Haiti: Naval Cooperation and Guidance for Shipping (NCAGS) in operation

Missed this earlier, but the U.S. Maritime Administration announced in an advisory - ACTIVATION OF US NAVAL COOPERATION AND GUIDANCE FOR SHIPPING

Date Issued: Feb 02 2010
To: MARINERS
Subject: HAITI: ACTIVATION OF US NAVAL COOPERATION AND GUIDANCE FOR SHIPPING

1. THIS MARAD ADVISORY PROVIDES GUIDANCE FOR TRANSITTING TO OR FROM HAITI AND THE DOMINICAN REPUBLIC.
2. IN PERIODS OF CRISIS, CONFLICT, NATIONAL EMERGENCY OR WAR, NAVAL AUTHORITIES MAY DIRECT THE MOVEMENT OF MERCHANT SHIPS (INCLUDING ROUTING AND DIVERSION) SO THAT THEY MAY BE BETTER PROTECTED FROM CRISIS CONDITIONS AND HOSTILIITES AND NOT INTERFERE WITH POSSIBLE ACTIVE NAVAL, JOINT OR COMBINED MILITARY OPERATIONS OR BE BETTER PREPARED TO ASSIST WITH HUMANITARIAN RELIEF EFFORTS. THE NCAGS ORGANIZATION IS THE PRINCIPAL US RESOURCE TO CARRY OUT THIS FUNCTION.
3. NCAGS PROVIDES NEAR REAL TIME INFORMATION OF THE MERCHANT SHIPPING PICTURE TO OPERATIONAL COMMANDERS. THIS HELPS ENSURE THE SAFE PASSAGE OF MERCHANT SHIPPING AND THE SAFETY OF NAVAL VESSELS.
4. SHIPPING COMPANIES ENGAGED IN DISASTER RELIEF TO OR FROM HAITI AND THE DOMINICAN REPUBLIC OR ENGAGE IN INTERNATIONAL TRADING WITH THESE COUNTRIES ARE REQUESTED TO HAVE VESSEL MASTERS PROVIDE A REPORT TO THE SHIPPING COORDINATION CENTER, NAVAL OCEAN PROCESING FACILITY DAM NECK, VA PRIOR TO ENTERING THE REPORTING AREA.
THE REPORTING CENTER CAN BE CONTACTED 24/7 BY PHONE (US)
***
REQUEST ALL MERCHANT VESSELS MAINTAIN THEIR AIS TRANSMITTERS IN TRANSMIT MODE (I.E., LEAVE TURNED ON) IN THE VICINITY OF HAITI IN ORDER TO ENSURE VESSEL SAFETY AND TRAFFIC SEPARATION.
SAFETY IS PARAMOUNT. NAVAL COORDINATION WITH MERCHANT SHIPPING IS ADVISORY ONLY. MERCHANT SHIP PARTICIPATION IS VOLUNTARY.
5. COMMUNICATIONS REPORTING GATES (CRG) HAVE BEEN ESTABLISHED TO COINCIDE WITH THE OPERATIONS AREA BOUNDED BY: 018N TO 020N, 072W TO 075W. FOR THIS VOLUNTARY 96 HOUR NOTIFICATION, REPORTING VESSELS ARE REQUESTED TO TRANSMIT DATA IN THE FOLLOWING FORMAT:
