First Published June 2018

Exceptions:

Piracy and Armed Robbery at Sea

Other maritime security threats

Joint War Committee Listed Area

Threat assessment

Risk Assessment

4.1 Risk assessment considerations for the Company

5.1  Company planning prior to entering an area of increased risk

5.1.1  Register ship with relevant reporting centre

5.1.2 Obtain latest threat and risk information from designated
regional sources

5.1.3 Review Ship Security Assessment (SSA) and Ship Security Plan
(SSP)

5.1.4  Put ship protection measures in place

5.1.5 Monitor piracy related websites for current threats

5.1.6  Offer guidance to the Master as to recommended route

5.1.7  Plan to maintain security of critical information

5.2  Company planning on entering an area of increased risk

6.1.1  Implement SPMs

6.1.2  Brief crew, check equipment and conduct drills

6.1.3  Emergency Communication Plan

6.1.4  Automatic Identification System

6.1.5 Define the ship's Ship-to-ship Transfer (STS)/Single Buoy
Mooring (SBM) policy

6.2 Ship Master's planning on entering an area of increased risk

6.2.1  Submit initial Ship Position Report Form

6.2.2 Implement the measures required by the risk assessment

6.2.3  Implement the Communications Policy

6.2.4 Maintenance and engineering work should be undertaken within
any restrictions imposed by the voyage risk assessment

6.2.5 Carefully review all warnings and information

6.2.6 Consider speed and manoeuvring

Freeboard

Location and time at anchor

Coordinated arrival

Sea State

6.2.7 Increase vigilance during STS/SBM operations

6.2.8 Submit daily position report to relevant reporting centre

6.2.9  Consider utilisation of Convoy systems where available

7.1 Introduction

7.2 Watch keeping and enhanced vigilance

7.3 Enhanced bridge protection

7.5  Physical barriers

7.6 Water spray and foam monitors

7.7 Alarms

7.8 Manoeuvring practice

7.9 Closed circuit television

7.10 Lighting

7.11  Secure Storage of ship's tools and equipment

7.13  Safe muster points and citadels

7.13.1  Safe muster points

7.13.2 Citadels

7.14  STS and other static operations

7.15  Unarmed Private Maritime Security Contractors

7.16 Private Maritime Security Companies (PMSC) and Privately
Contracted Armed Security Personnel (PCASP)

7.17  Vessel Protection Detachments (VPDs)

8.1 General

8.2  Suspicious Approach

8.3  When Under Attack

8.4  Action if the ship is boarded

8.5 Action if attackers take control

■
STOP ALL MOVEMENT WHEN THE ATTACKERS HAVE
TAKEN CONTROL AND TRY TO REMAIN CALM.

8.6 Kidnap

DO NOT:

DO:

