ANNEX

LABOUR FORCE SURVEY

Multiannual programme of ad-hoc modules

1.   ACCIDENTS AT WORK AND OTHER WORK-RELATED HEALTH PROBLEMS

List of variables: to be defined before December 2011.

Reference period: 2013. Member States may provide data for all 52 weeks or for the second quarter of the year.

Member States and regions concerned: to be defined before December 2011.

Representativeness of the results: to be defined before December 2011.

Completeness of the ad-hoc module sample: the ad-hoc module sample should fulfil the requirements of Annex I, point 4, to Commission Regulation (EC) No 377/2008 (1), i.e. the sample used to collect information on ad-hoc modules must also provide information on structural variables.

Transmission of the results: before 31 March 2014.

2.   LABOUR MARKET SITUATION OF MIGRANTS AND THEIR IMMEDIATE DESCENDANTS

List of variables: to be defined before December 2012.

Reference period: 2014. Member States may provide data for all 52 weeks or for the second quarter of the year.

Member States and regions concerned: to be defined before December 2012.

Representativeness of the results: to be defined before December 2012.

Completeness of the ad-hoc module sample: the ad-hoc module sample should fulfil the requirements of Annex I, point 4, to Regulation (EC) No 377/2008, i.e. the sample used to collect information on ad-hoc modules must also provide information on structural variables.

Transmission of the results: before 31 March 2015.

3.   WORK ORGANISATION AND WORKING TIME ARRANGEMENTS

List of variables: to be defined before December 2013.

Reference period: 2015. Member States may provide data for all 52 weeks or for the second quarter of the year.

Member States and regions concerned: to be defined before December 2013.

Representativeness of the results: to be defined before December 2013.

Completeness of the ad-hoc module sample: the ad-hoc module sample should fulfil the requirements of Annex I, point 4, to Regulation (EC) No 377/2008, i.e. the sample used to collect information on ad-hoc modules must also provide information on structural variables.

Transmission of the results: before 31 March 2016.

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(1)   OJ L 114, 26.4.2008, p. 57.

ANNEX

Standard import values for determining the entry price of certain fruit and vegetables

(EUR/100 kg)
CN code	Third country code (1)	Standard import value
0702 00 00	IL	107,2
	JO	59,4
	MA	78,3
	TN	133,8
	TR	115,0
	ZZ	98,7
0707 00 05	EG	219,6
	JO	134,1
	MK	134,1
	TR	137,6
	ZZ	156,4
0709 90 70	MA	192,2
	TR	93,9
	ZZ	143,1
0709 90 80	EG	32,4
	ZZ	32,4
0805 10 20	EG	42,9
	IL	54,6
	MA	56,9
	TN	49,7
	TR	61,4
	ZZ	53,1
0805 50 10	EG	76,3
	IL	97,8
	TR	68,0
	ZZ	80,7
0808 10 80	AR	103,6
	BR	89,3
	CA	73,7
	CN	74,2
	MK	24,7
	US	116,6
	ZZ	80,4
0808 20 50	AR	84,0
	CL	74,8
	CN	82,0
	ZA	101,9
	ZZ	85,7

---

(1)  Nomenclature of countries laid down by Commission Regulation (EC) No 1833/2006 (OJ L 354, 14.12.2006, p. 19). Code ‘ ZZ ’ stands for ‘of other origin’.

ANNEX

PART A

Area A as referred to in Article 2(1):

ISO country code	Member State	Area A		Date until applicable
		Code	Name
RO	Romania	00038	Area comprising:	17.4.2010
			Protection zone: Letea
			Surveillance zone:   C.A. Rosetti   Sfiștofca   Cardon

PART B

Area B as referred to in Article 2(2):

ISO country code	Member State	Area B		Date until applicable
		Code	Name
RO	Romania	00038	The areas of the County of Tulcea other than listed in Area A	17.4.2010

ANNEX

Best management practices to deter piracy in the Gulf of Aden and off the coast of Somalia

(Version 2 — August 2009)

