ADDITIONAL INFORMATION FOR MARINERS SOURCE: UKHO 1619(T) GULF OF ADEN — — Recommended route. Source: UKHO Owing to pirate activities in the region, an Internationally Recommended Transit Corridor (IRTC) has been established through the Gulf of Aden. The corridor consists of Eastbound and Westbound lanes, both five nautical miles wide and separated by a two nautical mile wide buffer zone. The lanes are defined as follows: Eastbound lane (orientated along a straight line course of 072°). Entry to this lane should be made at Point A (11° 50' .00N. , 45° 00' .00E. ). Northern limit between: 11° 53' .00N. , 45° 00' .00E. and 14° 23' .00N. , 53° 00' .00E. Southern limit between: 11° 48' .00N. , 45° 00' .00E. and 14° 18' .00N. , 53° 00' .00E. Westbound lane (orientated along a straight line course of 252°). Entry to this lane should be made at Point B (14° 28' .00N. , 53° 00' .00E. ). Northern limit between: 14° 30' .00N. , 53° 00' .00E. and 12° 00' .00N. , 45° 00' .00E. Southern limit between: 14° 25' .00N. , 53° 00' .00E. and 11° 55' .00N. , 45° 00' .00E. VOLUNTARY REPORTING REQUIREMENTS. Merchant vessel voluntary reporting schemes are established to increase security, provide anti-piracy support and to maintain the freedom of navigation to all vessels in the Indian Ocean, Arabian Sea, Gulf of Aden and the Red Sea. The limits are: Northern limit: 30° 00' .0N. (Gulf of Suez) Southern limit: 10° 00' .0S. Western limit: East African coast Eastern limit: 78° 00' .0E. Merchant vessels operating in these areas are strongly encouraged to liaise, as detailed below, with the authorities as any vessel, owner, operator, or manager choosing not to report may delay any military assistance in the event of an incident. The schemes are free to participate in and vessels of any flag or ownership are invited to take part. All information is treated in strict commercial confidence and only used within military circles. *Initial Reports Upon entering the voluntary reporting area, or leaving a port within the region, the recommended voluntary reporting requirements are as follows: a) Initial report to UKMTO Dubai (e-mail or fax). b) Additionally, if planning to transit the Gulf of Aden or navigate within the area bounded by the African coast, 12°N, 58°E & 10°S, register vessel movement with MSC-HOA (online, e-mail or fax). *Position, Course & Speed Reporting After transmitting the initial report to UKMTO Dubai and MSC-HOA (as applicable) vessels are encouraged to report their noon position, course, speed, estimated and actual arrival times to UKMTO Dubai whilst operating in the region. Vessels are also encouraged to increase the frequency of such reports when navigating in known high risk areas and further report upon passing Point A and Point B in the Gulf of Aden. *CONTACTS AND SOURCES OF INFORMATION PRIMARY EMERGENCY CONTACT UKMTO (United Kingdom Maritime Trade Operations) email: UKMTO@eim.ae Tel: +971 50 552 3215 Fax: +971 4 309 4254 SECONDARY CONTACTS MSC-HOA (Maritime Security Centre - Horn of Africa) email: postmaster@mschoa.org Tel: +44 (0) 1923 958545 Fax: +44 (0) 1923 958520 Website: www.mschoa.org NATO Shipping Centre Tel: +44 (0) 1923 956574 Fax: +44 (0) 1923 956575 email: info@shipping.nato.int Website: www.shipping.nato.int MARLO - Bahrain (Maritime Liaison Office - Bahrain) email: marlo.bahrain@me.navy.mil Tel: +973 1785 3925 Cell: +973 3940 1395 Website: www.cusac.navy.mil/marlo IMB Piracy Reporting Centre email: piracy@icc-ccs.org email: imbkl@icc-ccs.org Tel: +60 3 2031 0014 (24 hour Anti-Piracy Helpline) Fax: +60 3 2078 5769 Telex: MA34199 IMBPCI Website: www.icc-ccs.org NAVIGATION IN OR NEAR HIGH RISK AREA(S) Any decision to navigate in areas where the vessel's security may be threatened requires careful consideration and detailed planning to best ensure the safety of the vessel and crew. The following outlines some of the key aspects involved in such planning: Gather up-to-date information regarding the current security situation in the region and conduct a risk assessment. Identify current high risk/piracy area(s) and assess whether it is possible or practicable to avoid these area(s). Conduct onboard security briefing or training exercise. Based on the risk assessment and Ship Security Plan, make necessary precautions in line with industry and company guidance. Consider any additional security measures. Establish either a secure internal "Safe Muster Point" or a "Citadel", (see guideline notes below regarding these terms). Consult and strongly consider industry and company routeing recommendations. Plan to transit high risk area(s) during hours of darkness. Plan to transit high risk area(s) at maximum sea speed. Increase bridge lookouts and radar watches. Define AIS policy. Plan to increase readiness and redundancy by running additional auxiliary machinery, including generators and steering motors. Secure and control access to bridge, engine room, steering gear room and accommodation