8.7 In the event of military action

9.1 General

9.2 Investigation

9.3 Reports

9.4 Advice

1. Introduction
This section deals with maritime security threats other than piracy and armed robbery, and, the fundamental requirements and recommendations to ensure that companies and ships can respond in a proportionate and dynamic way. Whilst this quidance has been developed for the specific purposes of mitigation against attack by pirates and armed robbers, experience has shown that some of the procedures and measures described can be applied to mitigate against other maritime security threats, depending on the threat profile. The purpose of this section is to assist companies and Masters in identifying and preparing for maritime security threats other than piracy and armed robbery that may be encountered during a voyage. It also identifies the resources by which they can assess the risk to the ship and crew and identify measures to avoid and mitigate against the threat in the event that it materialises.
2. Differences between Piracy and Armed Robbery and, non-Pirate Threats
Other maritime security threats differ from piracy and armed robbery in a number of ways, and this affects the measures that can be taken to mitigate against them. In the case of pirates and armed robbers, the intent and methodologies of the attackers are well established across a number of geographical locations, as are the mitigation measures for deterrence and avoidance. By contrast, other threats are unpredictable, can emerge suddenly and may disappear just as quickly. The methodologies employed by the perpetrators behind these threats are also likely to vary significantly, and as such appropriate mitigation measures will vary depending on the nature of the threat.
3. Types of Maritime Security Threats other than Piracy and Armed
Robbery
The nature of a threat to the security of the ship will vary depending on circumstance, as described above, however, in broad terms, threats can be grouped according to the three definitions provided below. It should be noted that this list is not extensive and that other threats may emerge or be identified through risk assessment.
3.1 Terrorism
There is no commonly agreed definition of terrorism, however, in the context of maritime security it would generally mean attacking the ship, its crew or passengers in order to serve a political or ideological aim. Historically, there have been a number of terrorist incidents against shipping which have demonstrated the variety of methodologies at the disposal of terrorist organisations. By comparison with land-based incidents, shipping has a markedly low incidence of attack by terrorists, but the threat remains, and companies and ships' crews should remain vigilant and actively apply the provisions of the ISPS Code (see below). Relevant guidance may be issued by States, regional organisations and Industry bodies e.g. the Industry Releasable Threat Assessments and Bulletins.
3.2 War and warlike activity
Areas of conflict , either international conflict or civil war, can present risks to ships and their crews. The extent of this risk will depend on the nature of the conflict and the modus operandi of the forces involved. Areas of enhanced risk to shipping due to perils insured under war risks are detailed in the Joint War Committee's Listed Areas and companies should refer to this as part of the risk assessment. Information is also likely to be provided by flag States under the requirements of the ISPS Code.
3.4  Cyber attacks
Ships are increasingly using systems that rely on digitisation, integration, and automation, which calls for cyber risk management on board. As technology continues to develop, information technology (IT) and operational technology (OT) onboard ships are being networked together – and more frequently connected to the internet. This brings the greater risk of unauthorised access or malicious attacks to ships' systems and networks. Risks may also occur from personnel accessing systems on board, for example by introducing malware via removable media. The safety, environmental and commercial consequences of not being prepared for a cyber incident may be significant. The shipping industry Guidelines on Cyber Security Onboard Ships should be rigorously followed to ensure companies and ships are prepared for the risk of cyber attack.
4. ISPS Code
The International Ship and Port Facility Security (ISPS) Code and associated 2002 SOLAS Amendments were developed in response to the terrorist attacks of 11 September 2001 and the perceived risks to ships and the danger of ships being used for terrorist purposes. The Code and amendments set out the statutory requirements for shipping companies, ships and their crews with respect to maritime security. The Regulations and Code enforce requirements on flag States, port States, shipping companies, ships and port facilities in order to ensure the security of the ship-port interface. Some flag Administrations may also designate security levels for specific sea areas. Under the Code all ships must have a flag-approved Ship Security Plan (SSP) which determines the measures to be applied at any one of three maritime security (MARSEC) levels. The flag State will advise the ship of the MARSEC level during its passage and it is the ship's duty to comply by enacting the relevant measures as set out in their SSP. The process is overseen by the company and Ship Security Officers and the ship's Master. Full application of the provisions of the ISPS Code and, in particular, the thorough development and robust application of the SSP is fundamental to ensuring ship security. Whilst compliance with the Code is mandatory, there is nothing to prevent a company, CSO or Master enacting further measures beyond those determined by the MARSEC Level to ensure the safety and security of their ship, as set out below.
5. Identifying and Preparing for Other Maritime Security Threats
The following sections explain the measures that should be applied by the company, CSO and Master to ensure that a ship is aware of and appropriately prepared for any threats that may be encountered during its voyage to the fullest extent possible. The processes which should be used correspond to those described in sections 3–9 of this guidance.
5.1  Threat and Risk Assessment
The threat and risk assessments, as covered under section 4 of this guidance should identify and account for the risk to the ship from other maritime security threats. In determining this risk, the company, CSO and Master should follow the relevant guidance and latest updates from their flag States, insurance, national and regional authorities, military forces, and private security information providers.
5.2  Company and Master's Planning
It is important that as part of risk assessment and planning, the company, CSO, SSO and Master consider the threats that may be encountered during the voyage. This will provide a clear indication of mitigation measures to be applied.
5.3  Ship Protection Measures
The threat assessment and company planning should indicate the likely presence of other maritime security threats during a voyage, and will determine the ship protection measures to be applied. It should be recognised that whilst some SPMs for piracy and armed robbery, such as increased watches and denial of access are likely to be useful in mitigating against some threat types, some measures are unlikely to be effective when the ship is faced with threats of a markedly different methodology or intent.
5.4  Brief crew, check equipment and conduct drills
Crews should be briefed on the preparations and drills to be conducted to mitigate against identified threats other than piracy and armed robbery, prior to arrival in an area of risk.
5.6 Privately Contracted Armed Security Personnel
It is important that companies, CSOs and masters are fully aware of caveats placed on the use of armed security teams under flag State licenses.
5.7  Action when faced with an incident
As described above, the actions to be taken when an incident is under way will be determined by the SSP.
5.8  Post Incident Reporting
Any security incidents should be reported to the flag State and the relevant local authority. Where a VRA or other reporting area exists, then a report should also be provided to the relevant regional organisation as appropriate.

