By Issy Ronald, James Frater and John Torigoe, CNN
Portsmouth, UK (CNN) — When a vessel under attack in the Strait of Hormuz calls for help, a black phone in the corner of an office rings. It’s nothing special – just a normal office phone, a relic of the 1990s.
But when a call comes in, the three people on shift at this small office just outside Portsmouth, on Britain’s south coast, suddenly become central to the current conflict in the Middle East.
For it’s home to the UK Maritime Trade Operations Centre (UKMTO) – a Royal Navy-affiliated body that monitors shipping in the Red Sea, Persian Gulf and northern Indian Ocean.
And since Iran effectively closed the Strait of Hormuz more than two months ago in response to US-Israeli strikes on the country, the number of emergency calls the UKMTO receives has skyrocketed.
The first moments after that call comes in “can get really stressful,” said Commander Jo Black, UKMTO’s head of operations. “The vessel may be actively under attack. You may hear alarms and sirens in the background. On occasion, we’ve even heard gunfire,” she told CNN.
Merchant vessels transiting the Strait of Hormuz have faced all manner of threats as Tehran has sought to impose its control over the crucial waterway, through which a significant proportion of the world’s oil, gas and fertilizer supply flows, in response to the US-Israeli campaign. Some ships have been targeted by Iranian missile fire, others attacked by drones, yet others circled by fast attack craft.
As the war drags into its third month, the nature of the threat from Iran in the strait is changing, Black noted.
“At the start of March, we were very much seeing military action. … More recently it seems to be taking a change towards constabulary action, with vessels being challenged as they approach the Strait of Hormuz, interrogated, asked to verify their claims and, in some unfortunate cases, vessels actually being detained,” she said.
Once a ship reports such an attack, the UKMTO office scrambles into action. Its staff, known as watchkeepers, talk to the vessel’s crew and contact other nearby ships, warning them of the danger as well as asking if they can help, or provide more information. They also contact the shipping companies affected, local coastguards and military forces in the region who also might be able to assist.
It’s manned by a team of just 18 people, who cycle through 12-hour shifts, meaning that there are always three watchkeepers on at any given time, sometimes supported by an analyst too.
“If you call UKMTO, you will get a response,” Black said. “We can’t guarantee that there will be an international community available to respond directly, but we will ensure your information is shared with as wide an audience as possible to try to generate a response.”
The body has recorded 44 incidents since the Iran war began – a mixture of what it classifies as damage to ships, close quarters and near misses. Ten seafarers have died in these incidents, Black said.
Even thousands of miles away, connected to the crisis only by a phone line, it can be stressful for the watchkeepers who are “dealing with a highly emotional situation,” she added, and often establish a rapport with those on board.
Collating information
For all the frenzied response when that phone rings, a “typical day is actually relatively calm,” said Black. Banks of TV screens show different maps of the region and the shipping traffic passing through it. One map zooms in on the strait itself, a red box demarcating the “hazardous area” possibly containing Iranian mines and which vessels are avoiding.
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