX F Additional Guidance for Vessels Engaged in Fishing The following guidance for vessels engaged in fishing has been provided by the following national fishing industry associations: OPAGAC – Organizacion de Productores Asociados de Grandes Atuneros Congeladores ANABAC – Asociacion Nacional de Armadores de Buques Atuneros Congeladores ADDITIONAL GUIDANCE FOR VESSELS ENGAGED IN FISHING, IN THE GULF OF ADEN AND OFF THE COAST OF SOMALIA I. RECOMMENDATIONS TO VESSELS IN FISHING ZONES 1. Non-Somali fishing vessels should avoid operating or transiting within 200 nm of the coast of Somalia, irrespective of whether or not they have been issued with licences to do so. 2. Do not start fishing operations when the radar indicates the presence of unidentified boats. 3. If polyester skiffs of a type typically used by pirates are sighted, move away from them at full speed, sailing into the wind and sea to make their navigation more difficult. 4. Avoid stopping at night, be alert and maintain bridge, deck and engine-room watch. 685. During fishing operations, when the vessel is more vulnerable, be alert and maintain radar watch in order to give maximum notice to the Authorities if an attack is in progress. 6. While navigating at night, use only the mandatory navigation and safety lights so as to prevent the glow of lighting attracting pirates, who sometimes are in boats without radar and are just lurking around. 7. While the vessel is drifting while fishing at night, keep guard at the bridge on deck and in the engine-room. Use only mandatory navigation and safety lights. 8. The engine must be ready for an immediate start-up. 9. Keep away from unidentified ships. 10. Use VHF as little as possible to avoid being heard by pirates and to make location more difficult. 11. Activate the AIS when maritime patrol aircraft are operating in the area to facilitate identification and tracking. II. IDENTIFICATION 1. Managers are strongly recommended to register their fishing vessels with MSCHOA for the whole period of activity off the coast of Somalia. This should include communicating a full list of the crewmen on board and their vessels’ intentions, if possible. 2. Carry out training prior to passage or fishing operations in the area. 3. Whenever fishing vessels are equipped with VMS devices, their manager should provide MSCHOA with access to VMS data. 4. Fishing vessels should avoid sailing through areas where they have been informed that suspected pirate ‘Motherships’ have been identified and should use all means to detect, as soon as 69possible, any movement of large or small vessels that could be suspicious. 5. Fishing vessels should always identify themselves upon request from aircraft or ships from Operation ATALANTA or other international or national anti-piracy operation. 6. Military, merchant and fishing vessels should respond without delay to any identification request made by a fishing vessel being approached (to facilitate early action to make escape possible, especially if the vessel is fishing). III. IN CASE OF ATTACK 1. In case of an attack or sighting a suspicious craft, warn the Authorities (UKMTO and MSCHOA) and the rest of the fleet. 2. Communicate the contact details of the second Master of the vessel (who is on land) whose knowledge of the vessel could contribute to the success of a military intervention. Recommendations only for Purse Seiners 3. Evacuate all personnel from the deck and the crow’s nest. 4. If pirates have taken control of the vessel and the purse seine is spread out, encourage the pirates to allow the nets to be recovered. If recovery of the purse seine is allowed, follow the instructions for its stowage and explain the functioning of the gear to avoid misunderstanding. 70ANNEX G Additional Advice for Leisure Craft Including Yachts In view of the escalation in pirate attacks in the High Risk Area, the advice is NOT to enter this area. However a yacht/leisure craft which, despite this advice, decides on such a passage is recommended to make contact in advance with the Naval/Military authorities. See the MSCHOA (www.MSCHOA.com) and ISAF (International Sailing Federation) websites for the most up to date information on this process. There is also information on the NATO Shipping Centre website (www.shipping.nato.int.) ISAF Cruising microsite - www.sailing.org/cruising. 