Mariners Weigh In Again: "Neglect of Mariners" Op-Ed Draws Reaction
Last week’s article entitled, “Long-Term Neglect of Mariners Continues to Haunt Maritime Employers” sparked a flood of e-mail to our inbox. The responses, for the most part, provide good insight into why someone might not want to go to sea in 2007, based on the cumulative sum of many years of professional experience. At a minimum, the one-way dialogue provides insight that the typical working mariner might not want to share with his current employer, lest he find himself (or herself) on the way down the gangway for good. You can read last week’s article by clicking here. Or, you can go right into the mailbag. Thanks for writing.
Hi there,
I have seen your cartoon face for a while, and I think your type is just so egotistical that you will never even be able to write about the things you try to. You are not to blame because your generational progressions took you that way. Then, again you are also some sort of journalist.
Another thought I have is that your emphasis is completely wrong. You need to be looking at the competition and the secondary registries.
Name Withheld
Editor’s note: We got a lot of mail, but this one, of course, is my personal favorite. The complement of being described as “some sort of journalist” really made my day. Thank you. I’ve got to work on the “egotistical” stuff, of course. The “generational progressions” thing is problematic, however. I withheld his name because, well because I am “not to blame.”
Dear Mr. Keefe,
I've recently retired from a seagoing career. I boarded my first ship as a cadet back in 1974, and was lucky enough to sail when the job actually paid a premium over shoreside work. The job was usually fun, too. We worked hard, and played even harder. Today that differential over the shoreside work is gone, and while mariners work as hard as ever, they don't get to play at all. Eighty-four hour workweeks are the norm, and that pretty much equals a year of "normal" work hours, but mariners have the added bonus of not going home at the end of the day. Of course, my non-seagoing friends and neighbors wanted my job while I was on vacation, but I doubt they'd last a week aboard a ship in the Gulf of Alaska in the winter.
I had the privilege of sailing aboard the Sealift tankers when they were the highest paying ships afloat. I was first engineer aboard one of them in the mid '80s when they went to the lowest paying ships. In the month following those cuts, I had four chief engineers come aboard my ship. The last one was a retiree from NOAA, and while
he had the license, he had no concept of how things went aboard the "big iron." We would have had five chiefs, but one was changing planes at an airport, thought better about what he was going to do, and flew back home. I later met him and we had a wonderful laugh over the whole thing, though I was able to make him feel sufficiently
guilty that he bought the drinks for the entire evening.
I retired from Alaska Tanker Company. ATC is a different breed of cat, in ways both good and bad. ATC holds an annual conference for their shipboard and office personnel, something they call an "extended leadership conference." If one is sufficiently observant,
one can actually pick up some valuable information at these conferences, but it requires filtering out quite a bit of mumbo jumbo from management consultants and the office people who, while well intentioned, really haven't got a clue as to how ships are really run and have no idea how sailors think.
At the last two conferences I attended, ATC had Bob Malone, then the head of international shipping for BP, address us. The first year he spent time telling us how great we were, both in performance and safety. The following year he told us we were the best in the world of all the ships that BP either owned or chartered. Bob then opened things up for a Q&A, with the plea to be direct, since he was a Texan and appreciated openness. As a Texan myself, I could appreciate that, so I reminded him about his previous year's remarks, and asked him why we weren't the best paid in the world, since according to him we were the best in the world.
Bob didn't get a chance to answer, since Anil Mathur (ATC CEO) moved to the microphone to say that he'd address that after the lunch break. I don't believe that Anil ever moved that fast in his life. After lunch, he did address the question, but his answer was essentially a big "Not-a-chance-it-ain't-gonna-happen." That was the moment I knew that I'd be leaving the industry. It didn't help that I was seeing young third engineers and mates younger than my own children, but that was the one thing that sealed the deal for me.
I wouldn't recommend a career at sea for any young person these days, unless one has a hiiiiiiigh tolerance for cow dung.
All the best,
Scott Liebling
Houston, Texas
Editor’s note: Mr. Liebling confirmed to me that it was okay to use his name. His hope is that this will form the basis for the shipping companies to fully understand the crux of the matter. There’s not much that I can add to his comments.
Dear Mr. Keefe:
I thoroughly enjoy your editorials, usually agree with them, and no more. This time I think my thoughts might be of interest. I am a KP grad of 1957 and worked for a now defunct liner company out of NYC from graduation until a mid-80's take-over in a consolidation. This lasted a year until that company filed for bankruptcy. I was then, after being Master, thrown into a union pool to vie for four to six month relief jobs if I could wait for a year "killer card". Naturally, this and other set-back's, gave the company's and government plenty of ammo to start the wage decline that has so plagued the industry since. After a year unemployment, I did that relief, and was glad for it, as I had 2 children in college.
