Best Management Practices for Protection against Somalia Based Piracy (BMP4)

The purpose of BMP4 is to assist ships to avoid, deter or delay piracy attacks in the designated
High Risk Area as defined within BMP4. Adopting BMP guidelines remains the best preparation
against piracy for vessels traversing the Gulf of Aden and the Indian Ocean.
BMP4 has wide industry support including The CDI Foundation.
The Three Fundamental Requirements of BMP4 relate to:
1. Registering with the MSCHOA.
2. Reporting to UKMTO.
3. Implementing the Ship Protection Measures contained in the BMP.
BMP4 provides guidance relating to:

Somali Pirate Activity -The High Risk Area

Risk Assessment

Typical Pirate Attacks

BMP Reporting Procedures

Company Planning

Ship Masters Planning

Ship Protection Measures

Pirate Attack

If the Pirates take Control

In the Event of Military Action

Post Incident Reporting

Updating Best Management Practices

ANNEX A Useful Contact Details

ANNEX B UKMTO Vessel Position Reporting Forms

BMP 4 may be freely downloaded here:

BMP4 Best Management Practices.pdf
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Q.
Ans. 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 attack t 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:
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. Careful consideration should be given to the location of a safe muster point or
citadel.
Freeboard: a large freeboard will provide of successfully escaping a piracy attempt.
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.
Sea state: it is likely to be more difficult to operate small craft effectively in sea state 3 and
above.
UKMTO : 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).
UKMTO vessel position reporting form initial report
1. Ship name
2. Flag
3. IMO number
4. INMARSAT telephone number
5. Time & position
6. Course
7. Passage speed
8. Freeboard
9. Cargo
10.Destination and estimated time of arrival
11.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
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1.
2.
3.
4.
5.
6.
7.

ships name
ships call sign and IMO number
time of report in UTC
ships position
ships course and speed
any other important information
ETA point A/B IRTC (if applicable)

The other important information could be change of destination of ETA, number of UK personnel
on board etc.
UKMTO vessel positon reporting form final report
1.
2.
3.
4.

Ships name
Ships call sign and IMO number
Time of report in UTC
Port or position when leaving the voluntary reporting area

MSCHOA:
The maritime security centre horn of Africa (MSCHOA)

Q. ship masters planning prior to entering the high risk area

1. briefing crew and conduct drill 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 each. The drill should also consider
the following:
a) Testing the vessels ship protection measures, including testing of the security of all access
points.
b) the ship security plan should be thoroughly reviewed
2. prepare an emergency communication plan masters are advised to prepare an emergency
communication plan, to include all essential emergency contact numbers and prepared
messages, which should be ready at hand or permanently displayed near all external
communications stations (e.g. telephone numbers of the UKMTO, MSCHOA, company security
officer etc see list of contacts at annex A).
3. Define the ships AIS policy although the master has the discretion to switch off the AIS.
Speed & distance instruments logs
Q1. Discuss sitting of a log sensor in a large ocean going vessel . which is the
optimum position for such a sitting
Ans. There are two common types of transducer sensor sittings:
-

flush fitting (with hull fitting)

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retractable fitting(can be lower and pulled up)

sitting can be affected by bow wave, aeration, water turbulence, water mass etc.
therefore sitting of a sensor should be done at a place , where there is a solid water available and
not aeration of water bubbles.
The best place is just forward of E/R and in case of oil tankers under the pump room, where there
is least affect of bow wave, propeller, rough weather and engine vibrations also.
Sitting behind the forepeak is also good, but it will not give good results in bad weather when
vessel is pitching.

Q1. Discuss the errors in 3 logs namely Doppler Log, EM Log and auto Cor - Log
Ans. Error in Doppler speed log:
1

3
4

Transducer alignment error:- it is caused by the change in angle of beam which is usually
60 to horizontal. This error caused when vessel is trimmed or vessel is rolling or pitching.
The error is usually very small and can be reduced by use of dual opposing beams (Janus
configuration).
Sound velocity error:- This error is caused due to salinity of sea water because the velocity
not sound is different in different salinities. It can vary due to temperature of water also.
This error can be eliminated by mounting salinity and temperature sensors which
automatically compensate for changes.
Aeration error:- it is caused due to air trapped in water bubbles. It can be reduced by
protecting the sensor with molded rubber.
Error due to following waves:- this error occurs due to reflection from more than one
layers. It can be eliminated by using ultrasonic waves, so that the reflection is only from
reverberation layer (RL) or from deep scattering layer (DSL).

If after applying all the above corrections, still error is there , then we can adjust out speed by
speed calibration switch.
Error in E.M. Log
1
2

Zero error:- caused by the direct e.m.f. produced between sensor and solenoid even when
there is no water flow. This error can be adjusted by calibration.
Salinity and temperature: there coulod be a change in e.m.f. produced due to change in
salinity and temperature of sea water. It can be eliminated by mounting salinity and
temperature correction sensors, which automatically compensate for changes.
Vessels movement: this error occurs due to rolling and pitching which affects the water
flow near the sensor. It can be minimized by reducing receiver sensitivity.

Streamlining error: caused by dragging in the water by projection of sensor. Can be reduced by
proper streamlining of sensor housing

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Auto co-relation or auto cor log error: error due to Doppler transducer.

Q1. How is speed through the water measured in shallow waters by the Doppler
Log ? how is ships speed measured in deep waters by a Doppler Log ?
Ans. In shallow waters the transmitted frequency is reflected by a layer called
reverberations layer, which is about 10-30 m below sea level.
In deep waters the transmitted frequency is reflected by a layer called deep
scattering layer which is about 130-170 m below sea level.
The depth of this layer from sea level effect with temperature and day and night.

Q1. Why is there a need for an EM log even if a Doppler log is already fitted ?
Ans. E.M. log gives speed through water which can be used for collision avoidance and speed can
be given to ARPA. Whereas on the other hand Doppler log can be used to get speed.
Q1. What is the advantage of fitting an Auto Cor Log on a large vessel. What are the
main advantages of the auto Cor Log over the Doppler Log ?
Ans. The Auto co-relation log gives more accurate speed than Doppler log. The reason behind
this is that the auto cor log uses the transmitted frequency at an angle of 90 to the keel for
both fwd and aft transducers which takes less time and shorter distance to travel than Doppler
log. The transmitted and received frequency deflects less in auto cor log than Doppler log, hence
error is less.

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