SECTION A – SHIP DATA:
(1) SHIP'S NAME.
(2) INTERNATIONAL CALL SIGN.
(3) TYPE OF VESSEL.
(4) FLAG OF REGISTRY.
(5) IMO NUMBER.
(6) PORT OF REGISTRY.
(7) LENGTH OVERALL.
(8) VESSEL'S WIDTH.
(9) MAXIMUM DRAFT FOR PRESENT VOYAGE.
(10) VESSEL’S GROSS TONNAGE.
(11) SPEED:
(a) SERVICE SPEED.
(b) MAXIMUM SPEED.
(c) MINIMUM SPEED.
(12) SIGNIFICANT APPEARANCE OF VESSEL FOR OPTICAL RECOGNITION.
(13) MMSI (MARITIME MOBILE SERVICES IDENTITY) NUMBER.
(14) NAME OF COMMUNICATION STATION BEING COPIED.
(15) INMARSAT TELEPHONE NUMBERS.
(16) INMARSAT FAX NUMBERS.
(17) INMARSAT TELEX NUMBERS.
(18) INMARSAT DATA NUMBERS.
(19) OTHER COMMUNICATION MEANS INCLUDING E-MAIL ADDRESSES.
SECTION B- VOYAGE DATA
(20) INTENDED MOVEMENT – DESCRIPTION OF PASSAGE
(21 LAST PORT/COUNTY OF CALL INCLUDING ACTUAL DATE AND TIME OF DEPARTURE FROM LAST PORT.
(22) NEXT PORT OF CALL INCLUDING ESTIMATED TIME OF ARRIVAL (ETA) AT NEXT PORT OF CALL.
(23) CURRENT POSITION.
(24) DATE/TIME AND POSITION ENTERING THE REGION.
(A-X)) WAYPOINTS OF INTENDED TRACK THROUGH AREA OF OPERATIONS (DATE/TIME-LATITUDES/LONGITUDES).
(25) POSITION AND DATE/TIME OF DEPARTING THE REGION.
SECTION C – OPERATOR DATA:
(26) NAME OF SHIP OWNER/OPERATOR INCLUDING ADDRESS OF SHIP OWNER, NAME OF CHARTER (IF ANY) AND ADDRESS OF OPERATOR/CHARTERER.
(27) EMAIL ADDRESS OF THE ABOVE.
(28) TELEPHONE NUMBER OF ABOVE.
(29) FAX NUMBER OF ABOVE.
SECTION D – CARGO DATA
(30) QUANTITY AND NATURE OF MAIN/RELEVANT CARGO.
(31) SHIPPERS OF MAIN/RELEVANT CARGO(NAME AND ADDRESS).
(32) ORIGIN OF MAIN/RELEVANT CARGO.
(33) CONSIGNEE OF MAIN RELEVANT CARGO.
(34) FINAL DESTINATION OF MAIN/RELEVANT CARGO.
(35) [RESERVED].
6. IN ADDITION TO THE ABOVE VOLUNTARY 96 HOUR NOTIFICATION, MASTERS OF VESSELS BOUND FOR HAITIAN PORTS ARE REMINDED TO COMPLY WITH HAITI PORT AUTHORITY (APN) 72 HOUR ADVANCE NOTIFICATION REQUIREMENT. THE FORM AND INSTRUCTIONS CAN BE FOUND AT THE APN WEBSITE AT: HTTP://WWW.APN.GOUV.HT/IMAGES/TELECHARGEMENTS/NOTIFICATIONDARRIVEE.DOC.

