1  

 

 

Transiting off coasts of Somalia, the Arabian Sea, the Gulf of Aden and the Red Sea Premuda Company Policy

Updated: 30th June 2013

Index

1. Introduction 2. General Policy 3. Premuda Specific Requirements Appendix 1 – BMP4 (Best Management Practice 4) Appendix 2 – Notification ad Reporting System Appendix 3 – Mother Ships Appendix 4 – Guideline to fit razor wires Appendix 5 – Points to be considered as part of Risk Assessment Appendix 6 – Routing requirements in the Indian Ocean Appendix 7 – Monsoon Seasons

1. Introduction

Premuda is very concentrated in keeping under control the situation of piracy attacks in the Gulf of Aden and Indian Ocean which has, particularly during 2011 and 2012, in several cases, resulted in the vessels being attacked and their crew being taken hostage. The situation in the piracy areas is very dynamic and the risk of attack in an area changes very quickly.

The analysis of last months of piracy activity showed a consistent decrease of hostile actions starting from the second half of 2012. That is due to the increased activity of vigilance done by international Naval forces and by progress done in negotiating a solution to “Piracy matter” with Somali government.

Data provided by EuNavFor

In view of above the approach to transit in HRA has to be then evaluated in view of new situation, always keeping in mind that the priority for the Company is always to preserve the safety of crew. Then also considering the decreased level of activity, a high state of readiness and vigilance should be anyway maintained during HRA transits and the latest advice from MSCHOA on the extent of pirates activity always sought.

    

2  

High Risk Area

In any case, at present moment the borders of HRA are considered by Company corresponding to those defined by UKMTO as follows:

Northern limit

Suez in the Red Sea and Hormuz Strait

Southern limit

10°00´ S

Eastern limit

078°00’ E

Western limit

The East African coastline

CSO, and SSO on board of Vessels in High Risk Area, shall monitor the last attacks and the relevant locations via internet, at the specific Web pages (e.g. MSCHOA Google Map).

EXAMPLE The map to the right shows attacks and attempted attacks during 2012. It can be clearly seen that the in comparison to previous year attacks occurred in a more concentrated area. EXAMPLE The Map to the left shows attacks for the early 2013 (1st January to 30th June). It clearly show the drastically reduced activity of pirates in Arabian Gulf.

    

3  

The above Maps can be found updated on a daily basis at Marisk Website. The company made a subscription for the service. Details on Company access are provided to Masters by dedicated Working Instruction. The Map above will be also reviewed and analyzed on a regular basis by the CSO, when vessel are transiting the high risk area.

An updated Map shall be also kept in evidence on bridge, on board vessels transiting the High Risk Area.

2. General Policy

Premuda policy for transiting the High Risk Areas is to fully comply with vessels Ship Security Plan (SSP), approved by the vessel’s Flag Administration, and with most updated version of Best Management Practice.

Following main points are covering the Company Policy:

1. Operational

- All vessels transiting Aden or regularly operating within the Indian Ocean shall be equipped with razor wires;

- Any transit/voyage/passage will be considered and treated as separate case and specific and very accurate Risk Assessment will be carried out by the CSO either by use of AVRA Maritime (Bimco application) Risk analysis tool or by use of any equivalent tool capable of effectively assessing risks related to piracy (i.e Marisk Risk Assessment software), in cooperation with the Commercial/Operations Departments and – when deemed necessary – also involving Technical/Insurance Dept. It is therefore required to Chartering Dept. or to Charterers - in case the vessel is in T/C - to inform well in advance about the intended/planned voyage, and in any case before the full fixture is concluded, in order to avoid last minute problems.

- Usually, while transiting Aden, vessels are required to be escorted by a “Navy Convoy” . The use of group transit or the solo transit are to be considered a second option and will be eventually adopted only in case of an assessed trivial risk, in case of intolerable delay for the first navy convoy available or when armed guards are employed.