In an effort to counter piracy in the Gulf of Aden and off the coast of Somalia, these best management practices are supported by the following international industry representatives:

1.	International Association of Independent Tanker Owners (Intertanko)

2.	International Chamber of Shipping (ICS)

3.	Oil Companies International Marine Forum (OCIMF)

4.	Baltic and International Maritime Council (BIMCO)

5.	Society of International Gas Tanker and Terminal Operators (SIGTTO)

6.	International Association of Dry Cargo Ship Owners (Intercargo)

7.	International Group of Protection and Indemnity Clubs (IGP & I)

8.	Cruise Lines International Association (CLIA)

9.	International Union of Marine Insurers (IUMI)

10.	Joint War Committee (JWC) and Joint Hull Committee (JHC)

11.	International Maritime Bureau (IMB)

12.	International Transport Workers Federation (ITF)

These best management practices are also supported by:

13.	Maritime Security Centre Horn of Africa (MSCHOA)

14.	UK Maritime Trade Organisation (UKMTO Dubai)

15.	Maritime Liaison Office (MARLO)

Suggested planning and operational practices for owners, operators, managers and masters of ships transiting the Gulf of Aden and off the coast of Somalia

Purpose

1.

The purpose of this document is to provide best management practices (BMP) to assist companies and ships in avoiding piracy attacks, deterring attacks and delaying successful attacks in the Gulf of Aden (GoA) and off the coast of Somalia. The organisations consulted on this document represent the vast majority of ship owners and operators transiting the region.

2.

These organisations will encourage their members to utilise these BMP and will endeavour to promulgate these to other shipping interests as BMP for combating piracy in the region. This document complements guidance provided in the IMO MSC Circular MSC.1/Circ.1334.

Typical attack profiles and lessons learnt

1.

During 2008 and the first half of 2009, an increase in the number of pirate attacks on merchant ships occurred throughout the GoA and off the coast of Somalia and within the wider North-West Indian Ocean. The majority of attacks were initially clustered around the northern side of the GoA but attacks have occurred further off the east coast of Somalia.

2.

Analysis of successful attacks indicates that the following common vulnerabilities are exploited by the pirates: (a) low speed; (b) low freeboard; (c) inadequate planning and procedures; (d) visibly low state of alert and/or lack of evident self-protective measures; (e) where a slow response by the ship is evident.

3.

Commonly two or more small high-speed (up to 25 knots) open boats/‘skiffs’ are used in attacks often approaching from the port quarter and/or stern.

4.

The use of a pirate ‘mother ship’, which is a larger ship carrying personnel, equipment, supplies and smaller attack craft, has enabled attacks to be successfully undertaken at a greater range from the shore.

5.

Vigilance should be highest at first light and last light, as the majority of the attacks have taken place during these periods.

6.

Higher speed vessels (15 knots and above) should not presume to be safe from attack but speed is an effective form of defence. The use of small arms fire, rocket-propelled grenades (RPG), in an effort to intimidate masters of vessels to reduce speed has occurred within the area. Maintaining full sea speed in such circumstances has been shown to be effective.

7.

The majority of attempted hijacks have been repelled by ship’s crew who have planned and trained in advance of the passage and employed passive counter measures to good effect.

8.

Prevailing weather and sea state conditions also greatly influence attackers’ ability to operate. Wind strengths in excess of 18 knots and wave heights above 2 metres are considered sufficient to provide protection for all but the most vulnerable vessels, particularly where masters are taking full account of best management practices.

Recommended best management practices

1.   Introduction

(a)   Whilst recognising the absolute discretion of the master at all times to adopt appropriate measures to avoid, deter or delay piracy attacks in this region, this document of best practices is provided for ship owners and ship operators, masters and their crews.

(b)   Not all measures discussed in this document may be applicable for each ship. Therefore, as part of the risk analysis, an assessment is recommended to determine which of the BMP will be most suitable for the ship. The following have, however, generally proved effective:

2.   Prior to transit — general planning

(a)   General

(i)

UKMTO Dubai is the first point of contact for ships in the region. The day-to-day interface between masters and the military is provided by UKMTO Dubai, who talk to the ships and liaise directly with MSCHOA and the naval commanders at sea. UKMTO Dubai require regular updates on the position and intended movements of ships. They use this information to help the naval units maintain an accurate picture of shipping. (See Glossary at Annex A for further details.)