71ANNEX H Supporting Organisations i. BMP4 Signatories TIIM RE A M • • LC AO NU ON IC TI AL N R • E T N I T H • E D• N A B A L • T I C BIMCO BIMCO is an independent international shipping association, with a membership composed of ship owners, managers, brokers, agents and many other stakeholders with vested interests in the shipping industry. The association acts on behalf of its global membership to promote higher standards and greater harmony in regulatory matters. It is a catalyst for the development and promotion of fair and equitable international shipping policy BIMCO is accredited as a Non-Governmental Organisation (NGO) holds observer status with a number of United Nations organs and is in close dialogue with maritime administrations regulatory institutions and other stakeholders within the EU the USA and Asia. The association provides one of the most comprehensive sources of practical shipping information and a broad range of advisory and consulting services to its members. www.bimco.org Cruise Lines International Association Cruise Lines International Association (CLIA) is the world’s largest cruise association and is comprised of 25 of the world’s major cruise lines. CLIA participates in the international regulatory and policy development process and promotes all measures that foster a safe, secure and healthy cruise ship environment. CLIA actively monitors international shipping policy and develops recommendations to its membership. CLIA serves as a non- governmental consultative organization to the International Maritime Organization. www.cruising.org 72International Chamber of Shipping The International Chamber of Shipping (ICS) is the international trade association for merchant ship operators. ICS represents the collective views of the international industry from different nations, sectors and trades. ICS membership comprises national shipowners’ associations representing over 75% of the world’s merchant fleet. A major focus of ICS activity is the International Maritime Organization (IMO) the United Nations agency with responsibility for the safety of life at sea and the protection of the marine environment. ICS is heavily involved in a wide variety of areas including any technical, legal and operational matters affecting merchant ships. ICS is unique in that it represents the global interests of all the different trades in the industry: bulk carrier operators, tanker operators, passenger ship operators and container liner trades, including shipowners and third party ship managers. www.marisec.org IGP&I. (The International Group of P&I Clubs) The thirteen principal underwriting member clubs of the International Group of P&I Clubs (‘the Group’) between them provide liability cover (protection and indemnity) for approximately 90% of the world’s ocean-going tonnage. Each Group club is an independent, non-profit making mutual insurance association, providing cover for its ship-owner and charterer members against third party liabilities relating to the use and operation of ships. Each club is controlled by its members through a board of directors or committee elected from the membership Clubs cover a wide range of liabilities including personal injury to crew, passengers and others on board, cargo loss and damage, oil pollution, wreck removal and dock damage. Clubs also provide a wide range of services to their members on claims, legal issues and loss prevention, and often play a leading role in the management of casualties. www.igpandi.org 73IMB ICC International Maritime Bureau The main objective of the International Maritime Bureau’s Piracy Reporting Centre (PRC) is to be the first point of contact for the shipmaster to report an actual or attempted attack or even suspicious movements thus initiating the process of response. The PRC raises awareness within the shipping industry, which includes the shipmaster, ship-owner, insurance companies, traders, etc, of the areas of high risk associated with piratical attacks or specific ports and anchorages associated with armed robberies on board ships. They work closely with various governments and law enforcement agencies, and are involved in information sharing in an attempt to reduce and ultimately eradicate piracy. www.icc-ccs.org/piracy-reporting-centre International Maritime Employers’ Committee Ltd (IMEC) IMEC IMEC is the only international employers’ organisation dedicated to maritime industrial relations, with offices in London and Manila, and a membership of over 140 of some of the world’s largest ship owners and managers, covering some 7,500 ships and 185,000 seafarers. Many of these ships/seafarers are covered by IBF agreements, which IMEC, as a founder member of the Joint Negotiating Group, negotiates on behalf of the membership. IMEC also invests heavily in training, with, amongst other projects, Cadet programs being managed in-house for over 800 future Officers, who are provided free of charge to the membership. www.imec.org.uk 74INTERCARGO INTERCARGO is the short name for the International Association of Dry Cargo Ship-owners. Since 1980, it has represented the interests of owners, operators and managers of dry cargo shipping and works closely with the other international associations to promote a safe, high quality, efficient and profitable industry. www.intercargo.org InterManager InterManager InterManager is the international trade association for the shipmanagement industry. InterManager’s members are in-house or third party ship managers, crew managers or related organisations or businesses from throughout the shipping industry. Collectively InterManager members are involved in the management of more than 4,370 ships and responsible for some 250,000 seafarers. InterManager is the only organisation