- In case risk will result more than low, Owners will evaluate - if the case - to assume, in addition to the above – the following controlling measure: to embark en route, or when transiting the critical zone, a guard team for protection of the crew

and to instruct/prepare the crew for the passage during the critical zone (the Company will evaluate for every single passage if the security team will be armed or unarmed according with the outcome of risk assessment and in compliance with applicable flag regulations. For Italian flagged vessels the Italian Navy “NMP – Nuclei Militari di Protezione” are to be employed as first option).

- It will be Master -and CSO- decision to make any deviation in order to mitigate the hazards. Deviation and route will be communicated to the Ops Dept. and Charterers; they could be modified time by time, also during the passage leg.

- For voyages bound and from Kenya and Tanzania, CSO and SSO – after a specific Risk Assessment - will decide whether to pass north or south Madagascar.

- BMP (Best Management Practice) will be kept in consideration, and applied as possible, by Master/SSO (see Appendix 1).

- If the risk will result to be high or very high, then GOA and Indian Ocean transits will not be granted. - Should any of the above procedures in any way conflict with those issued by the vessel’ Flag State or

the Coalition Forces, then the vessel MUST follow their instructions. The Master MUST advise the vessel’s CSO of any changes.

2. Insurance - For GOA or Indian Ocean transits, vessels must be covered with all possible insurances and

coverage, in addition to those already mandatory (AP for EWR), i.e: K&R, LOH, and all other insurances that Owners will reasonable require in order to protect vessels and Company. K&R minimum 6 million (or more, accordingly with the Risk Assessment);

    

4  

LOH minimum 60 days (daily rate decided by Chartering Dept.)

- Crew Bonus will be paid to the crew in accordance with the latest updated seamen contracts; - All the above costs and time will have to be on Charterers’ account. It will be Owners’ care to provide

in advance, if possible, any requested estimation.

3. Route (Ref. to Appendix 6)

- Premuda routing requirements are the result of a brain storm carried out in office involving Security, Operation and Chartering Depts.

- Premuda routing requirements for the Indian Ocean transit are explained in the Appendix 6 and must be followed in accordance with instructions of present policy, when elevate risk of piracy attack is observed. Any deviation shall be agreed by SSO and CSO.

- The route will be arranged at unquestionable judgment of the Master and approved by Premuda CSO and Ops Mgr and will be the most safe for the specific voyage, arranged and planned time by time;

- Speed to be assumed will be chosen by the Master, on Master’s absolute discretion and unquestionable judgment which will prevail on any CP provisions/Charterers’ instructions and will be arranged only to minimize the risk and the time spent in a dangerous area and/or to meet any convoy at the most safe and favorable time;

- Vessel will follow all Flag State requirements in terms of security (as procedures, tests and notifications) and, if required, will follow any indication regarding speed and route by the Flag or international navy ship in place;

- CSO’s will discuss routing with the Masters and provide them with the latest information however it must be reiterated that the final decision on safe navigation of the vessel rests with the Master.

The update chart BA Q6099: Anti- piracy planning chart Red Sea, Gulf of Aden and Arabian Sea is to be used in conjunction with Navigational Charts.

4. Chartering - BIMCO Piracy Clause should be inserted in all Charter Parties.

- Charterers should be notified to inform the Owners before any closure of negotiation that will involve the transit of the above mentioned risk areas in order to give the possibility to Owners to assess the risk for the specific voyage and give to Charterers the confirmation of possibility of employment or not or the estimated deviation.

The above, in order to avoid any problem or loss to the Charterers.

5. Crew Bonus

A bonus will be paid to crew during transits according with defined zones an amounts applicable in compliance with existing regulation.

    

5  

3. Premuda Specific Requirements

This section contains recommendations for minimum Self Protection Measures.

It is important that the vessel’s CSO is notified immediately, after reception of voyage orders which involves passage of the high risk areas and is provided with all relevant details.

This document is a summary of the latest guidance and recommendations.

Vessels shall follow the requirements in force of Flag Administration, SSP and Company Instructions related to GOA transit.

1. Risk Assessment on board (please ref. to Appendix 5)

Transiting a high risk piracy area can be considered a critical operation, thus it requires a formal risk assessment: as a consequence, Vessel should use such risk analysis when transiting high risky piracy areas.

The risk assessment is to be carried out in accordance with BMP guidance and the SSP.