(ii)	The Maritime Security Centre — Horn of Africa (MSCHOA), is the planning and coordination authority for EU forces (EU NAVFOR) in the Gulf of Aden and the area off the coast of Somalia. (See Glossary at Annex A.)

(iii)

The Marine Liaison Office (MARLO) operates as a conduit for information exchange between the Combined Maritime Forces (CMF) and the commercial shipping community within the region. (See Glossary at Annex A.)

(iv)

Prior to transiting the high-risk area, the owner and master should carry out their own risk assessment to assess the likelihood and consequences of piracy attacks on the ship, based on the latest available information. The outcome of this risk assessment should identify measures for prevention, mitigation and recovery and will mean combining statutory requirements with supplementary measures to combat piracy.

(v)	Company crisis management procedures should consider appropriate measures to meet the threat of piracy by adopting IMO and other industry recommended practices as appropriate to the particular circumstances and ship type.

(vi)

Advanced notice of a vessel’s intended passage is required by the naval authorities so that they can identify vulnerabilities and plan suitable protection. This is achieved by primarily: 1. initial report to UKMTO Dubai (e-mail or fax); 2. initial report to MARLO (e-mail or fax); 3. additionally, if planning to transit the Gulf of Aden, or navigate within the area bound by 12° N, 58° E and 10° S: register the vessel movement with MSCHOA (either, online or by e-mail or fax).

(vii)

Whilst measures should be taken to prevent pirates boarding, the safety of crew and passengers is paramount.

(b)   Company planning

It is strongly recommended that managers and/or the operations department register for access to the restricted sections of the MSCHOA website (www.mschoa.eu), review the information contained therein and share this as appropriate within their fleet.

(i)

4-5 days before the vessel enters the international recommended transit corridor (IRTC), or area bound by 12 degrees north or 58 degrees east or 10 degrees south, ensure that a ‘Vessel movement registration’ submission has been logged with MSCHOA (online, e-mail or fax). Note: This can be done by either the ship or the company.

(ii)	Review the ship security assessment (SSA) and implementation of the ship security plan (SSP) as required by the International Ship and Port Facility Code (ISPS Code) to counter the piracy threat.

(iii)

The company security officer (CSO) is encouraged to see that a contingency plan for the high-risk passage is in place, exercised, briefed and discussed with the master and the ship security officer (SSO).

(iv)	Be aware of the particular high-risk sea areas that have been promulgated.

(v)	Offer their ship’s master guidance with regard to the preferred and available methods of transiting the region (group transit, escorted group transit, national convoy, etc.).

(vi)	Conduct periodic crew training sessions.

(vii)

The use of additional private security guards is at the discretion of the company but the use of armed guards is not recommended.

(viii)

Consider additional resources to enhance watchkeeping numbers.

(ix)	Consider the outfitting of ships with self-protection measures (SPM) prior to transiting high-risk areas.

(c)   Ship’s master planning

(i)	Communication of ‘Initial report’ to UKMTO Dubai and MARLO (e-mail or fax) when entering the reporting area between Suez, and 78 degrees east 10 degrees south, see anti-piracy planning chart Q6099.

(ii)

4-5 days before entering the IRTC, or the area within 12 degrees north, 58 degrees east or 10 degrees south, ensure that a ‘Vessel movement registration’ submission has been logged with MSCHOA (online, e-mail or fax). Note: This can be done by either the ship or the company. If it is completed by the company, masters should satisfy themselves with their companies that their details are correctly registered with MSCHOA.

(iii)

Prior to transit of the region it is recommended that the crew should be thoroughly briefed.

(iv)	The anti-piracy contingency plan has been shown to be most effective when implemented in advance. A drill is conducted prior to arrival in the area, the plan reviewed and all personnel briefed on their duties, including familiarity with the alarm signal signifying a piracy attack.

