War zones & JWLA listed areas

The Joint War Committee (JWC) — a committee of the Lloyd's Market Association (LMA) and the International Underwriting Association (IUA) — publishes a list of areas considered to present an elevated war, piracy, or terrorism risk to shipping. Formally designated as JH113 (Hull War, Strikes, Terrorism and Related Perils — Listed Areas), the JWC Listed Areas trigger mandatory notification to war risk underwriters before a vessel enters, and generally require payment of an Additional Premium (AP). Underwriters use the list to price war risk cover; port state and flag state authorities also reference it in their safety advisories.

Caveat: The JWC updates the list as the security situation evolves — areas are added and removed without fixed timescales. The information below reflects the list as at mid-2025. Always obtain current underwriter confirmation before proceeding to any potentially listed area.

Is a citadel required, and what does BMP5 say?

Citadel preparation comes from BMP5 (Best Management Practices), the industry's piracy self-protection guidance, which "is not mandatory under SOLAS or STCW but is widely considered industry standard practice." BMP5 tells vessels that have a citadel fitted to prepare it during pre-transit planning for a high-risk-area passage, and to muster crew there if a piracy or armed attack occurs. Non-compliance with BMP5 can affect P&I club indemnity. This page does not state the position under any flag-state or charter-party requirement — check those separately.

Key facts

• BMP5 is not a convention rule. It is industry self-protection guidance, published 2018 by a coalition including BIMCO, ICS, Intercargo, and Intertanko — not a convention requirement.
• "If fitted" only. BMP5's pre-transit stage lists citadel preparation alongside razor wire, water cannons, and secured hatches/doors — conditional on the vessel having one.
• Muster point during an attack. BMP5's attack stage directs crew to muster at the citadel or emergency muster station while SSAS is activated and UKMTO/MRCC are notified on VHF Ch 16.
• Insurance consequence. Not following BMP5 "can affect P&I club indemnity and undermine claims if an incident occurs," per the BMP5 section below.

Current listed areas (as at mid-2025)

• Red Sea, Gulf of Aden, Bab-el-Mandeb StraitMiddle East / East AfricaListed since: December 2023 (Houthi escalation)

  Added following Houthi (Ansarallah) attacks on commercial shipping beginning November 2023. The entire Red Sea and the southern approaches at Bab-el-Mandeb are listed. Major shipping companies began diverting around the Cape of Good Hope from December 2023. UKMTO Dubai handles distress and reporting for this area.

• Gulf of Oman, Persian Gulf (east to 57°E)Middle EastListed since: Long-standing

  Covering the Strait of Hormuz, Gulf of Oman, and parts of the Persian Gulf. Iranian naval and IRGCN activity, including vessel seizures and mine threats, has kept this area listed continuously. Additional war risk premium applies to tanker transits of the Strait of Hormuz.

• Black Sea (Ukrainian waters), Sea of AzovEastern EuropeListed since: February 2022 (Russia–Ukraine war)

  Full Russian invasion of Ukraine in February 2022 triggered listing. Ukrainian grain corridor (BSGI) operated July–July 2023; Russia withdrew and subsequently attacked Ukrainian grain infrastructure. Odessa, Kherson, and Mykolaiv remain active conflict zones. Turkey controls Bosphorus access under Montreux Convention Article 19 — warships restricted during active hostilities.

• Libya (coastal and offshore waters)North AfricaListed since: 2011 (ongoing)

  Persistent civil conflict and rival government control of Libyan ports. Bengazi, Tripoli, Misrata, and the offshore Mellitah terminal are all in the listed area. LISCO oil infrastructure has been subject to armed seizure. Vessels must verify current port authority status before calling.

• Yemen, including approachesArabian PeninsulaListed since: 2015 (Houthi–Saudi conflict); intensified 2023

  Yemeni waters including Hodeidah, Aden, and the offshore anchorages. Overlaps with the Red Sea and Gulf of Aden listing. The Houthi threat to commercial shipping emanates primarily from Yemen; the JWLA entry predates the November 2023 escalation.

• Somalia, EritreaEast Africa / Horn of AfricaListed since: 2008 (piracy); maintained for security risk

  Listed continuously since the peak of Somali piracy. Piracy attacks in the Indian Ocean / Gulf of Aden are now at low levels following the success of international naval operations and BMP protocols. The Indian Ocean HRA was removed in January 2023. Eritrea is listed due to armed conflict and UNSC arms embargo.