Mariner is to be used for this purpose.

As a minimum, the risk analysis should include the assessment of:

. High risk areas to be transited;

. piracy statistics: number of attacks, affected areas, time of the year;

. weather;

. available naval protection;

. identification of a convoy is recommended: identify the convoy and advise Owners accordingly,

. vulnerability of ship;

. number and experience of personnel on board;

. amount of time likely to be spent within the piracy area;

. type of piracy prevailing: theft, Hijacking, terrorism,

. routing;

. passive security measure: a) BMP (Best Management Practice)

b) Training/Drills

c) communications /test

. additional security measures (if any) such as:

a) Armed or Unarmed team, according with flag rules and outcome of risk assessment. b) ship modifications c) boarding preventive measures d) additional measures e) citadel for crew

All the above, always complying to the vessel SSP present on board (approved by the Administration), suggestions and indications by the CSO.

RA should be exported to Company: copy of the RA should be forwarded to the Security Dept.

2. Speed

The vessel shall transit the High Risk Area at maximum speed. When transiting GOA using the International Recommended Transit Corridor (IRTC), the speed shall be adjusted according to the speed of the chosen Navy Convoy. If a vessel can proceed at 13 knots or greater, this substantially reduces risk. Zigzag should be last minute only.

    

6  

The Master MUST advise the vessel’s commercial operators on the variation in speed.

Vessels must not stop or drift in the High Risk Area except in an emergency or in coastal commercial port zones (i.e. Fujairah anchorage).

The foregoing does not override the Master’s authority to increase or decrease the vessel’s speed for the safety of life, vessel, environment etc. Pertinent records on the voyage MUST be maintained for the period the vessel is in the corridor/High Risk Area.

3. Freeboard

Freeboard greater that 8m reduces risk. Vessel will manage in order to have the highest freeboard as possible.

4. Routing (Ref. to Appendix 6)

It is the Company policy that each vessel transiting the Gulf of Aden MUST sail within the International Recommended Transit Corridor (IRTC), as established, and should join a navy convoy unless differently agreed between Master and CSO upon completion of a risk assessment with a very low risk final outcome.

The Master is to liaise with the CSO about the route to be followed in the Arabian Sea/Indian Ocean. Master will check the periodical notification received and - via internet - the latest information available on piracy activity (CSO will support with any additional information) and will factor this into the risk assessment. Should the route determined results in deviating from the standard route, then the Master MUST inform the Ops Dept. and Charterers.

5. Contingency

Any contingency and communications plans different  from SSP contents shall be developed and agreed with the CSO. 

Well before entering the high risk area, the Master/SSO shall hold a security meeting/briefing with all crewmembers and discuss the Ship’s Security Plan requirements, including piracy attacks, alarm signals and all clear signals and actions to be taken for each signal. 

The Master of all Vessels transiting the High Risk Area MUST send E.T.A. to Ops and Security Depts. 24 hours prior to enter the area.

The Master of Vessels transiting the IRTC either from the East or West must send E.T.A. to Ops Dept, CSO or Deputy CSOs 11 hours prior to enter.

If for any reason the Master needs to contact the CSO, he should do so regardless of the time. Should the Master not be able to contact CSO, then Deputy CSO shall be called instead.

6. Reporting

All reporting procedures required by the Flag Administration and SSP must be complied with.

Vessel/SSO must notify all organizations for mandatory or voluntary notifications, as specified in the Appendix 2 (see also BA chart Q6099).

The Master must continue to make any additional notifications to the Charterers, as may be required by them. Please ref. to Appendix 2.

7. Advice and information

In addition to the information/guidance that could be received through NAVTEX, SAT C, VHF etc. and from authorities, a particular attention must be paid also for :

SafetyNet broadcast on Inmarsat C:

- NAVAREA VIII – Co-ordinator: INDIA. Transmitted via Pune LES on IOR satellite. - NAVAREA IX – Co-ordinator: PAKISTAN. Transmitted via Burum LES on IOR satellite.

See Admiralty List of Radio Signals (ARLS) Volume 5 for full details, scheduled transmission times etc.