spaces. Minimise external communications to essential safety and secure related communications. On entering high risk area(s) adopt Security Level 2 (as defined by ISPS Code) as a minimum. *SAFE MUSTER POINT GUIDELINES A Safe Muster Point is a designated area chosen to provide maximum physical protection to the crew. In the event of a pirate attack, those members of the crew not required on the bridge or MCR will muster. A Safe Muster Point is a short-term haven. *CITADEL GUIDANCE This text has been agreed by CMF, EUNAVFOR, NATO, UKMTO and the industry organisation signatories of BMP3. If CITADELS are to be employed, it is strongly recommended that they must be seen as complementary to, rather than a replacement for, all other self-protection measures set out in BMP3. It is the responsibility of owners, operators and MASTERS to decide and implement their policy in relation to the use of citadels. The most effective counter-piracy tactic is to ensure through passive defensive measures that the pirates do not board the ship in the first place. CITADELS have become a focus of discussion as a result of their successful use on recent occasions. However, there has been a mis-perception on the part of some in the Shipping Industry that the occupation of CITADELS will result in a military response to release the sea-farers. As a consequence of this mis-perception, EUNAVFOR MSCHOA, in discussion and with support from industry organisations, has decided to issue some further guidance and advice relating to these expectations. The use of a CITADEL DOES NOT guarantee a military response. Before owners, operators and Masters commit to a policy that recommends the use of a citadel, it is important to understand the criteria that military forces will apply before a boarding to free the ship can be considered: 100% of the crew must be secured in the CITADEL. The Crew of the ship must have self-contained, independent, 2-way external communications. Sole reliance on VHF communications is insufficient. The pirates must be denied access to propulsion. The following points should also be taken into consideration when preparing CITADELS: All emergency equipment in the CITADEL should be fully and regularly tested for functionality. The communications system should have a power supply for a minimum of 3 days, based on a continuous open line. A full list of emergency contact numbers including UKMTO should be held inside the CITADEL. At least 3 days of food and water provisions for all the crew should be available in the CITADEL. Medical supplies, including medication for the treatment of physical trauma, and sanitation should be made available. ATTACK IMMINENT Activate Ship Security Alert System (SSAS). Maintain maximum sustainable speed. Consider evasive manoeuvres (short cycle zig-zags) while maintaining maximum speed. Manoeuvre to remove any lee from either side of the vessel (sea state dependent). Activate fire pumps to use fire hoses and/or monitors to cover areas of the vessel vulnerable to boarding. Employ any other (non-lethal) defensive measures. If AIS has been switched off, ensure it is switched on and operating on highest power setting. Sound crew piracy alert and muster persons at either their designated Safe Muster Point or Citadel in accordance with the ship's security plan. Conduct a roll call to ensure that all crew members are accounted for. *PIRATES ON BOARD Try to stay calm. Before pirates gain access to the bridge, inform UKMTO by telephone and, if time permits, the company. Stay together as far as it is practicable to do so. Any crew member not on bridge or within the Citadel to remain in constant communication with bridge or Citadel. Offer no resistance. Co-operate with pirates. Leave any CCTV equipment running. If the Ship Security Plan involves the evacuation of all persons to the Citadel, ensure that the main engine is stopped, the vessel has adequate sea room to drift and the Citadel space is properly secured. DO NOT use firearms, even if available. DO NOT make any sudden movements around pirates. DO NOT use flash photography. DO NOT use flares or other pyrotechnics as weapons. FURTHER INFORMATION Further information and guidance can be obtained from the following organisations, websites and publications: UKMTO Dubai, MSC-HOA, MARLO or the IMB-PRC. Best Management Practice (BMP) Guidelines. Oil Companies International Marine Forum (OCIMF) Publication 'Piracy - The East Africa/Somalia Situation'. IMO Marine Safety Committee (MSC) Circular(s). UKHO Annual Summary of Notice to Mariners. Admiralty List of Radio Signals (ALRS) Volumes 1 & 6. Relevant Navigational Warnings and EGC SafetyNet broadcast. ANTI-PIRACY PLANNING CHART For more information, refer also to chart Q6099 (Anti-Piracy Planning Chart, Red Sea, Gulf of Aden and Arabian Sea), published 16 Sept 2010. * Indicates new or revised entry. (All positions are referred to WGS84 Datum). Former Notice 4726(T)/10 is cancelled.