General
1.
This annex covers piracy and armed robbery in the Western Indian Ocean (WIO) region i.e. types of attack and voluntary reporting processes. Admiralty Maritime Security chart Q6099 describes reporting and routing recommendations, and areas of heightened risk. The geography of the region is diverse and ranges from narrow choke points such as the Bab al-Mandeb (BAM) Straits and the Strait of Hormuz to the wide-open ocean of the Somali basin. Each area presents different challenges and threats will vary. Attacks on ships and seafarers have taken place throughout the region. Region-specific guidance for the WIO region is provided in BMP 5.
Joint War Committee Listed Area
The insurance community lists an area of perceived enhanced risk in the region. The geographic limits of all JWC listed areas can be found on their website: www.lmalloyds.com/lma/jointwar.
Maritime Security Transit Corridor
The Maritime Security Transit Corridor (MSTC) is a military established corridor upon which naval forces focus their presence and surveillance efforts. The MSTC is shown on Admiralty Maritime Security chart Q6099. It is recommended that vessels use the MSTC to benefit from the military presence and surveillance.
2. Industry Releasable Threat Assessments and Bulletins.
EUNAVFOR and CMF produce regular Industry Releasable Threat Assessments (IRTA) to inform risk management decision making for companies operating merchant ships transiting through the Red Sea, Gulf of Aden (GoA), Gulf of Oman (GoO) and the Western Indian Ocean. The IRTAs are complimented by Industry Releasable Threat Bulletins (IRTB), also produced by EUNAVFOR and CMF, which cover specific events and reflect the dynamic nature of the operating environment. They are a vital resource to ensure the safety of ships in the region, and should be fully considered as part of the risk assessment
3. Registration and Reporting
UKMTO 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 tallks to merchant ships and liaises directly with MSCHOA and naval commanders at sea and ashore. Merhcant ships are strongly encouraged to regularly send reports to UKMTO. MSCHOA is the planning and coordination centre for EU Naval Forces (EUNAVFOR) MSCHOA encourages companies to register their ship's movements before entering the HRA and if participating in the group transit system via their website www.mschoa.org. The MSCHOA and UKMTO voluntary registration and reporting scheme in the WIO has proven extremely effective. It is important that reporting procedures are followed in order for military forces to monitor and give guidance at short notice on threats in the region. Ship reporting is the major indicator to MSCHOA on the level of implementation of protective measures. Regional Contacts: UKMTO (United Kingdom Maritime Trade Operations) Email: watchkeepers@ukmto.org Tel: +44 2392 222060 +971 50 552 3215 MSCHOA
USN Naval Control and Guidance to Shipping Email:
cusnc.ncags_bw@me.navy.mil +973 3905 9583 (24hr duty phone) +973 1785 1023 (Office) Other Useful Contacts IMB Piracy Reporting Centre (IMB PRC) Tel +60 3 2031 0014
www.icc-ccs.org/piracy-reporting-centre/live-piracy-map
FURTHER INFORMATION
Further information and guidance can be obtained from the following organisations, websites or publications: ■ ■ ■ ■ ■ IMO Maritime Safety Committee Circulars. Annual Summary of Admiralty Notices to Mariners. Admiralty List of Radio Signals (ALRS) volumes 1 and 6. The Mariner's Handbook, Chapter 13. Relevant Navigation Warnings and EGC SafetyNet broadcasts on Inmarsat C.

1. General
This annex covers the Gulf of Guinea (GoG) Region, types of attack and voluntary reporting processes. The area off the coasts of Cameroon, Benin Ghana,Nigeria and Togo, can be regarded as that in which mitigation measures against piracy and armed robbery should be applied. Attacks have occured from as far south as Angola and north as Sierra Leone. Region-specific guidance for the GoG region is provided in Guidelines for Owners Operators and Masters for Protection against piracy and armed robbery in the Gulf of Guinea Region.
Joint War Risk Listed Area
Lloyds JWC has designated an area as being of perceived enhanced risk, and the JWC Listed areas should be consulted within a risk assessment to determine the appropriate self-protective measures that should be applied.
Registration and Reporting
The MDAT-GOG is the first point of contact for ships in the region offering a voluntary registration and reporting scheme. Merchant ships are strongly encouraged to register and report as highlighted in regional guidance and Chart Q6114 and French Navy Hydrographic Chart SHOM 8801CS. MDAT-GoG
Other Useful Contacts