My fortune turned better with the advent of Pres Reagan's building initiave with MPS and other auxiliary vessels; but, at a greatly reduced compensation in both wages and vacation benefits. Yes, I am one of those to blame for the acceptance of vast pay cuts and less time with family. But, there was no other alternative, other than retirement or changing careers. At 50, this did not seem the solution, for I was a seaman first and last.
I put up with this for the next dozen or so years, with some betterment in vacation time, but having to learn computers, do what Purser/Pharmacist Mates did, ashore payroll dept did, no day worker Chief Mate, and unpaid days to do added Navy and Coast Guard training.
I finally had it when the additional restrictions of 9/11 came into being and gave up a permanent berth for relief break-outs. I still would have liked to have done 4 more years of short relief in any slot for the 50 yearr KP recognition; but USGG regulations with STCW, etc. all but eliminated this. There will be no more, as I experienced on the Vietnam sealift, 80 year old Mates returning for the war effort shortages, or as during my Desert Storm days, of having a former MASS grad of 20 yrs previous showing up as electrician because it was his slack period ashore and the USCG needed ratings. His 20 year old MMD document was still valid. He had lapsed his 3rd eng license.
Now to the present, I have a sibling sailing Chief Mate/relieving Captain the past 10 years, with 8 of those on LMSR's. Our Government's wisdom, now, is to lay off all ROS Chief Mates to save more money, demote the Captain in ROS to Chief Mate and have him do the job for both ROS positions. This to be ready for a surge FOS break-out. Great, where are those lost, experienced, Chief Mates who did the security, drove the cranes, trained the crew, ballasted, supervised load-outs, ran the winches, knew the lay-out, did the inspections, were the medical officer, kept up the safety records, equipment records, etc., going to come from? My sibling has 4 or 5 years for union retirement and hopes to get enough time in. Captain acquaintances being forced into this reduced pay with 2 to 4 years remaining are now talking of getting out, so as not to jeopardise their best in 10 for pension. These are all experienced Officers who until recently, knew no other pay and conditions, accepted them as is and intended a longer time in the industry; all being lost at an early age.
Now, we talk of a manpower shortage? I think I may know why!!
Name Withheld
Editor’s note: A strong opinion, but one which appears to be based upon real life experience, spanning the “generational progressions” that seem to be one of my weaknesses. I’m glad he wrote to provide his input. Read on.
Joe,
Just read your article and agree with you and think the problem is probably worse than they think. You just mentioned treatment by employers but have you tried to upgrade or renew documents with the USCG lately?
This is another aspect of the “regulatory gauntlet” that is making it easy for us to “vote with our feet” after we have had a back ground check to get into an Academy, been in the USCG system for 30 years, and get treated like a second class citizen and guilty until proven innocent just to get in the door.
Remember when you could renew a license in one day without signing off the ship?
Where are they going to get US Mariners for all the Gas Ships they are building? I’m an Unlimited Master with LNG experience but they will have to really really sweeten the pot before I would consider going “offshore” with any of them.
Keep up the good work!
Name Withheld
Editor’s note: This one hit home for me, mostly because I only recently renewed my documents. While it was only a “continuity” renewal, I nevertheless found the experience to be pleasant, painless and quick. Any delays in my new documents were my fault for omitting my photos with the original paperwork. However, there can be no denying that the regulatory “gauntlet,” as our reader calls it, has just gotten huge over the years. I, for one, would not want to be dealing with it. Those at the Coast Guard have some work to do, they know it and they are getting to it now. See my latest article (lead piece) in this edition.
Dear Mr. Keefe,
Thanks for this very important piece you have been working on. One very important fact that has been left out of this discussion is how difficult it is for seaman today to go ashore if indeed the opportunity even appears. Container terminals are mini-cities today along with the likes of petroleum terminals far off in the middle of nowhere. Think how the new LNG terminals will be situated. Long gone are the days of docking near civilization to just get away from work for a couple hours. I sympathize with “Ralph”. I too started on deck in the early 80's and am now working on a Master's license only to have that dark gloomy feeling inside that I had not chosen wisely. Sailing is nothing like it used to be - even in my time.
Thanks for all your work.
Name Withheld
Editor’s Note: A working, licensed mariner weighs in. Because of that, we withheld his name. I have had more than one person advise me that the lack of shore leave is a huge problem now. For foreign mariners, the issue is an especially difficult one. In the old days, my tanker would pull into Port Everglades and I would step off after watch and get in a 5 mile run down the beach. The last time I had shoreside business in that port (within the last two years), I endured a 45 minute procedure which involved some sort of background investigation and a photo ID was created for me. I can’t even imagine what it must be like to get off a ship now.
