Crew blames Capt. Phillips for pirate attack

[FONT=arial, helvetica][FONT=Times New Roman, serif][SIZE=5]Crew blames Capt. Phillips for pirate attack

Captain ignored warnings to keep distance from Somalia, they say
By John Curran, The Associated Press[/I] [/SIZE][/FONT]
Richard Phillips, the ship captain toasted as a hero after he was taken captive by Somali pirates, ignored repeated warnings last spring to keep his freighter at least 600 miles off the African coast because of the heightened risk of attack, some members of his crew now allege.
Records obtained by The Associated Press show that maritime safety groups issued at least seven such warnings in the days before outlaws boarded the Maersk Alabama about 380 miles off the coast of Somalia.

A piracy expert and the captain’s second-in-command say Phillips had the prerogative to heed the warnings or not. But some crew members — including the chief engineer, the helmsman and the navigator — say he was negligent not to change course after learning of the pirate activity.

“If you go to the grocery store and eight people get mugged on that street, wouldn’t you go a different way?” said the ship’s navigator, Ken Quinn, of Tampa, Fla.

Sailing beyond the 600-mile threshold would have added more than a day to the Alabama’s voyage to Mombasa, Kenya, and used extra fuel, according to the ship’s previous captain, who said Phillips had years of experience sailing in those dangerous waters.

Four of the 20 crew members told the AP they blame Phillips for the hijacking.

“He caused this, and we all know it,” said chief engineer Mike Perry of Riverview, Fla. “All the Alabama crew knows about it.”
Reached by telephone at his home in Underhill, Phillips said he could not answer every “spurious accusation,” and he expected such criticism.

“But I don’t wish to say anything. I want you to report that I had no comment,” he said.

One of the four crew members who spoke to the AP is part of a lawsuit filed against Maersk Line Ltd. alleging the company was negligent in sending the ship into treacherous waters without more protection. The other members are not involved in any legal action related to the hijacking.

A separate complaint also has been filed against Phillips with the U.S. Coast Guard.

Capt. Shane Murphy of Plymouth, Mass., who was second-in-command during the siege, defended Phillips.

“If he was warned to stay off a certain distance and he stayed closer, I’m sure he thought he had a reason for doing it and felt like he was justified in it,” Murphy said. “I don’t think he was negligent. Maybe just stubborn.”

Maersk Line officials would not comment about the advisories or Phillips’ handling of them, citing the pending legal cases.

Company spokesman Kevin Speers would say only that the Maersk Alabama operated in “high-risk waters quite frequently, and that is part of the considerations that we take in putting together vessel security plans.”

SecureWest International, a maritime security organization that issued several of the advisories, would not respond to requests for comment.

The AP obtained copies of the advisories from a fifth crew member who did not want to be interviewed on the record.
[SIZE=+2][B]Warnings of trouble[/B][/SIZE]
The Alabama’s crew was apparently unaware of the advisories during the April 8 attack and the five days Phillips was held hostage in a lifeboat by three pirates. Navy SEAL sharpshooters freed him by killing the men.

Crew members found the warnings in the ship’s computer system when the Alabama returned to sea, Perry said.

On March 24, SecureWest warned of pirate attacks east of Somalia that had taken place more than 500 nautical miles offshore. It advised ships to “consider maintaining a distance of more than 600 nautical miles from the coastline.”

On April 1, the United Kingdom Maritime Trade Organization — a joint military command that coordinates anti-piracy efforts around the Horn of Africa — reported a recent passenger-ship hijacking, gave the longitude and latitude of where it happened and repeated the 600-mile recommendation in an e-mail addressed to “Maersk Alabama — Master.”

Over the next six days, SecureWest repeated the recommendation in an e-mail to the Alabama that reported an April 2 attack. The company also sent a warning to more than a dozen ships in the region about an unidentified container vessel being attacked and reported that a German-owned container ship also had been hijacked.