1. General
Acts of piracy and armed robbery have occurred in the straits of Malacca and Singapore, the southern portion of the South China Sea, the Sulu-Celebes Seas and at certain ports and anchorages in Asia. Region-specific guidance for the Asian region is provided in Regional Guide to Counter Piracy and Armed Robbery against Ships in Asia.
Reporting
The Regional Cooperation Agreement on Combating Piracy and Armed Robbery against Ships in Asia (ReCAAP) is the first regional government-to-goverment agreement to promote and enhance cooperation against piracy and armed robbery in Asia. Under the Agreement, the ReCAAP Information Sharing Centre (ReCAAP ISC) was launched in Singapore in November 2006. It was formally recognized as an international organization in January 2007. To date, 20 States have become Contracting Parties to ReCAAP. Under the Agreement, Coastal States undertake the ownership to suppress piracy and armed robbery against ships, thus the reporting of incidents is based on this principle. The ReCAAP ISC strongly recommends the victim ship to report immediately the incident to the nearest Coastal State through its MRCC, in accordance with the IMO/MSC Circular 1334. The Coastal State is urged to undertake appropriate response. ReCAAP Focal Point of the Coastal State shares the verified information of incident through the Information Network System with the ReCAAP ISC and other Focal Points on a 24/7 basis. Based on the verified information, the ReCAAP ISC issues a warning and/or an alert, as appropriate. The Information Fusion Centre (IFC) is a multi-national maritime security information centre based in Singapore. It has international liaison officers from the of more than 10 countries working at the centre. The IFC aims to achieve early warning of maritime security threats through information-sharing cooperation with its partners to facilitate timely operational responses. Best Management Practice should be followed where practicable, taking into account inputs from the local maritime security agencies. The Singapore IFC voluntary registration and reporting scheme is well established. This VRA is extremely large and should be considered in conjunction with the IFC listed 'areas of concern' and guidance provided when preparing a risk assessment. In the event of a suspicious approach or an actual attack, the Master should contact the nearest coastal State through its MRCC. Reporting requirements in Asia are complex and full details are contained in the Admiralty Charts Q6112 and Q6113.
REGIONAL CONTACTS
Information Fusion Centre (IFC)
ReCAAP Information Sharing Centre
IMB Piracy Reporting Centre (IMB PRC)
BIMCO BIMCO is the world's largest international shipping association, with around 2,000 members in more BIMCO than 120 countries, representing 56% of the worlds tonnage. Our global membership includes shipowners, operators, managers, brokers and agents. A non- profit organisation, BIMCO's mission is to be at the forefront of global developments in shipping, providing expert knowledge and practical advice to safeguard and add value to members' businesses.
The Chemical Distribution Institute
CDI was established in 1994 as a not for profit Foundation and provides ship and terminal inspection CDI data in an electronic report format to its members. The main objectives of CDI is to continuously improve the safety and quality performance of chemical marine transportation and storage; Through cooperation with industry and centres of education, drive the development of industry best practice in marine transportation and storage of chemical products; To provide information and advice on industry best practice and international legislation for marine transportation and storage of chemical products; To provide chemical companieswith cost effective systems for risk assessment, thus assisting their commitment to Responsible Care and the Code of Distribution Management Practice. www.cdi.org.uk
Cruise Lines International Association (CLIA)
CLIA is the world's largest cruise industry trade association, providing a unified voice and leading authority of the global cruise community. CLIA supports policies and practices that foster a safe, secure, healthy and sustainable cruise ship environment for the more than 25 million passengers who cruise annually and is dedicated to promote the cruise travel experience. The organization's mission is to be the unified global organization that helps its members succeed by advocating, educating and promoting for the common interests of the cruise community.
International Chamber of Shipping (ICS)
International ICS is the international trade association for merchant ship Chamber of Shipping operators.  ICS represents the collective views of the international industry from different nations, sectors and trades.  