exclusively dedicated to representing the shipmanagement industry. It is a recognised and well-respected organisation which represents its members at international level, lobbying on their behalf to ensure their views and needs are taken into account within the world-wide maritime industry. InterManager is committed to improving transparency and governance in the shipping world and ensuring high standards are maintained throughout the shipmanagement sector. www.intermanager.org 75INTERTANKO INTERTANKO is the International Association of Independent Tanker Owners INTERTANKO has been the voice of independent tanker owners since 1970, ensuring that the oil that keeps the world turning is shipped safely, responsibly and competitively. Membership is open to independent tanker owners and operators of oil and chemical tankers, i.e. non-oil companies and non-state controlled tanker owners, who fulfil the Association’s membership criteria. Independent owners operate some 75% of the world’s tanker fleet and the vast majority are INTERTANKO members. As of January 2011, the organisation had 250 members, whose combined fleet comprises some 3,050 tankers totalling 285 million dwt. INTERTANKO’s associate membership stands at some 320 companies with an interest in shipping of oil and chemicals. www.intertanko.com INTERNATIONAL SHIPPING FEDERATION The International Shipping Federation (ISF) is the principal international employers’ organisation for the shipping industry, representing all sectors and trades. ISF membership comprises national shipowners’ associations whose member shipping companies together operate 75% of the world’s merchant tonnage and employ a commensurate proportion of the world’s 1.25 million seafarers. Established in 1909, ISF is concerned with all labour affairs, manpower and training, and seafarers’ health and welfare issues that may have an impact on international shipping. www.marisec.org 76ITF (International Transport Workers Federation) ITF (International Transport Workers Federation) The International Transport Workers’ Federation (ITF) is an international trade union federation of transport workers’ unions. Any independent trade union with members in the transport industry is eligible for membership of the ITF. The ITF has been helping seafarers since 1896 and today represents the interests of seafarers worldwide, of whom over 600,000 are members of ITF affiliated unions. The ITF is working to improve conditions for seafarers of all nationalities and to ensure adequate regulation of the shipping industry to protect the interests and rights of the workers. The ITF helps crews regardless of their nationality or the flag of their ship. www.itfseafarers.org www.itfglobal.org The International Parcel Tankers Association The International Parcel Tankers Association was formed in 1987 to represent the interests of the specialised chemical/parcel tanker fleet and has since developed into an established representative body for ship owners operating IMO classified chemical/parcel tankers, being recognised as a focal point through which regulatory authorities and trade organisations may liaise with such owners. IPTA was granted consultative status as a Non-Governmental Organisation to the International Maritime Organization (IMO) in 1997 and is wholly supportive of the IMO as the only body to introduce and monitor compliance with international maritime legislation. www.ipta.org.uk 77JHC (Joint Hull Committee) The Joint Hull Committee (JHC) was founded in 1910 and comprises underwriting representatives from both Lloyd’s syndicates and the IUA company market. It discusses all matters connected with hull insurance, and represents the interests of those writing marine hull business within the London market. It liaises widely with the broad maritime sector. The JHC, from time to time, issues circulars to the market which are of relevance to the hull underwriting community and these may include new model wordings, information about developments in shipping, and notices of briefings. Joint War Committee JWC (Joint War Committee) The Joint War Committee (JWC) comprises underwriting representatives from both Lloyd’s syndicates and the IUA company market. It discusses all matters connected with hull war insurance, and represents the interests of those writing marine hull war business within the London market. JWC takes advice from independent security advisers and from time to time, issues updates to its published Listed Areas. These are the areas of perceived enhanced risk for those writing the range of perils insured in the war market where coverage may be arranged against the risks of confiscation, derelict weapons, piracy, strikes, terrorism and war. 78Oil Companies International Marine Forum (OCIMF) The Oil Companies International Marine Forum (OCIMF) is a voluntary association of oil companies having an interest in the shipment and terminalling of crude oil and oil products. Our mission is to be the foremost authority on the safe and environmentally responsible operation