• Israel / Lebanon coastal watersEastern MediterraneanListed since: October 2023

  Following the outbreak of the Gaza conflict in October 2023 and subsequent Hezbollah exchanges across the Lebanon–Israel border. Port of Haifa and Lebanese coastal waters are affected. Vessels should check current port state advisories before calling Israeli or Lebanese ports.

• Sudan (Red Sea coast)East AfricaListed since: April 2023 (civil war escalation)

  Civil war between the SAF (Sudanese Armed Forces) and RSF (Rapid Support Forces) that began April 2023. Port Sudan is on the Red Sea coast and is the country's main port; access has been disrupted. The broader Sudanese coastal area is included in the listed area.

War risk insurance

• Hull War Risk

  Covers physical loss of or damage to the vessel from war, piracy, terrorism, or hostile acts. Separate from Hull & Machinery; requires a separate war risk endorsement. War risk underwriters (e.g., the Lloyd's Market, Hellenic War Risks Club) apply Additional Premium (AP) for voyages into JWLA-listed areas.

• P&I War Risk

  The International Group P&I clubs provide war risk P&I cover under Rule 5 of the standard club rules, covering crew injury/death and third-party liabilities arising from war. Separate AP may apply for listed areas. Some club rules exclude nuclear, chemical, biological, and radiological (NCBR) attacks.

• Crew War Risk

  Separately required under most CBAs and ITF agreements. The ITF-affiliated crew war risk bonus (typically 100% of monthly wages for the duration of transit through a war risk area, plus double indemnity for death or permanent disability) is generally provided by the vessel's P&I club or a standalone insurer.

• Kidnap & Ransom (K&R)

  Specialist cover for piracy-related kidnap and ransom payments, crisis management, and negotiation costs. Typically purchased separately by the shipowner, not part of standard P&I cover. K&R insurers maintain databases of active incidents and provide professional crisis response.

• Additional Premium (AP)

  A voyage-specific surcharge levied by war risk underwriters for transits into JWLA-listed areas. Must be obtained from underwriters before commencement of the voyage. The AP applies to each voyages separately and is quoted based on current market conditions and the specific area of operation.

BMP5 — Best Management Practices

BMP5 (Best Management Practices for Protection against Piracy and Enhancing Maritime Security in the Red Sea, Gulf of Aden, Indian Ocean and Arabian Sea) is the fifth edition of the industry's self-protection guidance, published in 2018 by a coalition of industry organisations (BIMCO, ICS, Intercargo, Intertanko, and others). It is not mandatory under SOLAS or STCW but is widely considered industry standard practice. Non-compliance with BMP5 can affect P&I club indemnity and undermine claims if an incident occurs. The key stages are:

High Risk Area (HRA) and IRTC

• Indian Ocean HRA — The original BMP High Risk Area covering the Indian Ocean, Gulf of Aden, and Arabian Sea was removed in January 2023 following a sustained decline in Somali piracy incidents. This removed the obligation under some charter parties to pay war risk bonuses and to comply with HRA-specific BMP measures for Indian Ocean transits. However, the JWLA still lists Somali waters, and vigilance is maintained.
• IRTC (Internationally Recommended Transit Corridor) — A defined corridor in the Gulf of Aden approximately 8 nm wide in each direction, used for eastbound and westbound transits to concentrate naval assets and reduce piracy risk. The IRTC remains in effect and vessels should transit within it when passing through the Gulf of Aden.
• Red Sea HRA (post-November 2023) — With the onset of Houthi attacks, the Red Sea has effectively become a de facto high-risk area. UKMTO recommends all vessels transiting the Red Sea register and report. CTF-153 (US-led multinational force Operation Prosperity Guardian) provides a naval presence, but coverage is not comprehensive.

Reporting authorities

• UKMTOUnited Kingdom Maritime Trade Operations

  Dubai: +971 50 552 3215 | [email protected]

  Red Sea, Gulf of Aden, Bab-el-Mandeb, Gulf of Oman, Arabian Sea, and broader Indian Ocean. Operates a Vessel Tracking Form (VTF) and Voluntary Reporting Area (VRA). Free service; reports are shared with Combined Maritime Forces (CMF) CTF-151.

• MDAT-GoGMaritime Domain Awareness for Trade – Gulf of Guinea

  [email protected] | +33 (0)2 98 22 88 88 (France)

  Gulf of Guinea (West Africa) from Mauritania to Angola, including the Niger Delta and Bight of Benin. Operated jointly by France and the UK. Gulf of Guinea piracy and armed robbery peaked around 2020–2021 and has since declined, but the area remains high-risk for kidnap.