Mr. Keefe,
I first boarded a ship as a "disposable" Junior Engineer in 1966 and came ashore, finally, in 2003, as a Chief Engineer, my first "Chief's job" was in 1977. Ashore, I am a (title withheld) with Transport Canada Marine Safety. I find the references to the "crisis" in ship manning somewhat amusing. As long as a single seafarer is unemployed, there is no crisis in mannng ships.
The crisis is in finding crews who will work for little or no money. The "cheap crew option" is well illustrated by shipowner's practise of finding cheaper and cheaper third world countries from which to hire crews. No doubt that when the English Language programmes are up and running in China, that country will supply all the ship's crews shipowners want. If one considers the history of crewing, "flavour of the month" changes the nationality of crews often. If Filipinos get too expensive, hire Croatians. If they demand more money, hire Russians. Once they realise they are underpaid and want more, hire Chinese. No doubt as soon as Chinese demand more money and better conditions, there will be another nation willing to exploit it's people.
I understand that your focus is on US ships, but the number of US flagged ships in the world fleet trading worldwide is really inconsequential, as it is in Canada. The perceived "crisis" will allow shipowners to flag out their ships on the excuse they can't find enough crew to man domestically flagged ships. What they really mean is that they can't find domestic crews to work for third world wages and conditions.
Name Withheld
Editor’s Note: The concept of “venue shopping” for marine employers is not a new revelation, but it is my impression that this is fast becoming a much harder task to accomplish. When foreign-flag LNG vessel operators are routinely offering positions, which pay in excess of $100,000 per year, to people who enjoy the ex-patriot tax status denied to their American counterparts, it is difficult to feel sorry for them any longer. The manning crisis overseas is every bit as problematic as it is here in North America. Notwithstanding MARAD’s (congressionally authorized) arm-twisting while demanding that U.S. mariners be used on ships calling at LNG terminals that hope to someday get regulatory approval, opportunities are opening up internationally for U.S.-licensed mariners. That fact is telling.
Dear Sir,
I just read your article about sailing conditions aboard merchant ships.
As a foreign ship pilot on the great lakes for the past 25 yrs I would like to give my perspective.
Have you ever been on a tug and tow? I would like you to spend one week on a tugboat and see how much of your hearing you have lost. I can always tell when I'm with a long term tugboatman because they can not hear. The engine is just so loud throughout the vessel.
I was piloting a ship in the river the other day and it didn't have any heat on it. I've been on ships where the ice was so thick on the INSIDE of the windows on the bridge that we had to use an ice scraper to see out.
I was on one ship where the quartermasters teeth were chattering so loud he could barely hear me give rudder commands. It can go way below zero on the great lakes, having heat on a ship should be a requirement.
The only way to flush most of the toilets on these foreign ships is to use a bucket--because it doesn't work any other way!
There are so many different nationalities on these ships I can never tell if one person can actually speak the same language as anyone else. I usually tell the watch officer something for the crew to do-the officer then hands the telephone to the quartermaster, who stops steering to tell his countryman the instructions.
Plus all these STCW requirements--I won't even get into those.
It is very clear that YOU DON'T HAVE A CLUE about being on these ships.
Name Withheld
Editor’s Note: I sent the author of this letter a personal note, to which he has not yet responded, nor did he give me permission to use his name. But, he did raise some interesting points. And, I’m glad to address all of them, addressing his last point, first.
I sailed for a number of years. I followed that with a fifteen year career of ship vetting, expediting, marine consulting, ISPS security surveys, audits, petroleum-loss control (surveys) and on -- all over the world in every conceivable environment. I’m not that far removed or that many years away from all of it. I've seen the conditions he speaks of, up close and personal. Having said that, I’m convinced that these conditions are becoming far and few between in a world of single-hull phaseouts, ISM and all the rest of the onerous regulations to hit this business in the last twenty years -- especially for vessels calling on North American ports.
But, yes; I sailed on a 45-year-old chemical tanker in 1985 with a wringer washer in the officer’s laundry. It was all very pleasant, I assure you. I still have my license (sans STCW) and renew it faithfully. I submit that, if the conditions that this individual describes are representative of the tonnage he sees regularly “in the Great Lakes,” then this says far more about the lax enforcement of standards (there) than it does about the worldwide merchant marine. I doubt that either condition exists, at least to the extent that his letter portrays.
The article was accurate and it is current. I didn't touch so much on the foreign flag model, but I remind the readers that Teekay is a foreign flag operator -- maintaining standards equal to or in excess of American benchmarks. It is clearly one of the best, but there are scores of other foreign operators just like it. Salaries and conditions are improving. It is clear that they are not yet where they could be, at least according to the many responses sent in by our mariner readers. By the way, they make hearing protection for those who work in industrial, ambient high noise areas.