of oil tankers, terminals and offshore support vessels, promoting continuous improvement in standards of design and operation. www.ocimf.org SIGTTO (The Society of International Gas Tanker and Terminal Operators) was established in 1979 to encourage safe and responsible operation of liquefied gas tankers and marine terminals handling liquefied gas, to develop advice and guidance for best industry practice among its members and to promote criteria for best practice to all who either have responsibilities for, or an interest in, the continuing safety of gas tankers and terminals. The Society is registered as a ‘not for profit’ entity in Bermuda and is owned by its members who are predominately the owners of assets in the LPG/ LNG ship and terminal business. The Society has observer status at the IMO. www.sigtto.org 79The Mission to Seafarers The Mission to Seafarers offers emergency assistance, practical support, and a friendly welcome to crews visiting 230 ports around the world. Whether caring for victims of piracy or providing a lifeline to those stranded in foreign ports, we are there for the globe’s 1.2 million merchant seafarers of all ranks, nationalities and beliefs. www.missiontoseafarers.org The World Shipping Council (WSC) The World Shipping Council (WSC) ) is the trade association that represents the international liner shipping industry. WSC’s member lines operate containerships, roll-on/roll-off, and car carrier vessels that account for approximately 90 percent of the global liner vessel capacity. Collectively, these services transport about 60 percent of the value of global seaborne trade, or more than US$ 4 trillion worth of goods annually. The World Shipping Council’s goal is to provide a coordinated voice for the liner shipping industry in its work with policymakers and other industry groups to develop actionable solutions for some of the world’s most challenging transportation problems. WSC serves as a non-governmental organization at the International Maritime Organization (IMO). www.worldshipping.org 80ii. Naval/Military Forces/Law Enforcement Organisations supporting BMP4 Combined Maritime Forces (CMF) Combined Maritime Forces is a 25 nation coalition committed to ensuring regional security. CMF operates in accordance with international law and relevant United Nations Security Council Resolutions and is supported by three distinct missions. Combined Task Force (CTF) 150 operates in the Red Sea, Gulf of Aden, Indian Ocean, Arabian Sea and the Gulf of Oman conducting Maritime Security Operations. CTF 151 operates in the Gulf of Aden and Somali Basin and the Indian Ocean to deter, disrupt and suppress piracy, protecting the safe passage of maritime vessels of any nationality. CTF 152 operates in the Arabian Gulf conducting maritime security operations in conjunction with Gulf Cooperation Council (GCC) partners in order to prevent destabilizing activities. www.cusnc.navy.mil/cmf/cmf_command.html EU NAVFOR (The European Union Naval Force) EUNAVFOR is the main coordinating authority which operates the Maritime Security Centre (Horn of Africa). Operation Atalanta includes the deployment of a major EU Naval Task Group into the region to improve maritime security off the Somali coast. Additionally the mission also encompasses a broad range of liaison, both regionally and with industry, to help establish best practices and to disseminate information through its 24/7 manned Maritime Security Centre-Horn of Africa (MSC-HOA) and through the website www.mschoa.org 81INTERPOL INTERPOL is the world’s largest international police organization, with 188 member countries. Created in 1923, it facilitates cross-border police co-operation, and supports and assists all organizations, authorities and services whose mission is to prevent or combat international crime. INTERPOL’s Maritime task Force (MPTF) was set up in January 2010 to co-ordinate the Organization’s international response to the maritime piracy threat in its various facets by: � Improving the global collection, preservation, analysis and dissemination of piracy-related evidence and intelligence in aid of criminal investigations and prosecutions by its member countries; and � Developing police and judicial investigative and prosecution capabilities in Eastern Africa in partnership with key international actors and donors. www.interpol.int 82MARLO The U.S. Navy Maritime Liaison Office The Maritime Liaison Office (MARLO) mission is to facilitate the exchange of information between the United States Navy, Combined Maritime Forces, and the commercial maritime community in the United States Central Command’s (CENTCOM) Area of Responsibility. MARLO operates as a conduit for information focused on the safety and security of shipping and is committed to assisting all members of the commercial maritime community. To help combat piracy, MARLO serves as a secondary emergency point of contact for mariners in distress (after UKMTO) and also disseminates transit guidance to the maritime industry. MARLO disseminates guidance