(v)

Masters are advised to also prepare an emergency communication plan, to include all essential emergency contact numbers and pre-prepared messages, which should be ready at hand or permanently displayed near the communications panel (e.g. telephone numbers of MSCHOA, IMB PRC, CSO etc. — see Contact List at Annex B).

(vi)

Define the ship’s AIS policy: SOLAS permits the master the discretion to switch off AIS if he believes that its use increases the ship’s vulnerability. However, in order to provide naval forces with tracking information within the GoA it is recommended that AIS transmission is continued but restricted to ship’s identity, position, course, speed, navigational status and safety-related information. Off the coast of Somalia the decision is again left to the master’s discretion, but current naval advice is to turn it off completely. If in doubt this can be verified with MSCHOA.

3.   Prior to transit voyage planning

(a)   Vessels are encouraged to report their noon position, course, speed, estimated and actual arrival times to UKMTO Dubai and MARLO whilst operating in the region.

(b)   Vessels are also encouraged to increase the frequency of such reports when navigating in known high-risk/piracy areas and further report upon passing point A or B in the GoA, as shown on anti-piracy chart Q6099.

(c)   Inside the GoA

(i)

EU NAVFOR strongly recommends that ships conduct their passage within the IRTC. Westbound ships should bias themselves to the northern portion of the corridor, and eastbound ships to the southern portion. Group transit (GT) guidance within the GoA for times and speeds are on the MSCHOA website, if a GT is contemplated.

(ii)	Ships should avoid entering Yemeni territorial waters (YTWs) while on transit. This is for reasons of customary international law, as it is not possible for international military forces (non-Yemeni) to protect ships that are attacked inside YTWs.

(iii)

Ships may be asked to make adjustments to passage plans to conform to MSCHOA routeing advice.

(iv)	During GTs ships should not expect to be permanently in the company of a warship. But all warships in the GoA, whether part of EU NAVFOR or coordinating with them, will be aware of the GoA GTs and will have access to the full details of vulnerable shipping.

(v)	MSCHOA strongly recommends masters make every effort to plan transit periods of highest risk areas of the GoA for night passage (MSCHOA will advise ships). Very few successful attacks have occurred at night.

(d)   Outside the GoA

(i)	Ships navigating off the east coast of Somalia should consult with the MSCHOA website or UKMTO Dubai in order to obtain the most recent routeing advice.

(ii)	Masters should still update UKMTO Dubai in the usual manner with their ship’s course and details.

(e)   A list of useful contact details are contained in Annex B.

4.   Prior to transit — defensive measures

(a)   Taking into account the manning levels, ensure that ship routines are adjusted sufficiently in advance so that well-rested and well-briefed crew are on watch and sufficient watchkeepers are available. The master and officers of the watch should be familiar with the impact of zigzag manoeuvres onboard their particular ship (in all sea conditions) and in particular the impact that these manoeuvres can have upon reducing the speed of the vessel.

(b)   Consider minimising external communications (radios, handsets and AIS information) to essential safety- and security-related communication and SOLAS information only during transit of the GoA and passing the coast of Somalia.

(c)   Increase readiness and redundancy by running additional auxiliary machinery, including generators and steering motors.

(d)   Increase lookouts/bridge manning.

(e)   Man the engine room.

(f)   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.

(g)   In case of emergency, warships can be contacted on VHF Ch. 16 (Backup Ch.08).

(h)   Check all ladders and outboard equipment are stowed or up on deck.

(i)   Check that self-protection measures put in place in advance remain securely fitted and function as intended. Be mindful that temporary devices may work loose and consequently may only provide a reduced level of protection.

(j)   If the ship has a comparatively low freeboard, consider the possibility of extending the width of the gunwales to prevent grappling hooks from gaining hold. Check the MSCHOA website for examples of such measures.

(k)   It is recommended that a piracy attack muster point or ‘citadel’ be designated and lock-down procedures rehearsed in order to delay access to control of the ship and buy time. Ideally this should be away from external bulkheads and portholes. Due to the ongoing debate on the use of citadels and their method of employment, masters are recommended to check regularly with MSCHOA.

