Before submitting my first post I did a small amount of research and could not find any record of this event. On Sunday I went trawling through previous attacks but I must confess I did not go back to
2010!! Guilty as charged.
What really threw me on that first footage was the disregard to what we know as 'Rules of Engagement!' but as we all know, we learn from previous events and
that ship has been attacked THREE times!!
Seven pirates armed with automatic weapons and rocket propelled grenades twice tried to board the Panamanian-flagged MV Almezaan 60 miles off the Somali coast.
Hopefully lessons have been learned since those early pirate attacks hence my comments about the lack of compliance with what I call Rules of Engagement but in the civilian world I guess they are 'Best Management Practices!'
If Attacked-
- Follow the ship’s pre-prepared contingency plan.
- Activate the Emergency Communication Plan/Call in order of priority numbers displayed under essential contact information
- Activate the Ship Security Alert System (SSAS)
- If the Master has exercised his right to turn off the Automatic Identification System (AIS), this should be turned on once the ship comes under pirate attack.
- Sound emergency alarm and make ‘Pirate Attack’ PA announcement in accordance with the ship’s emergency plan.
- Make ‘Mayday’ call on VHF Ch 16 and backup Ch 08 (both are monitored by naval units). Send a distress message via the DSC (Digital Selective Calling) system and Inmarsat-C as applicable
- Maximize ship speed. In the Gulf of Aden, evidence to date from failed attacks is that the pirates will give up if unable to board within 30 45 minutes. If you can buy time until the military forces can arrive, this often leads the pirates to abort their attack.
- Prevent skiffs from closing by altering course and increasing speed where possible. Pirates have great difficulty boarding a ship that is:
- Making way at over 15 knots.
- Maneuvering - Consider increasing the pirates’ exposure to wind/waves and using bow wave and stern wash to restrict pirate craft coming alongside. Aggressive maneuvering, such as small zigzagging, should be attempted when skiffs are close to ships side (within 10-20 meters). Try to keep pirate skiffs in the positive pressure zones and out of the negative pressure zone. After skiffs have hauled off, vessel should straighten up and try to regain speed.
- Activate fire pump defensive measures.
- Muster all remaining crew in defined safe muster area/citadel
- DO NOT STOP.
My thoughts, when altering course I would suggest an alteration in 5 - 10 degree increments as any high speed 'weaving' will slow a ship down by a significant amount.
Contrary to what is being suggested piracy is paying BIG TIME!!!
In January 2012, researchers examining aerial photographs of Somalia noticed a new structure in the remote pirate stronghold of Hobyo. According to their analysis, carried out at the London think tank Chatham House, the installation may be a modern communications centre and telecoms mast capable of receiving Automatic Identification System (AIS) data on ship locations as well as long-range radio broadcasts.
This type of advanced technology may come to characterise piracy over the next decade or so. Some have suggested that the modern age of piracy began in South-east Asia following the Second World War, when pirates began using cheap military surplus outboard engines. More recently the price of GPS, radar and satellite phones have plummeted, further expanding the illegal use of these invaluable command-and-control tools.
Whether advances like the Hobyo mast will allow pirates to regain the advantage in the dangerous waters around troubled countries is yet to be seen. Like pirates’ tactics, the situation is fluid and opaque, making it difficult for the industry and for governments to stay ahead.
Despite the slowdown in attacks over the past year, some estimates suggest that in the first month of 2012 attacks rose by as much at 140 per cent, perhaps marking the start of new wave of crime at sea.
According to one recent report, the cost of piracy in 2011 was around USD7 billion, 80 per cent of which was borne by ship owners. “Piracy”, says Mark Hankey, “is a costly business, and we are ending up, by default, with the privatisation of the world’s sea lines.”
This quote is from a large International security firm that specialises in ship security.
From what I am reading most ransoms are being paid although only after a great deal of negotiations $4.8m being the average pay-out and the cheeky devils count this money before handing over the hostages. Smaller ships that have been captured are used as mother ships and in a number of cases the crews have been forced to man these vessels when the pirates next put to sea!.
Totally agree about having armed guards but that in itself is not the answer..
There has been NO successful capture of a merchant ship that was travelling at 18knts or faster!! speed, speed and speed is the best defence but obviously there are any number of ships incapable of reaching 18knts.
Don't get me wrong... I am in FULL agreement with that action although the amount of lead I saw going into that skiff was amazing and to hear that there were people in it that MIGHT have survived, is mind boggling.
2.5 It is important that the latest information on the location of where
pirates are operating is used when planning routes through the
High Risk Area. It is also important that vessels are prepared
to alter course at short notice to avoid pirate activity when
information is provided by NAV WARNINGS and/or Naval/
Military forces. Weather can also constitute an obstacle to
pirates and can be considered a factor when planning a route
through the High Risk Area. It is recommended that the latest
advice/updates be obtained from MSCHOA, NATO Shipping
Centre, and the UKMTO on the extent and latest location of
pirate activity. (See contact details at Annex A).
2.6 It is strongly recommended that BMP is applied throughout the
High Risk Area.
Final thoughts,
We are fully aware of the villages where the pirates are based. We know the exact locations of the ships being detained, we know the names and as stated the locations of where the leaders are based... what is it going to take to get some firm action being taken to end this farcical situation where we see Navy's from most of the world's sea going nations being deployed off of that region?
Way back when we had a proper Navy for a few weeks I was in command of a launch that was responsible for security within the Aden harbour area, we most certainly did not 'faff' about with mamby pamby politically correct attitudes regarding the rights or welfare of those that wished us harm, yes I had very specific RoE but right was right and wrong was wrong... how many millions of pounds are being spent with warships operating with one or both hands tied behind their back, they detain so called pirates and then have to release them! Note the master of the Amezaan made NO complaint and those 'innocent' men had to be released!!
The ship was again attacked on 20 March 2010, while on its way to Mogadishu. The attack was repelled by a private security guard convoy, and one pirate was killed. Six suspected pirates were captured by Navfor the same day, but released after the master and crew of the Almezaan refused to testify 
Just one week in March 2012 and Not an extract from blooming 2010