Combating Piracy “Best Management Practices” What an Owner Needs to Know Marseq Conference 26th January 2010 Tim Wilkins Regional Manager Asia-Pacific INTERTANKO Overview of Best Management Practices - What an owner needs to know, but mainly, what teh owner SHOULD be DOING - What are the priorities within teh BMP in terms of Self-Protective Measures (SPMs)

Some Facts you Should Know 9 ships and 229 hostages are currently being held by pirates The Average Successful Piracy attack takes 11 minutes - So “Detract, Deter, Delay” every minute really does count All 14 ships that have been hijacked (July until December 2009) were not reporting to UKMTO and/or registering with MSCHOA. 8 attacks taken place in IRTC since August 2009 out of 10,000 transits.  All 8 vessels hijacked had deficiencies regarding BMP and application of SPM’s The operating range is increasing to 1200nm offshore. Migrant smugglers are cooperating with pirates. More dhows are being used as mother ships. This information was taken from the recent SHADE meeting and is provided to paint a picture of the current situation Bullet ‘2’ is key for this presentation: - A risk assessment is essential - Identifying what other measures should be undertaken - Preparation and pre-planning; cannot just implement the BMP and a set of SPM overnight e.g. sourcing requirements such as razor wire, steel plates etc. - Training and alertness of the crew Deficiencies in the BMP implemented - Placement of the razor wire - Transiting the IRTC alone, i.e. at different times to the specified group transits (8hours late!) or even turning up early and waiting, adrift 1200nm – means BMPs need to be in place earlier. Pirates are also likely to be more desperate further off-shore

OCIMF/INTERTANKO/SIGTTO Booklet Free booklet Circa 24,000 issued All INTERTANKO members vessels have copies Take heed of the recommendations

Industry - Best Management Practices BMP2 – Supported by industry: INTERTANKO OCIMF ICS BIMCO SIGTTO INTERCARGO CLIA Joint War Committee Joint Hull Committee IMB IUMI ITF Also supported by MSCHOA UKMTO-Dubai MARLO Take heed of the recommendations Update in 2010 Feedback always welcome - What is not there - What is not working, what is working etc.

What you need to Know Surprisingly some 19% of all ships in the reporting area are “NOT” registered with MSCHOA; reporting to UKMTO or using BMP as they should. Be under no illusion Ships which are not registered with MSCHOA; Ships which are not reporting to UKMTO; Ships which are not employing SPM’s: “Are very Likely to be Hijacked” 80% of attacks are thwarted by self protective measures So… Register with MSCHOA ! Report Regular Positions to UKMTO! Assess & integrate the BMP! Employ your SMP ! Final four points to go into more detail.

Register with MSCHOA Complete MSCHOA Vessel Movement Form - If MSCHOA don’t know your intentions they cant assist you or assess your vulnerability ! MSCHOA is the planning & Coordination authority for EU Forces in GoA & Somalia Merchant Navy Liaison Officers Based at MSCHOA For example, they will advise that a vessel is arriving too early or too late and make communication with the Master.

Report to UKMTO Voluntary reporting area between Suez, 78 East and 10 South – Use It. Enables an accurate picture of shipping in the region UKMTO require regular updates on the position and intended movements of ships - If UKMTO don’t know where you are they cant help you ! UKMTO is the First Point of Contact for Ships in the Region if under attack - (The Masters 999 Call) Day-to Day interface between Masters and the Military is provided by UKMTO UKMTO Talk to the ships directly and liaise directly with MSCHOA All Piracy incidents should initially be reported to UKMTO Reasons to report are provided. Reporting to the UKMTO as a first point of contact is the best option as this is the only option that may elicit a response. UKMTO will advise other bodies / interested parties, including other shipping in the area.

Self Protection Measures Self Protection Measures are not limited to the physical mechanisms employed onboard, but also include: Procedures – Best Management Practices Company risk assessment / pre-planning Manoeuvring Crew (Vigilance) Physical deterrents in place Inherent - type / design / size / speed etc. Vessel Protection Detachments Communications – Reports – Alerts Weather Note that this is no simply a hard-ware issue, i.e. not all about razor wire!

Baffle plates Water curtains Ballast water exchange Voltage sign – not on tankers but no objection to using the sign as an SPM!

Training Very important aspect Ensure officers & Crew have regular drills and training prior to entry into area of risk: Well trained crews: respond better react quicker have more confidence

Anti-Piracy Chart Q6099 Place it onboard your Ships Ensure it is part of the vessels Chart Folio System Plotting Capabilities Relevant Information & Guidance Weather Guidance is provided via MSCHOA web site Was initially foc but now around GBP15.00. Every vessel should have one by now.

Manoeuvring Increase to max speed Narrow weave. Avoid loss of speed Avoid providing a lee Maximise bow-wave, and wake Monitor vulnerable areas for attack Advocating small use of the helm. Practice these manoeuvres. What is the best speed, what are the best manoeuvres. Do not let the attack be the time for a practice. Know your ships handling and response characteristics now do not wait until attacked to practice!

Very Important to understand the differences & pre-planning essential Safe Muster Point? Very Important to understand the differences & pre-planning essential Safe Muster Point Guidelines: A Safe Muster Point is a designated area sufficiently inboard within the superstructure (preferably double bulkhead protection) able to withstand small arms and RPG fire where; a/ in the event of an attack, non essential crew or passengers may safely muster, or b/ in the event of imminent boarding by pirates, all remaining crew can also muster, preferably seated with their hands in clear view. Discussion revolving around safe muster points and citadels. Not necessarily recommending either on or the other. Simply explaining what the two options are and why they are very different. Safe muster point – there is no attempt to lock oneself in. Non essential crew and passengers to muster. Doors open situation.

Or Citadel…..? Citadel Guidelines: A Citadel is a designated pre-planned area specifically built into the ship where; in the event of imminent boarding by pirates, all crew will seek refuge and protection with the objective of preventing the pirates from gaining control of the vessel. Such a space would probably have, but not be limited to: command and control capability of the vessel, its own self-contained air-conditioning; emergency rations; water; supply; good external communications; emergency shut down capability for the main and auxiliary engines; and remotely operated TV cameras. Owners/Managers should be aware that unless all passengers/crew are securely locked in the Citadel, the advantage of the Citadel concept will be lost, as persons left outside may be used as hostages. In the 80s the accommodation block was used as the citadel as there was access to steering, external communications etc. Now this is not the case as citadel needs to be a place within a place due to increased fire power of the pirates.

Group Transit - Compliance All ships that register with MSCHOA are entered onto a Vulnerable Shipping List every day at MSCHOA. The MNLO unit tracks all transit vessels whose ETA’s are not consistent with the group timings and emails them directly to advise them to adjust ETA at the IRTC, or to advise their transit intentions MSCHOA advise all ships Masters via email and by tel. of the other ships accompanying them both Eastbound and Westbound in their group All of this policing is vital – provides reassurance of situational surveillance - Vulnerability is assessed daily - MLNO will be in contact with the vessel - Vessel is also free to contact MSCHOA for advise and guidance if need be

Increasing the Risk No or Limited SPM Not Reporting to UKMTO Communication Plan Not Registered with MSCHOA Not Reporting to UKMTO Vessel Isolation Low Free Board INCREASED RISK Poor Training Slow Speed Poor Procedures Rather a negative spin. - On board maintenance – do this well in advance - Vessel isolation – trying to come through the IRTC without registering Onboard Maintenance Lack of Preparation No Risk Assessment Time of Transit

The current system Works and has Industry support Combating Piracy The current system Works and has Industry support Compliance with BMP IS Your Best form of Defence Feedback Always Welcomed