(l)   Consider the use of dummies at the rails to simulate additional lookouts. However, if ship design creates lookout black spots and the security assessment identifies this risk, then it may have to be covered by manpower.

(m)   It is suggested fire pumps and/or hoses should be pressurised and ready for discharge overboard around the vessel, particularly at the most vulnerable points.

(n)   Consideration should also be given to creating a water curtain around the vessel to further deter boarding.

(o)   Consider the use of razor wire/physical barriers around stern/lowest points of access, commensurate with crew safety and escape.

(p)   Consider the use of passive defence equipment.

(q)   Consider providing night vision optics for use during the hours of darkness.

(r)   Operate CCTV (if fitted).

5.   In transit — operations

(a)   Ship’s crew should not be exposed to undue risk when employing self-protective measures (SPM).

(b)   All ships inside the GoA are strongly urged to use the IRTC and follow MSCHOA GT advice and timings as promulgated on the MSCHOA website.

(c)   Attention of mariners is also drawn to IMO circular SN.1 Circ. 281 dated 4 August 2009, ‘Information on internationally recognised transit corridor (IRTC) for ships transiting the Gulf of Aden’ where advice is provided that the IRTC is subject to change by military authorities according to prevailing circumstances. Mariners are therefore urged to obtain up-to-date information from the ‘MSCHOA’ website http://www.mschoa.org or NAV warnings promulgated for that area.

(d)   If you intend to follow a group transit (GT) through the IRTC: transit at the group transit speed, but remain aware of the ship’s limitations. (Current advice, for example, is that if your full sea speed is 16 knots, consider joining a 14-knot GT and keep those 2 knots in reserve.)

(e)   If you do not intend to follow a GT through the IRTC: maintain full sea speed through the high-risk area. (Current advice is that if the full sea speed of the ship is more than 18 knots, then do not slow down for a GT. Instead, maintain full sea speed and aim to transit as much of the high-risk area in darkness as possible.)

(f)   Ships should comply with the International Rules for Prevention of Collision at Sea at all times. Masters should endeavour not to impede the safe navigation of other vessels when joining and leaving the IRTC. Navigation lights should not be turned off at night. Follow the guidance given by flag State authority.

(g)   Provide deck lighting only as required for safety. Lighting in the shadow zones around the ship’s hull may extend the area of visibility for lookouts, but only where consistent with safe navigation. Where fitted, and deemed suitable, consider the immediate use of ‘remotely operated’ ship searchlights, if suspicious activity around the vessel is observed, the use of searchlights may startle and deter a potential attack. (Current naval advice is to transit with navigation lights only).

(h)   Keep photographs of pirate ‘mother ships’ on the bridge. Report immediately if sighted. Report all sightings of suspect mother ships to UKMTO Dubai and the IMB PRC. (See Annex C for an example of a piracy report for passing on such information or reporting on any other attack or sighting.)

(i)   The master should try to make as early an assessment of a threat as possible. As soon as the master feels that a threat is developing he should immediately call the UKMTO Dubai.

(j)   Keep a good lookout by all available means for suspicious craft, especially from astern and each quarter.

(k)   Protect the crew from exposure to undue risk. Only essential work on deck should occur in transit of the high-risk area. Masters should, in so far as possible, keep crew members clear from external deck spaces during hours of darkness, whilst being mindful of their obligation to maintain a full and proper lookout at all times.

(l)   Use light, alarm bells and crew activity to alert suspected pirates that they have been detected.

(m)   A variety of other additional commercially available non-lethal defensive measures are available that could be considered; however these should be assessed by companies on their merits and on the particular characteristics and vulnerability of the ship concerned.

6.   If attacked by pirates

(a)   Follow the ship’s pre-prepared contingency plan.

(b)   Activate the emergency communication plan, and report the attack immediately to the single primary point of contact in the event of an attack, which is UKMTO Dubai. (MSCHOA, as the continually manned maritime security watch centre for piracy attacks in the region, will continue to function as a back-up contact point in the event of an attack.)