7. NATO HAS RELEASED A NON-CLASSIFIED PUBLICATION “ATP – 2 (B) VOL II – NAVAL CO-OPERATION AND GUIDANCE FOR SHIPPING MANUAL (NCAGS)- GUIDE TO OWNERS, OPERATORS, MASTERS AND OFFICERS.” THE VOLUME IS AVAILABLE FOR ALL MARINERS TO DOWNLOAD AT: HTTP://WWW.SHIPPING.NATO.INT/.
8. REQUEST ANY HAITI HUMANITARIAN CARGO BE SHIPPED WITHIN STANDARD 20-FOOT TEU CONTAINERS TO FACILITATE OFF-LOADING AND TRANSPORTATION. REPORT ANY SPECIAL OFF-LOADING NEEDS OR REQUIREMENTS SUCH AS REQUIRING USE OF CRANES PRIOR TO ARRIVAL.
9. FOREIGN VESSELS INBOUND TO HAITI ARE HIGHLY ENCOURAGED TO USE AGENTS LISTED ON THE AUTORITE PORTUAIRE NATIONALE (APN) WEBSITE (WWW.APN.GOUV.HT).***

For those of you unfamiliar with NCAGS, see here for some background.

NCAGS has been known by a couple of different names since it began - including Naval Control of Shipping (NCS) and was part of the system established to set up convoys to resupply forces abroad. The goal in more recent times has been to help deconflict commercial and military shipping in regions where operations might cause interface issues. A good description (now found at the link above):

Co-operation between the military and civilian sectors, rather than control, is the way ahead. NCS has now developed into new project known as Naval Cooperation and Guidance for Shipping (a mouthful which is also known by its more user friendly acronym ‘NCAGS’). NCAGS is dedicated to providing advice, guidance and assistance to enhance the safety of merchant ships and support military operations – on a global scale. It is an ambitious, but realistic, project.(from a speech by Admiral Sir Jonathon Band, 24 Oct 2002)

The U.S. and many allied navies maintain officers (generally reservists) trained in NCAGS operations.

Why invoke NCAGS? Take a look at the image above which shows the roadstead at Port-au-Prince. The red arrow points to the Military Sealift Command hospital ship USNS Comfort (T-AH-20) and the 3 circles (more or less) indicate other ships, both U.S.Navy and USNS involved in the recovery operations. As you might see, those 4 ships take up a good deal of space and the arrival of other ships, unless carefully planned might create some sea space conflicts.

Why 20 foot containers? (TEU means 20 foot equivalent units, by the way)
Because they fit on the U.S.Navy barges:

Somali Pirates: Convoys work

I don't know why David Axe limited his "convoy" reference to World War II, since convoys were a feature of anti-pirate operations going back over 500 years to the earliest days of ships carrying cargo from one point to another , but nonetheless, he writes New Anti-Pirate Tactic: World War II-Style Convoys :

This weekend the first E.U.-escorted convoy will sail from Mombasa, with a French or British frigate providing the heavy firepower. "With escorts, we're getting more food in," Smerdon said. But don't expect the same tactic to work for commercial ships plying the Gulf of Aden. According to Wahutu, most commercial ships sail on strict schedules. "If you have to wait for a convoy to form up, you lose time." And time means money.

So while the world's biggest food campaign piggybacks on World War II-style convoys, for-profit shipping is still going it alone, despite the risks.

Convoys do work, and you can lessen the time of waiting by having enough escorts available. See my earlier post calling for convoys.

UPDATE: A little Wikipedia history:

Naval convoys have been used for hundreds of years, and examples of merchant ships traveling under naval protection have been traced back to the 12th Century.[1] The use of organised naval convoys dates from when ships began to be separated into specialist classes and national navies were established.[2]

By the French Revolutionary Wars of the late 18th century, effective naval convoy tactics had been developed to ward off pirates and privateers. Some convoy contained several hundred merchant ships. The most enduring system of convoys were the Spanish treasure fleets, that sailed from the 1520s until 1790.

When merchant ships sailed independently, a privateer could cruise a shipping lane and capture ships as they passed. Ships sailing in convoy presented a much smaller target: a convoy was no more likely to be found than a single ship. Even if the privateer found a convoy and the wind was favourable for an attack, it could hope to capture only a handful of ships before the rest managed to escape, and a small escort of warships could easily thwart it. As a result of the convoy system's effectiveness, wartime insurance premiums were consistently lower for ships which sailed in convoys.[2]

NATO has an organization of personnel trained in setting up convoy operation under the name of Naval Coordination and Guidance to Shipping (NCAGS)(see here for some background and here).