ICS membership comprises national shipowners' associations representing over 80% 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, tanker, container, and passenger ship operators www.ics-shipping.org The International Association of Dry Cargo Shipowners (INTERCARGO) in INTERCARGO INTERCARGO , established 1980 in London and granted IMO NGO consultative status since 1993, is a voluntary non-profit association representing the interests of dry cargo vessel owners. INTERCARGO provides the forum where quality dry bulk shipowners, managers and operators are informed about, discuss and share concerns on key topics and regulatory challenges, especially in relation to safety, the environment and operational excellence. INTERCARGO promotes best practices and represents dry cargo shipping interests at IMO, other industry fora and the broader business context, basing its strategies on the principle of free and fair competition. International Federation of Shipmasters' Associations (IFSMA) IFSMA was formed in 1974 by Eight National Shipmasters' Associations to unite the World's serving Shipmasters into a single professional co- ordinated body. It is a non-profit making apolitical organisation dedicated solely to the interest of the serving Shipmaster. The Federation is formed of around 11,000 Shipmasters from sixty Countries either through their National Associations or as Individual Members. In 1975, IFSMA was granted Consultative Status as a non governmental organisation at IMO which enables the Federation to represent the views and protect the interests of the serving Shipmasters.
International Group of P&I Clubs
Thirteen principal underwriting associations "the Clubs" comprise the International Group. They provide liability cover (protection and indemnity) for approximately 90% of the world's ocean-going tonnage. The Clubs are mutual insurance associations providing cover for their members against third party liabilities relating to the use and operation of ships, including loss of life, pollution by oil and hazardous substances, wreck removal, collision and damage to property. Clubs also provide services to their members on claims handling, legal issues and loss prevention, and often play a leading role in coordinating the response to, and management of, maritime casualties.
International Marine Contractors Association (IMCA)
IMCA represents the vast majority of offshore marine contractors and the associated supply chain in the world, with members from over 60 countries. It publishes an extensive technical library of guidance documents on operational good practice, safety promotional materials, timely information notes and safety flashes. Its members benefit from a technical structure comprising four main divisions covering Offshore Diving, Marine, Remote Systems and ROVs, and Offshore Surveying. These are supported by a committee structure focused on: health, safety, security and the environment; competence and training; lifting and rigging; marine policy and regulatory affairs; and contracts and insurance. The Association's global coverage is organised into five geographic regions: Asia-Pacific, Europe & Africa, Middle East & India, North America, and South America.
InterManager
InterManager is the international trade association for InterManager the ship management industry. Our members are in- house or third party ship managers, crew managers or related organisations and related maritime businesses and organisations. Collectively InterManager members are involved in the management of more than 5,000 ships and responsible for in excess of 250,000 seafarers.
International Maritime Bureau
Established in 1992, IMB Piracy Reporting Centre (IMB PRC) provides the shipping industry with a free 24-hour service to report any ICC International Maritime Bureau   piracy   or   armed   robbery   incidents   occurring anywhere in the world. The IMB PRC is an independent and non-governmental agency aimed at raising awareness of areas at risk of these attacks. As a trusted point of contact for shipmasters reporting incident to the IMB PRC from anywhere in the world, the IMB PRC immediately relays all incidents to the local law enforcement requesting assistance. Information is also immediately broadcast to all vessels via Inmarsat Safety Net to provide and increase awareness. www.icc-ccs.org/piracy-reporting-centre.
The International Parcel Tankers Association (IPTA)
IPTA 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
International Maritime Employers' Council Ltd (IMEC)
IMEC is the only international employers' h organisation dedicated to maritime industrial I relations.  With offices in the UK and the Philippines, IMEC has a membership of over 235 shipowners and managers, covering some 8,000 ships with CBA's, which IMEC negotiates on behalf of its members within the International Bargaining Forum (IBF). IMEC is also heavily involved in maritime training.  The IMEC Enhanced cadet programme in the Philippines currently has over 700 young people under training. The International Seafarers Welfare and Assistance Network (ISWAN) ISWAN is an international NGO and UK registered charity set up to promote the welfare of seafarers worldwide. We are a membership organisation with ship ISWAN owners, unions and welfare organisation as members. We work with a range of bodies including P&I Clubs, shipping companies, ports, and governments. Our focus is the wellbeing of the 1.5 million seafarers around the world. We support seafarers and their families who are affected by piracy and our 24 hour multilingual helpline, SeafarerHelp, is free for seafarers to call from anywhere in the world. www.seafarerswelfare.org
International Transport Workers' Federation (ITF)
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 880,000 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
Intertanko
Intertanko Intertanko is the International (CD) INTERTANKO Association of Independent Tanker Owners, a forum where industry meets, policies are discussed and best practices developed.  INTERTANKO has been the voice of independent tanker owners since 1970, ensuring that the liquid energy that keeps the world turning is shipped safely, responsibly and competitively.  www.intertanko.com
Joint War and Hull Committees
Joint Hull