• IMB PRCIMB Piracy Reporting Centre

  Kuala Lumpur: +60 3 2078 5763 | [email protected]

  Global piracy reporting. Issues the IMB Annual Piracy Report and weekly piracy status broadcasts. Free 24/7 watchkeeping service. Incidents are compiled in the ICC Commercial Crime Services live piracy map. IMB PRC does not dispatch naval assets but coordinates information with coastal states and regional maritime centres.

The Houthi crisis — Red Sea since November 2023

Houthi (Ansarallah) forces in Yemen began attacking commercial vessels in the southern Red Sea and Bab-el-Mandeb Strait from November 2023, initially targeting vessels with Israeli connections and later expanding attacks to broadly defined international shipping. The attacks, using anti-ship missiles, drones, and small boat raids, forced a major restructuring of global container shipping. By early 2024, most large container carriers (Maersk, MSC, CMA CGM, Hapag-Lloyd) had suspended Red Sea transits and were diverting around the Cape of Good Hope, adding 10–14 days and approximately 10–14,000 nm to Europe–Asia voyages.

• Voyage deviation costs — Cape of Good Hope diversions add approximately $1–2 million in additional fuel cost per voyage for a large containership. Freight rates spiked significantly in early 2024 before partially stabilising.
• Charter party clauses — Owners invoking war risk provisions of charter parties require charterer consent or are entitled to additional war risk premium and crew bonuses. BIMCO's War Risks Clause (CONWARTIME 2013) is the standard reference. Some owners have issued deviation notices under force majeure clauses.
• Insurance impact — War risk AP for Red Sea transits increased dramatically from late 2023. Underwriters have required voyage-by-voyage AP negotiations. Some vessels have had difficulty obtaining cover for Red Sea transits at any price.

Crew rights and welfare

• ITF war risk bonus — Under ITF and most IBF Framework CBAs, seafarers are entitled to a war risk bonus (typically 100% of the basic monthly wage, paid as a daily supplement) for each day the vessel operates within a designated war risk area. Double indemnity (200% of CBA death/disability compensation) applies in the event of death or permanent disability resulting from war risks.
• Right of refusal under MLC 2006 — MLC Standard A4.3 and the Seafarers' Employment Agreement must provide for the right of seafarers to leave the ship in the event of war risk. MLC Regulation 2.1 requires the SEA to describe the right to repatriation; seafarers cannot be compelled to enter a war zone without their agreement. In practice, this right is exercised through the ITF and the flag state complaint mechanism.
• Seafarer welfare in conflict zones — ISWAN, Mission to Seafarers, Stella Maris, and Sailor's Society all provide welfare support to seafarers affected by piracy, armed attack, or detention in conflict zones. The IMO maintains a database of abandoned and detained vessels where crews are stranded.

Citadel & BMP5 — frequently asked questions

Is a citadel a mandatory requirement for ships?

Citadel preparation appears in BMP5, the industry's piracy self-protection guidance, which "is not mandatory under SOLAS or STCW but is widely considered industry standard practice." BMP5 lists it as a measure for vessels that have a citadel fitted. Non-compliance with BMP5 can affect P&I club indemnity and undermine claims if an incident occurs.

What does BMP5 say about preparing the citadel?

During pre-transit planning, BMP5's measures include to "install razor wire, water cannons, secure hatches and doors, prepare citadel if fitted" — meaning citadel preparation applies only to vessels that have one fitted, not to every ship.

What happens at the citadel during a piracy or armed attack?

BMP5's attack-stage guidance is to "sound general alarm and muster crew at citadel or emergency muster station," alongside activating the Ship Security Alert System (SSAS) and reporting to UKMTO and the nearest Maritime Rescue Coordination Centre on VHF Ch 16.

Last verified 4 months ago

See also

• · Sanctions compliance — UN, OFAC, OFSI, and EU regimes; dark fleet and AIS manipulation.
• · Russia oil price cap — Black Sea and Russian crude oil; G7 coalition shipping restrictions.
• · Bab-el-Mandeb — active war-risk chokepoint (Houthi campaign 2023-).
• · Strait of Hormuz — active war-risk chokepoint (Iran seizure history).
• · P&I and hull insurance — War risk P&I, crew war risk, and International Group club rules.
• · ISPS Code — Ship security plan, SSAS, security levels 1/2/3, and the CSO role.
• · MLC 2006 — Seafarer employment agreements, right of refusal, and repatriation rights.
• · Help: piracy incidents — IMB reporting, post-incident welfare, and evidence preservation.