to merchant shippers via briefings, website, email, and duty phone concerning Naval Exercises, Boardings, Aids to Navigation, Environmental Issues, MEDEVAC Assistance, Security and Augments, Regional Search and Rescue Centres. Maritime Security Centre Horn of Africa (MSCHOA) The Maritime Security Centre – Horn of Africa (MSCHOA) aims to provide a service to mariners in the Gulf of Aden, the Somali Basin and off the Horn of Africa. It is a Coordination Centre dedicated to safeguarding legitimate freedom of navigation in the light of increasing risks of pirate attack against merchant shipping in the region, in support of the UN Security Council’s Resolutions (UNSCR) 1814, 1816 and 1838. Through close dialogue with shipping companies, masters and other interested parties, MSCHOA will build up a picture of vulnerable shipping in these waters and their approaches. The Centre, which is manned by military and merchant navy personnel from several countries, will then coordinate with a range of military forces operating in the region to provide support and protection to mariners. There is a clear need to protect ships and their crews from illegitimate and dangerous attacks, safeguarding a key global trade route. www.mschoa.org 83NATO Shipping Centre (NSC) NATO Shipping Centre (NSC) provides the commercial link with NATO’s Maritime Forces. The NSC is NATO’s primary point of contact with the maritime community and is used by NATO as the tool for communicating and coordinating initiatives and efforts with other military actors (most notably UK MTO, MSCHOA and MARLO) as well as directly with the maritime community, and thereby supporting the overall efforts to reduce the incidence of piracy. www.shipping.nato.int Operation Ocean Shield Operation Ocean Shield is NATO’s contribution to international efforts to combat piracy off the Horn of Africa. The operation develops a distinctive NATO role based on the broad strength of the Alliance by adopting a more comprehensive approach to counter-piracy efforts. NATO’s counter piracy efforts focus on at- sea counter-piracy operations, support to the maritime community to take actions to reduce incidence of piracy, as well as regional -state counter-piracy capacity building. The operation is designed to complement the efforts of existing international organisations and forces operating in the area. 84UKMTO The UK Maritime Trade Operations (UKMTO) office in Dubai acts as the primary point of contact for merchant vessels and liaison with military forces in the region. UKMTO also administers the Voluntary Reporting Scheme, under which merchant vessels are encouraged to send regular reports, providing their position/course/ speed and ETA at their next port while transiting the region bound by Suez, 78°E and 10°S. UKMTO subsequently tracks vessels and the positional information is passed to CMF and EU headquarters. Emerging and relevant information affecting commercial traffic can then be passed directly to ships, rather than by company offices, improving responsiveness to any incident and saving time. For further information or to join the Voluntary Reporting Scheme, please contact UKMTO or MSCHOA Email: ukmto@eim.ae 85Reproduced by permission of the Controller of Her Majesty’s Stationery Office and the UK Hydrographic Office (www.UKHO.gov.uk) © Crown CopyrightBest Management Practices for Protection against Somalia Based Piracy InterManager WORLPDA RSTHNIEPRPSI NING T RCAODEUNCILIN CASE OF PIRACY ATTACK Report the following information: DISTRESS CALL 1. Vessel NAME ──── 2. Date & Time of Incident 3. Position VHF CH 16 4. Course 5. Number of Persons Onboard ──── 6. Contact Details (Cell-Phone, INMARSAT, VHF) +912222614646, 7. Vessel DESCRIPTION (i.e. Colour, markings) 8. Type of Incident (Suspicious Approach, Attack) +912222610606 9. Number of Pirates DG(S)Commcentre 10. Pirate Weapons & Equipment (i.e. Guns, RPG, Ladders) ──── 11. Pirate Craft Used (i.e. Type, number) 12. Owner Contact Details (Name, Phone, Email) +91 22 24388065 +91 22 24316558 24 Hour ANTI-PIRACY SUPPORT  DG(S) COMMCENTRE, DIRECTORATE GENERAL OF MRCC Mumbai SHIPPING o Tel: +91 22 22614646, +91 22 22610606 ──── o Fax: +91 22 22613636 o Email: dgcommcentre-dgs@nic.in +253 21 35 62 98  MRCC Mumbai DJIBOUTI – CG o Tel: +91 22 24388065, +91 22 24316558 o Fax: +91 22 24316558 ──── o Email: indsar@vsnl.net +968 24 71 48 88  EU MARITIME SECURITY CENTRE o (MSCHOA): +44 (0) 1923 958545 OMAN – ROPCG o www.mschoa.org ──── o postmaster@mschoa.org  US MARITIME LIAISON OFFICE BAHRAIN (MARLO) +967 134 46 71 o +973 3940 1395 YEMEN - REMISC o www.cusnc.navy.mil/marlo/ o marlo.bahrain@me.navy.mil  UK MARITIME TRADE OPERATIONS o (UKMTO): +971 50 552 3215 o ukmto@eim.ae DG(S)Commcentre  NATO SHIPPING CENTRE (NSC): +44 (0) 1923 956574 (24 Hours) o www.shipping.nato.int o info@shipping.nato.int Tel: +912222614646, +912222610606  INTERNATIONAL MARITIME BUREAU Fax: o (IMB): +60 3 2031 0014 +912222613636 Email: o www.icc-ccs.org dgcommcentre-dgs@nic.in o piracy@icc-ccs.org 13. Next Port of Call ANNEXURE -VII