The Joint Hull and Joint War Committees comprise elected underwriting representatives from both the Lloyd's and IUA company markets, representing the interests of those who write marine hull and war business in the London market. Both sets of underwriters are impacted by piracy issues and support the mitigation of the exposures they face through the owners' use of BMP. The actions of owners and charterers will inform underwriters' approach to risk and coverage.
The Oil Companies International Marine Forum (OCIMF)
OCIMF is a voluntary association of oil companies (the 'members') who have an interest in the shipment and terminalling of crude oil, oil products, petrochemicals and gas. OCIMF's 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 The Society of Independent Gas Tanker and Terminal Operators Ltd (SIGTTO) The Society is the international body established SIGTTO for the exchange of technical information and experience, between members of the industry, to enhance the safety and operational reliability of gas tankers and terminals. To this end the Society publishes studies, and produces information papers and works of reference, for the guidance of industry members. It maintains working relationships with other industry bodies, governmental and intergovernmental agencies, including the International Maritime Organisation, to better promote the safety and integrity of gas transportation and storage schemes.
The World Shipping Council (WSC)
WSC is the trade association that represents the international liner shipping industry. WSC's member lines operate containerships, roll-on/ roll-off vessels, 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. WSC'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
Combined Maritime Forces (CMF) CMF is an enduring global maritime partnership of 32 willing nations aligned in common purpose to conduct Maritime Security Operations (MSO) in order to provide security and stability in the maritime environment. CMF operates three Combined Task Forces (CTF) across the Red Sea, Gulf of Aden, Somali Basin, Northern Arabian Sea, Gulf of Oman, Indian Ocean and the Arabian Gulf. CTF150 is responsible for maritime security and counter-terrorism, CTF151 is responsible for deterring, disrupting and suppressing piracy and CTF152 is responsible for maritime security and counter-terrorism specifically in the Arabian Gulf. Visit www.combinedmaritimeforces.com or e-mail us at cmf_info@me.navy.mil
EUNAVFOR (The European Naval Force)
Piracy and other maritime security issues have continued to be a threat to mariners who transit the Southern Rea Sea, Horn of Africa and the Western Indian Ocean. The mission of EU NAVFOR is (1) to PROTECT World Food Programme and other vulnerable shipping and (2) to deter, prevent and repress acts of piracy and armed robbery at sea.  This requires (3) the enhancement of cooperation and coordination with an increasingly wide range of maritime actors to uphold freedom of navigation across a broad maritime security architecture. EU NAVFOR is also tasked with (4) monitoring fishing activities off the coast of Somalia. Thus, acting as a catalyst for action, EU NAVFOR continues to promote solutions to regional maritime security issues, thereby contributing to the EU's much wider security, capacity-building and capability-building work in this strategically important location. http://eunavfor.eu/
Maritime Security Centre Horn of Africa (MSCHOA)
MSCHOA is an integral part of EU NAVFOR, sitting functionally within the Operational Headquarters and staffed by military and civilian EU NAVFOR personnel. The MSCHOA provides 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 light of the risk of attack against merchant shipping in the region, in support of the UN Security Council's Resolutions (UNSCR) 1816 and subsequent reviews. EU NAVFOR and CMF are committed to ensuring that mariners have the most up to date regular threat assessments and incident specific bulletins, published by the MSCHOA. Through close dialogue with shipping companies, ships' masters and other interested parties, MSCHOA builds up a picture of vulnerable shipping in these waters and their approaches. The MSCHOA can then act as a focal point sharing information to provide support and protection to maritime traffic. 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
UKTMO capability acts as the primary point of contact for merchant vessels and liaison with military forces within the region. UKTMO also administers the Voluntary Reporting Scheme, under which merchant vessels are encouraged to send regular reports, providing their position/speed and ETA at the next port of call, in accordance with the Maritime Security Chart Q6099. Emerging and time relevant information impacting commercial traffic can then be passed directly to vessels at sea, and responding assets accordingly, therefore improving the collective responsiveness to an incident. For further information on UKMTO please contact: Emergency Telephone Numbers: +44 (0)2392 222060 or +971 5055 23215 Email: watchkeepers@ukmto.org www.ukmto.org Web: Witherby Publishing Group www.witherbys.com