Ships in the UKMTO voluntary reporting area (Suez Canal/10S/78E) should ensure that their Inmarsat C terminals are logged into the IOR satellite and are set to receive navigational warnings from both Navarea VIII and IX to be sure that they receive all piracy alerts.

    

7  

In addition ships should programme their Navtex receivers to receive navigation warning from all appropriate Navtex stations.

The SAT-C must be on “Indian Ocean region” to ensure the vessel receives urgent piracy alerts and warnings.

8. Access

All accesses must be managed as per SSP and in compliance with specific security level.

It is important to secure and control access to the bridge, engine room, steering gear room, and all accommodation/internal spaces. All potential access points (doors, portholes, vents, etc.) should be risk-assessed and adequately secured, especially where the potential access point is considered large enough for an attacker to gain entry.

Access to and from the accommodation and internal work spaces should be reduced to a single point of entry when transiting the High Risk Areas. Any measures employed should not obstruct an emergency EXIT from within the internal space, whilst remaining secure from access by pirates outside.

9. Security Level

Prior to entering the High Risk Area, the vessel should increase the onboard security measures as if operating at level 2. However, vessels to officially maintain the security level as required by the Flag State. Some flags already require the security level to be raised.

10. Guards

Premuda Policy is to provide guards when deemed necessary according with the result of Transit Risk Analysis. Armed guards may be contracted for certain high risk vessels according to vessel flag regulations. For Italian flagged vessel it will be priority to embark Italian Navy “NMP – Nuclei Militari di Protezione”. In this event, Master’s will be provided with full details of boarding location and arrangements.

Masters will be provided with details of the agreement in place.

In case of employment of NMP the rules to be followed in case of pirates attach are defined by “Istruzioni per i Comandanti delle navi mercantili Italiane che imbarcano I Nuclei Militari di Protezione (NMP)” directly issued by Italian Government.

Agreements will done directly Company time by time with private contractors; in general the Master retains overall control and command of the vessel: however in the event of an attack the leader of the guard team will be coordinating the defense of the vessel. Crew safety is paramount in this situation.

11. AIS

AIS should be switched off when in identified High Risk Areas: however, when navigating in the vicinity of the IRTC, the AIS shall be kept operational transmitting minimal information of use to naval forces. If switched off, the AIS shall be switched on immediately when an attack is evident.

12. LRIT

The LRIT shall remain in operation at all times.

13. Maneuvering practice

Ref. BMP4 section 9.4 “Maneuvering Practice” the Master and officers of the watch shall be fully familiar with the impact of zigzag maneuvers onboard and in particular the impact that these maneuvers can have upon reducing the speed of the vessel.

If the vessel comes under attack, evasive maneuvers, such as turning the vessel into the wind, provided they do not significantly slow the vessel, should be considered. Forcing the skiffs into the wind and swell has proven effective in hampering the attack.

14. Navigation Lights

At night, navigation lights shall be exhibited in accordance with the COLREGS. All deck lights and searchlights shall be utilized when an attack is evident.

    

8  

Appendix 1 – BMP4

The purpose of the Industry Best Management Practices (BMP4) is to assist ships to avoid, deter or delay piracy attacks off the coast of Somalia, including the Gulf of Aden (GoA) and the Arabian Sea area. Experience, supported by data collected by Naval 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.

The contents of BMP4 are clear in most cases.

Clarification on certain points is provided below.

Section 1 Introduction

Ref 1.4, the ship’s security officer will update you with the latest information.

Section 2 Somali Pirate Activity – The High Risk Area

Ref 2.4, note the slightly different High Risk Area indentified above.

Section 3 Risk Assessment

The Risk Assessment is to be carried out as per Shipboard Security Plan (SSP)

Section 4 Typical Pirate Attacks

This section is self explanatory

Section 5 BMP Reporting Procedures

This section is self explanatory

Section 6 Company Planning

Ref 6.1, this will be carried out by CSO.