“The Coalition Forces would like to reiterate that, despite increased naval presence in the region, ships and aircraft are unlikely to be close enough to provide support to vessels under attack,” SecureWest warned April 7.

The same day, SecureWest reported a “suspicious approach” of three skiffs to an unidentified vessel in the Indian Ocean. A day later, it sent out word of the Alabama’s attack, warning vessels in the region to be careful.

“The advisories are fairly general,” said piracy expert Derek Reveron, professor of national security affairs at the Naval War College in Newport, R.I. “It’s a big ocean. To stay 600 miles away, it’s kind of hard to do, at some point. There’s a limit to what they could reasonably do.”

Reveron says it’s the skipper’s purview to heed such warnings or ignore them.
[SIZE=+2][B]Crew criticism[/B][/SIZE]
While the Alabama was at sea, Quinn, the navigator, plotted the positions of recent pirate attacks, “and they were right on our course line. Phillips sailed us right through the middle of all of that,” he said.

The ship could have gone another 100 miles out, “and it would’ve taken us out of the localized area where all the pirates were. That’s what they were trying to tell us, to stay away from there,” Quinn said.

The ship’s helmsman, Abu Tasir Mohammed Reza of West Hartford, Conn., said he lost respect for Phillips once he found out about the warnings.

“He didn’t follow those warnings. He did not realize that something is coming ahead. He did not take it seriously. He did not change the course,” Reza said.

During his captivity, Phillips initially was reported to have offered himself as a hostage in exchange for his crew’s safety. In an Oct. 19 interview with AP, he said that was not true and insisted he never volunteered, as crew members and his family reported at the time.

Phillips, 54, said he already was a hostage when he struck a deal with the pirates to trade him for their leader, who had been taken by the Maersk Alabama’s crew. The pirates reneged, he said.

But crew members say the incident could have been avoided entirely.

“I put faith in the fact that we were going to take some kind of evasive action,” said John Cronan of Merion, Pa., an engineer who has sued for injuries to his left knee and ankle. “I thought it was a given that we would do the best we could given our capabilities to get out of the danger zone. The prudent sailor avoids the hurricane instead of driving through it.”

Phillips is a 30-year merchant marine known as a no-nonsense skipper at sea.

“Bottom line, it was the captain’s call,” said Capt. Larry Aasheim, whom Phillips had relieved as skipper about 10 days before the hijacking.

Aasheim, of Virginia Beach, Va., discussed the piracy threat with Phillips when he turned over command. He says Phillips might have been trying to save fuel and time in not heeding the 600-mile recommendation.

“I told him there are advisories out recommending that vessels stay off an increased distance,” Aasheim said. “But he’s been on that run for a couple of years. If he increased the distance to 600 miles, it adds one and a half days of transit time and a lot of fuel. You’ve got to think about that.”

It’s easy to play Monday-morning quarterback, and second guess after the fact.

However, I started hearing these rumors just days after the event. Word on the street, directly from the crew on board, was the the Chief Engineer was the real hero in it all.

But no one can really say with a straight face that Maersk Lines had any real security measures in place. Most vessel security plans were just paper. When I worked for Maersk, their anti-piracy plan was to meet in the crew mess and comply. That was it. I’m sure things have changed now. The good thing is that this served as a wake-up to the general public, politicians, and office goons.

600 mile could be some “security area limit” determined by company, IMO, or whoever. But - especially today everybody can see that attacks occur much farther than this, and even some spokesman of the Atalanta (int. navy forces) claimed that Indian ocean is no longer safe.

In legal terms, the captain is representative of the owner / or company.
In this way, if captain has disregarded basic security rules (in the name of the company), the company may suffer some compenstaion money to the crew who are pressing charges for the fear, stress, and whatever they experienced and were not paid for under the terms of their contract.
(jones act, i guess)

SO those rumors in public could have a background in that fact.

Finally, we should not forget:
When somebody is to blame - its always the captain.
Not the bloody cook.