(c)   Activate the ship security alert system (SSAS), which will alert your company security officer and flag state. Post attack reports should be communicated as quickly as possible to all relevant piracy reporting centres as explained in section 9.

(d)   If the master has exercised his right to turn off the automatic identification system (AIS) during transit of the piracy area, this should be turned on once the ship comes under pirate attack.

(e)   Sound the emergency alarm and make a ‘pirate attack’ (PA) announcement in accordance with the ship’s emergency plan.

(f)   Make a ‘mayday’ call on VHF Ch. 16 (and backup Ch. 08, which is monitored by naval units). Send a distress message via the DSC (digital selective calling) system and Inmarsat-C, as applicable. Establish telephone communication with UKMTO Dubai.

(g)   Prevent skiffs closing on the ship by altering course and increasing speed where possible (1). Pirates have great difficulty boarding a ship that is:

(i)	making way at over 15 knots;

(ii)

manoeuvring — it is suggested that as early as possible masters undertake continuous small zigzag manoeuvres to further deter boarding whilst maintaining speed. Consider increasing the pirates’ exposure to wind/waves and using bow wave and stern wash to restrict pirate craft coming alongside. Masters and the officer of the watch (OOW) should be aware of the handling and manoeuvring characteristics of the vessel. Particular attention should be given to the effects of varying helm orders and the impact these can have on the ship’s speed.

(h)   Activate fire pump defensive measures.

(i)   Consider turning on forward facing deck lights to draw attention to your vessel and aid positive identification by arriving military forces as a vessel under attack.

(j)   Muster all remaining crew in accordance with the ship’s contingency plan.

7.   If boarded by pirates

(a)   Before pirates gain access to the bridge, inform UKMTO Dubai and, if time permits, the company.

(b)   Offer no resistance; this could lead to unnecessary violence and harm to the crew.

(c)   If the bridge/engine room is to be evacuated, then the main engine should be stopped; all way taken off the vessel if possible and the ship navigated clear of other ships.

(d)   Remain calm and cooperate fully with the pirates.

(e)   Ensure all crew, other than the bridge team, stay together in one location.

(f)   If in a locked down ‘citadel’ ensure internal protection/cover is available in case the pirates attempt to force entry. Keep clear of entry point/doors and portholes/windows — do not resist entry. Use citadel emergency communication methods to communicate with authorities.

8.   In the event of military action

(a)   Crew should be advised NOT to use cameras with flash at any time when any military action is under way.

(b)   In the event that military personnel take action onboard the ship, all personnel should keep low to the deck, cover their heads with both hands, with hands visible and empty.

(c)   Be prepared to answer questions on identity and status onboard.

(d)   Be aware that English is not the working language of all naval units in the region.

(e)   Military forces may initially secure all persons encountered. This is standard practice. Brief and prepare ship’s personnel to expect this and to cooperate fully during the initial stages of military action onboard.

9.   Post incident reporting (reference Annex C).

(a)   Following any piracy attack or suspicious activity, it is vital that a detailed report of the event is reported to MSCHOA, UKMTO DUBAI and the IMB.

(b)   This will ensure full analysis and trends in piracy activity are established as well as enabling assessment of piracy techniques or changes in tactics, in addition to ensuring appropriate warnings can be issued to other merchant shipping in the vicinity.

(c)   Masters are therefore requested to complete the standardised piracy report form contained in Annex C.

Updating best management practices

1.

It is anticipated that these BMP will be periodically updated based upon operational experience and lessons learned. The parties to this document will endeavour to meet regularly to update these BMP and to circulate revisions to their respective members and other interested organisations.

2.

If in doubt, consult the MSCHOA website where additional relevant information will always be posted (noting that this may not be endorsed by all of the above-listed organisations).

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(1)  If you can buy time until the military forces arrive, this often leads the pirates to abort their attack. This is why early registration with MSCHOA, use of group transit timings and updating your position with UKMTO Dubai are all essential: it gives a better probability that naval support will be nearby if the pirates attack.