Ref 6.9, this is carried out by Master

Section 7 Ship Masters’ Planning

See Premuda specific requirements section

Section 8 Ship Protection Measures

See Premuda specific requirements section

Section 9 Prior to Transit – Self Protection Measures

See Premuda specific requirements section

Section 9 to 14 and Annex’s

These sections are self explanatory

BMP4 Booklet must be on board

    

9  

Appendix 2 – Notification and Reporting System

Premuda Policy aims to participate to all mandatory or voluntary reporting systems, as but not limited to:

IMRCC (for Italian Flag Vessel) - cgcp3rep4@mit.gov.it

ARES (for Italian Flag Vessel) - ares@guardiacostiera.it 

UKMTO - ukmto@eim.ae 

MSC-HOA - postmaster@mschoa.org 

MARLO – marlo.bahrain@me.navy.mil

NATO Shipping Centre – info@shipping.nato.int

IBM Piracy Reporting Centre – piracy@icc-ccs.org – imblk@icc‐ccs.org

For details and addresses, please ref. to the specific web pages and/or Nautical Chart Admiralty Q6099 (Anti- piracy planning chart Red Sea, Gulf of Aden and Arabian Sea).

Following can also be used as guidelines for a quick use:

TABLE 1

Before transiting or entering this area, Vessels to notify Ops Dept. of the expected passage, given ETA and nautical position of Vessels entrances.

When entering/crossing this area, Vessels to notify Ops Dept. with actual time and position (EWR Coverage)

TABLE 2

Upon entering this area or leaving a port within this area, Vessels to:

- send initial report to UKMTO

During Transit Vessel to:

- report daily to UKMTO (with copy to MSC-HOA)

When calling ports vessels to:

- report date/time of arrival and ETD

    

10  

TABLE 2A

Upon entering this areas or leaving a port within this area Vessels to:

- register Vessel movement with MSC-HOA

TABLE 3

If planning to transit GOA Vessels to add ETA at the entry point (point “A” or point “B”) to the daily report to UKMTO and MSC-HOA

Vessels to increase frequency of daily reports to 6 hourly intervals within 6 hours of entering or navigating within IRTC

TABLE 4 During a passage with transit within this area, before leaving the last port, Italian Flag Vessels to send to CSO all information required for notification to IMRCC Rome and perform a SSAS test, if required (refer to ICG communication “Transito delle navi mercantile di bandiera italiana lungo le coste della Somalia e del Golfo di Aden”) when transiting this area Vessel to send ARES messages at 8 hrs intervals.

    

11  

TABLE 5 When entering/exiting this area, vessels to send a message to Company Crew Coordinator (according with “Verbale di Accordo” dated 23/06/2009 and subsequent dated 08/07/2010).

Zones are defined according with IMEC 12(14).

    

12  

Appendix 3 – Mother Ships

Somali pirates have used a variety of captured vessels for various purposes in the past years. The uses of such vessels have ranged from floating service stations, to temporary mother ships or as ferries for reinforcements to ongoing operations. Initially, the operational use of mother ships in areas of operations was confined to captured dhows or relatively inconspicuous fishing vessels or smaller craft. Most of these mother ships uses were limited in scope.

Assessment

The use of ocean-going merchant vessels introduces some significant changes to the Somali pirate modus operandi:

Reduced dependency on seasons, currents and weather conditions;

Increased range;

Higher transit speeds;

Mother ships used for direct attack;

Threat of reprisal against captured crew

The improved modus operandi of Somali piracy presents a number of challenges for navies and shipboard defense. However, it also opens up new opportunities as the pirate threat becomes more “symmetrical”.

New challenges:

More work for overextended navies,

More volume of fire, better aimed fire;

Heavier weaponry;

Extended endurance and capabilities of attack teams;

Collision hazard to slow moving or static assets.

New opportunities:

Higher predictability of pirate action groups;

Better visibility of pirate action groups;

Better identification of pirate action groups;

    

13  

Appendix 4 – Guideline to fit razor wire

This guideline is intended to assist the vessel’s crew in fitting razor wire efficiently, safely, and durably.

When fitting the razor wire, it is important that the crew is wearing helmet, safety goggles, safety shoes, and heavy duty gloves (e.g. welding gloves).

The razor wire must be attached using stanchion post and guide pipes to the ships handrails.

Each support is affixed to the existing ships handrails.