The U.S. has several reserve units devoted to worrying about such matters (and in which I toiled for many years), folded into the U.S. Fleet Forces Command (pdf). More on the U.S. NCAGS program here (pdf):

Naval Cooperation and Guidance for Shipping (NCAGS) defined
• NCAGS is a program that bridges the gap between operational forces and merchant shipping by providing a framework for communicating directions, advisories, concerns and information within a maritime region.
• The mission is to assist operational commanders in managing risk by providing situational awareness and near real-time information on the commercial shipping picture to help ensure the safe passage of merchant shipping and the safety of naval vessels. This is accomplished through the use of technology and cooperation between partner nations and commercial industry.
NCAGS is a component of the Maritime Strategy and helps build Maritime Domain Awareness
• NCAGS is an important part of the Maritime Strategy and provides a framework toward building Maritime Domain Awareness (MDA), an effective understanding of anything associated with the maritime domain that could impact the security, safety, economy or environment of the United States.
NCAGS Capabilities – Global Force Provider
• Organized under USFF, NCAGS units in the United States are located in Bronx, N.Y., Chicago, IL; Tacoma, Wash.; and Miami, Fla. Each unit is led by a Navy captain and includes 48 personnel from the Navy Reserve force. Many assigned personnel have extensive shipping industry experience or merchant marine qualifications.
• Liaison Officers (LNOs) -- Provide advice on NCAGS measures; senior liaison with civil maritime industry and fleet commanders.
• Shipping Coordination Team (SCT) -- Provides capability for a 24-hour watch at sea or ashore; flexible configuration adjusting to Combatant Commander needs.
• Shipping Coordination Center (SCC) -- Provides analysis capability supporting forward deployed LNOs and SCTs. SCCs are located in Dam Neck, Va., Key West, Fla., and Alameda, Calif., increasing MDA and facilitating the movement of goods and people into U.S. ports.

The NATO Shipping Centre is largely an NCAGS operation.

UPDATE2: Speaking of earlier pirate wars, how about Pompey vs. The Pirates circa 67 BC?

The pirates were at this time masters of the Mediterranean, and had not only plundered many cities on the coasts of Greece and Asia, but had even made descents upon Italy itself. As soon as Pompey received the command, he began to make his preparations for the war, and completed them by the end of the winter. His plans were crowned with complete success. Pompey divided the Mediterranean into thirteen separate areas, each under the command of one of his legates. In forty days he cleared the Western Sea of pirates, and restored communication between Hispania, Africa, and Italy. He then followed the main body of the pirates to their strongholds on the coast of Cilicia; after defeating their fleet, he induced a great part of them, by promises of pardon, to surrender to him.

Cilicia is an old name for the Mediterranean coast of Turkey.

The Athenians used convoys way back when (4th Century BC, see pages 111-112):

. . . The grain did nobody in Athens any good until it arrived . . . and there were unscrupulous competitors. . .and pirates loose all over the seas. One of the reasons Piraeus was so important a center for the grain trade was that Athens had a navy large enough to supply escorts to convoy fleets of freighters . . .

Can't beat those classic ideas.

UPDATE: Technically, unless the merchant ships are placed under military control, the proper word is not "convoy" but "accompaniment." See ATP2(B):

(1) Accompaniment. A voluntary arrangement in which merchant ships may be organised for passage through a specific area of increased risk in company with military assets. Details will be promulgated via navigational warning (NAVWARN).Accompaniment does not imply direct protection by military assets; however, the presence of military assets may act as a deterrent to any unlawful interference to merchant ships.

As compared to:

(4) Convoy. NCAGS can recommend and facilitate convoy operations for merchant shipping. The purpose of convoy operations is to escort and to protect merchant ships by means of military assets through a specific area with higher risk due to unlawful interference. The safe passage of a convoy depends on the organisation before sailing, the management and control at sea and the skilful handling of each ship while in convoy. Ships in convoy sail under military command. Merchant ships under naval supervision have to follow the orders of the Convoy Commodore, other merchant ships cannot be forced to take part in a convoy organisation, but they can be integrated on a voluntary basis. Masters are at all times responsible for the crew, safe navigation and handling of their ship. Details will be promulgated via NAVWARN.

A fine distinction, but . . . such is International Law.