The installation consist of 2 rows of razor supported by a guide wire fixed using clamp grips and suspend in sections between the stanchion posts.

Razor wire is to be suspend outboard located directly along the side shell.

Both rows and razor wire are made of Concertina.

Thereby the vessel is still secured even if the first coil is ripped down. Further, it is almost impossible to attach the ladder hook to neither railing nor fish plate.

This method is according to recommendations from US Navy Seals.

It has been reported that pirates in a few incidents have succeeded in ripping down the razor wire by hooks – therefore care must be taken when attaching.

The wire must be detached as soon as vessel has left the High Risk Area – especially in way of life boat and other life saving equipments.

After dismantling, the wire must be washed thoroughly in fresh water and greased and stowed sheltered on hangers or similar.

    

14  

Appendix 5 - Points to be considered as part of Risk Assessment

The vessel shall complete a risk assessment prior entering the special precautionary area and take into account latest intelligence regarding recent piracy activity and/or attacks.

Checklist for risk assessment (not limited to):

1. Vessel Type 3. LoA/breadth 4. Freeboard 5. Loaded or in ballast 6. Cargo 7. Full speed 8. M/E attain > 90% MCR? 9. Nos. of crew 10. Nos. of supernumerary 11. Nos. of cadets 12. Nos. of females 13. Reduce to non essential staff? 14. M/E confirmed OK? 15. A/E confirmed OK? 16. Boiler confirmed OK? 17. Steering gear confirmed OK? 18. Test of main fire pumps and emergency fire pump confirmed OK? 19. Relevant drills performed on board? 20. Master and officers of the watch have been familiarized with the impact of zigzag maneuvers on

board and in particular the impact that these maneuvers can have upon reducing the speed of the vessel?

21. Engine room be manned during the transit? 22. SSAS test confirmed OK? (last test done on…..) 23. North/South bound 24. East/West bound 25. Latest update of instructions on board? 27. Best Management Practices to Deter Piracy (BMP?) on board? 28. SAT-C set to the “Indian Ocean region? 29. Latest intelligence regarding piracy attacks and activity on board? 30. Both citadel and safe muster point confirmed OK (if applies)? 31. All anti-piracy equipments on board (SPM) ?

All irregularities to the above points shall be reported immediately to the Company (CSO). If any irregularities are observed, the vessel must not proceed into the special precautionary area without agreement by the Company.

    

15  

Appendix 6 - Routing requirements in the Indian Ocean

Below routing is just a guide and is reviewed and updated for each vessels each voyage (Ref. to point 2.4 and 3.4). Those listed below are the suggested routes to be adopted when a considerable risk of pirates attack is present for the transit into HRA and/or a significant level of risk results from the risk assessments carried out.

From Suez to East Africa (route A-B-C-I-L-O-P-R-S-T-U-V) and vice versa:

Vessel exting Suez position “A” will enter corridor in position “B” when exit corridor vessel route to position “C” then proceed eastbound till position “L” then route southbound till position “O” then proceed east of Mauritius position “P” transit Mozambique Channel positions “R”-“S”-“T”-“U” and then proceed to destination.

A) Latitude 30°N Longitude 033°E

B) Latitude 12°N Longitude 044° E

C) Latitude 15°N Longitude 055°E

I) Latitude 16°N Longitude 071°E

L) Latitude 10°N Longitude 075°E

O) Latitude 08°S Longitude 075°E

P) Latitude 20°S Longitude 060°E

R) Latitude 27°S Longitude 047°E

S) Latitude 27°S Longitude 043°E

T) Latitude 25°S Longitude 043°E

U) Latitude 13°S Longitude 042°E

V) Latitude 05°S Longitude 040°E

From Arabian Gulf to East Africa (route F-G-H-I-L-O-P-R-S-T-U-V) and vice versa:

Vessel departing Gulf of Oman position “F” proceed to position “G” then “SE” trough positions “H”-“I” when reach position “L” proceed route southbound till position “O” then east of Mauritius position ”P” transit Mozambique Channel positions “R”-“S”-“T”-“U” and then proceed to destination.

F) Latitude 25°N Longitude 058°E

G) Latitude 22°N Longitude 067° E

H) Latitude 20°N Longitude 068°E

I) Latitude 16°N Longitude 071°E

L) Latitude 10°N Longitude 075°E

O) Latitude 08°S Longitude 075°E

P) Latitude 20°N Longitude 060°E

R) Latitude 27°S Longitude 047°E

S) Latitude 27°S Longitude 043°E

T) Latitude 25°S Longitude 043°E

U) Latitude 13°S Longitude 042°E

V) Latitude 05°S Longitude 040°E

    

16  

From East (Malacca) to East Africa (route N-O-P-R-S-T-U-V) and vice versa:

Vessel coming from Malacca Strait position “N” proceed south Chagos Archipelago position “O” then east of Mauritius position “P” then along Mozambique Channel positions “R”-“S”-“T”-“U” till arrival.

N) Latitude 04°N Longitude 080°E

O) Latitude 08°S Longitude 075°E

P) Latitude 20°S Longitude 060°E

R) Latitude 27°S Longitude 047°E

S) Latitude 27°S Longitude 043°E

T) Latitude 25°S Longitude 043°E

U) Latitude 13°S Longitude 042°E

V) Latitude 05°S Longitude 040°E

From Cape of Good Hope to East Africa (route Q-U-V) and vice versa:

Vessel coming from Cape of Good Hope “Q” will transiting Mozambique Channel till position “U” and then to destination position “V”.

Q) Latitude 35°S Longitude 030°E

U) Latitude 13°S Longitude 042°E

V) Latitude 05°S Longitude 040°E

From Cape of Good Hope to East (Malacca)-(route Q-R-P-O) and vice versa:

Vessel coming from Cape of Good Hope “Q” proceed south of Madagascar “R” then east of Mauritius, “P” then south of Chagos Archipelago “O” then route starit to east (Malacca) ”N”.

Q) Latitude 35°S Longitude 030°E

R) Latitude 27°S Longitude 047°E

P) Latitude 20°S Longitude 060°E

O) Latitude 08°S Longitude 075°E

    

17  

From Cape of Good Hope to Arabian Gulf (route Q-R-P-O-L-I-H-G-F) and vice versa:

Vessel coming from Cape of Good Hope “Q” route south of Madagascar “R” then route east of Mauritius, “P” then route south of Chagos Archipelago “O” then proceed northbound till position “L” then route “NE” position “I “H” “G” “F”.

Q) Latitude 35°S Longitude 030°E

R) Latitude 27°S Longitude 047°E

P) Latitude 20°S Longitude 060°E

O) Latitude 08°S Longitude 075°E

L) Latitude 10°N Longitude 075°E

I) Latitude 16°N Longitude 071°E

H) Latitude 20°N Longitude 068°E

G) Latitude 22°N Longitude 067°E

F) Latitude 25°N Longitude 058°E

From Cape of Good Hope to Suez (route Q-R-P-O-L-I-C-B-A) and vice versa:

Vessel coming from Cape of Good Hope “Q” route south of Madagascar “R” then route east of Mauritius, “P” then route south of Chagos Archipelago “O” then proceed northbound till position “L” then route ”NE” position “I” then route westbound till position “C” enter corridor till position “B” then proceed to Suez position “A”.

Q) Latitude 35°S Longitude 030°E

R) Latitude 27°S Longitude 047°E

P) Latitude 20°S Longitude 060°E

O) Latitude 08°S Longitude 075°E

L) Latitude 10°N Longitude 075°E

I) Latitude 16°N Longitude 071°E

C) Latitude 15°N Longitude 055°E

B) Latitude 12°N Longitude 044°E

A) Latitude 30°N Longitude 033°E

From Suez to East (Malacca) - (route A-B-C-I-L-M) and vice versa:

Vessel coming from Suez “A” enter corridor position “B” proceed to position “C” then route eastbound till position “I” then proceed to position “L” then route to east “M”.

A) Latitude 30°N Longitude 033°E

B) Latitude 12°N Longitude 044°E

C) Latitude 15°N Longitude 055°E

I) Latitude 16°N Longitude 071°E

L) Latitude 10°N Longitude 075°E

M) Latitude 04°N Longitude 080°E

    

18  

Routes Map

    

19  

Appendix 7 – Monsoon Seasons

Introduction

There are great seasonal variations in the pirates’ geographical attack patterns. The two monsoon seasons in the Indian Ocean dictate where the pirates can operate. This report sets out illustrate these variations – and thus risk of encountering pirates – by mapping the pirates’ actions, season by season.

The Indian Ocean Monsoon

There are two distinct monsoon seasons in the Indian Ocean. Their intensity varies from year to year, season to season, and even on a daily basis. There are also geographical differences in how the monsoons affect climatic conditions offshore. In Arabian Sea, winds and precipitation can be violent while the impact is generally gentler south of the equator.

The south-west (summer) monsoon season normally sets in towards the end of May or early June. It start in the southern Indian Ocean and moves northward towards the Horn of Africa. Once it has become fully established over the Somalia Basin and North Arabian Sea, monsoon conditions will persist throughout most of June and August. Winds up to 23-28 knots, with gusts of 35 knots, and waves of 7-8 meters are not uncommon.

During winter the Asian continent cools down faster than the water in the Indian Ocean. Convection (rising air) occurs over the warmer ocean and replacement air comes northeast, creating the winds associated with the northeast monsoon. The winter monsoon occurs during December, January and February.

Wind strengths in excess of 18 knots and wave height above 2 meters, which easily are created by the monsoon, are considered too rough conditions for the pirates’ small skiffs and thus sufficient to provide protection for all but the most vulnerable vessels, according the Maritime Security Centre-Horn of Africa (MSC-HOA). There are therefore significant seasonal differences in terms of risk of piracy in the Indian Ocean.

The overall piracy threat during the monsoon seasons cannot however be considered completely absent. Certain areas of the Indian Ocean may experience calm sea states conducive for pirate activity, especially during the winter monsoon.

Roughly, the seasons are:

Winter (north-east) monsoon: December, January, February (strong wind alternate with frequent calm and heavy rain).

No monsoon: March, April, May – increased risk of piracy in the Indian Ocean.

Summer monsoon (south-west): June, July, August (strong persistent wind and high waves).

No monsoon: September, October, November – increased risk of piracy in the Indian Ocean.

Observations

Gulf of Aden: It is difficult to discern clear weather driven attack patterns in the Gulf of Aden. Pirates will attempt to attack shipping every month of the year. The fact that their activity here decreased in the latter part of 2009 and 2010 is most likely a result of successful naval operations and the group transit system rather that local weather conditions. As a probable consequence of the security regime implemented by allied navies and the shipping industry itself the pirates left for the more lucrative and unprotected hunting grounds, when the weather permitted them to do so. Conversely, when the monsoons rage in the Indian Ocean the pirates return to the Gulf of Aden (and Red Sea).

Indian Ocean: The monsoon plays a direct and critical role in the way pirates operate here. Strong winds and high waves create a non-permissive operating environment from June through August (the SW monsoon) and, to a lesser degree, from December through February (the NE monsoon). On the other hand, when the monsoons abate (March through May and September through November) the sea is calm which gives the pirates full operational freedom.

    

20  

Conclusions

1. Adverse weather conditions created by the monsoon do not affect the pirates willingness and ability to attempt to attack shipping in the Gulf of Aden in any significant way. They will try their luck during any month of the year.

2. Many (but not all) pirated will leave the Gulf of Aden (and the Red Sea) when the monsoon off-seasons create calm sea and favourable weather conditions in the Indian Ocean. These conditions exist twice a year, from March through May and again from September through November. These months are periods of significantly increased risk in the Indian Ocean.

3. Strong winds and high waves during the two monsoon seasons restrict the pirates’ capability to operate in the Indian Ocean from December through February and June through August. These months, particularly Jun-Aug, are periods of decreased risk here.

4. Example of statistical presentation of reported incidents (hijacks, attempts, approaches) in relation with monsoon impact:

5. Warning: The periods stated here are approximate. The Indian Ocean monsoon varies from

year to year, season to season, and even on a daily basis. This will influence the pirates’ operating capability and thus risk to shipping.