Great news from the SS United States Conservancy. At the beginning of October, the Conservancy announced that its board had retained the services of a broker to explore selling the SS United States for scrap “over concerns about the organization’s long-term ability to continue financing the upkeep of the ship in the absence of firm redevelopment commitments and capital.” Since then the Conservancy has raised sufficient funds to keep the ship afloat well into next year. From the Conservancy press release:
Thanks to several major donations, as well as additional contributions from more than 800 supporters, the Conservancy’s Board of Directors voted late Monday not to accept any of the three bids submitted by the recyclers. The Conservancy has now raised well over $600,000 since it issued last month’s SOS, including two $100,000 gifts and a $250,000 donation.
The Conservancy’s board was also encouraged by recent progress on the redevelopment front.“People from the world over have sent a loud and clear message that the SS United States must not be destroyed,” stated Susan Gibbs, the Conservancy’s Executive Director. “From a 6th grader named Thomas in Florida who sent in a $5 bill along with a wonderful drawing of the ship in red, white, and blue magic marker, to our three extraordinary leadership donors, the outpouring of support has been incredibly encouraging.The SS United States has been given a temporary lifeline, and we are now powerfully positioned to advance our shared goal of saving America’s Flagship for future generations.”
As a result of the campaign, which was covered in hundreds of media outlets in dozens of countries, the Conservancy’s ongoing redevelopment negotiations have also gained new momentum. Prior to October’s SOS campaign launch, the Conservancy had already identified two potential locations that could accommodate the vessel, and new investor interest in recent weeks has introduced new possibilities and programming concepts for the historic liner. “Several qualified partners have recently made site visits with their engineers, architects and executives,” said Gibbs.”The possibilities for the SS United States’ revitalization are truly exciting.”
At the end of October, we posted about one of the potential berths for the historic ship. John Quadrozzi Jr., owner of the GBX-Gowanus Bay Terminal in the South Red Hook section of Brooklyn, has offered a rent-free berth at his facility to the SS United States. If the ship does move to Red Hook it will be very close to its original berth on the Hudson River.
The present condition of SS United States may well be an accurate picture of the United States Merchant Marine. On doing some research after the tragic loss of the SS El Faro I could not get an accurate age of the USMM registered vessels. The costs of operating a U.S. ship of various types averages four (4) times that of a non-US Flag vessel for the same number of crew.
In http://www.marad.dot.gov of September 2011 there is a breakdown of comparitive costs in wages and operating ships. In this Report they constantly refer to “flags of convenience” which is a propaganda term used by the USMM Unions and it appears MARAD of the Obama Administration but its meaning is not explained in the Report.
Judging by the condition of the SS El Faro when she was certified by USCG and ABS her condition was comparable to that of the SS United States at present. So one might ask why not just put the SS United States into service carrying “guests” as the passengers are called these days in “cruiseshiphotelspeak”. Happy Thanksgiving all hands !!
Good Watch.
Having sailed for the USMM for 20+ years I can say that there is a mix of new vessels and old vessels flying the US flag. Crowley, Tote, OSG, to name a few companies, build and employ new ships and maintain older ones as well. El Faro was a most unfortunate accident but the overall safety record of US deepsea ships is still a good one. In many cases flag of convenience vessels (a legitimate term) operate with polyglot crews from third world countries and cannot approach the safety records of our major shipping companies. Many countries, besides the US, have cabotage laws that reserve cargoes for ships flying their own flag. To reduce this complex issue to one of dollars and cents makes little sense. To compare the condition of El Faro to SS United States is criminal.
An excellent job on the part of the Conservancy and a thank you to the donors, unsung heroes.
Comparing El Faro to the SS United States doesn’t make any sense, except as hyperbole. The SS United States is a hulk. The fittings and furniture were stripped in 1984 and the entire interior was gutted in 1994. Her machinery is inoperable. Whatever flaws and bad decisions contributed to the loss of EL Faro, the ship did apparently meet all applicable regulations before she sailed.
As an Army BRAT and a former passenger on the USS United States (Aug 1969 New York to Bremerhaven), I thought she had been made into razor blades long ago…. REALLY appreciate the Conservancy and the job they have done to at least keep her afloat.
My US Navy first year aboard a destroyer moored at Convoy Escort Piers, across Hampton Roads one could see SS United States magnificently dwarfing everything else at Newport News Shipbuilding.
In the “Authors” listings, how could you omit Patrick O’Brian?
The authors listed are all breathing. Patrick O’Brian, regrettably is not. There are so many wonderful writers of nautical fiction that I decided to limit the list to the living. I am sure I have omitted quite a few good writers in the list all the same.
Let me begin by saying that on March 07, 1973 I raised my hand and was sworn in as an United States citizen in Miami, FL. After obtaining a USCG Masters License I served as a civilian Master in the USN (not USNS) for two years. However I still retained my British Isles sarcasm which has it appears gone over the heads of my fellow Americans with regard to using the SS United States – never mind !!
Mr. Scholer: In response to your comment it appears you are a true USMM Union man, “operate with polyglot crews from third world countries” wow!! great Union phraseology.
The International Transport Workers Federation, a Union, maintains a list of 34 national registries it considers “flags of convenience” a term which may or may not be “legitimate”.
Polyglot: using many languages; using a collection of versions of languages, (from Websters)
I am not sure as to the context you are using this word to describe crews.
You should know that all seafarers are required to be trained to a common standard set by the IMO. Not one of the many cruise ships using the U.S. Ports are registered in the United States but in one of those 34 national registries listed by the ITWF. As a former Safety Officer and Staff Officer in these cruise ships I know from firsthand that they are inspected by USCG every quarter with full drills in addition to the weekly shipboard training. In addition there are inspections some weekly by as many U.S. government agencies as can involve themselves with cruise ships.
You also say “there are many countries besides the U.S. that have cabotage laws” please publish this list of many as I should be pleased to research it.
Do not be overly proud of the USMM there are many many fine seafarers running fine ships worldwide who are at least equal both in qualifications and experience. Enjoy Thanksgiving and as always,
Good Watch.
Mr Boucher I’m not sure if Old Salt Blog is the proper forum for me to address your posts, which seem to be both anti-US flag and anti USMM union. Let me just stick to the one unfortunate post that tried to link the total state of disrepair of the SS United States with the overall condition of our merchant marine. In all of your research you still can’t determine the ages of the ships flying the US flag and sailing for US companies, yet you try to make it seem that they are all over the hill, just like the States. If that was not inaccurate enough you use the unfortunate incident of El Faro to post a totally false picture of her when she sailed (a hulk?) British Isles sarcasm that just flies over the heads of us Jonathons? I don’t think so. Unfortunate remarks better left unsaid is more to the accurate. In closing let me say that there are many good sailors worldwide but none finer than the US mariner
and that list of the “many countries, besides the United States, that have cabotage laws” Mr Scholer, look forward to seeing that soon.
Good Watch.
Peter,
I have taken the liberty of uploading a brochure by the Maritime Administration, “By the Capes Around the World — A Summary of World Cabotage Practices.” It is out of date as it does not reflect the EU liberalization of cabotage laws. Nevertheless, it does demonstrate that most maritime countries either have or did have cabotage laws.
When the study was done they found that 40 countries had strong cabotage restrictions; 17 countries provided direct domestic fleet subsidies; 13 provided indirect subsidies; 43 had crewing restrictions, and 37 had ownership requirements.
http://www.oldsaltblog.com/wp-content/uploads/2015/11/nps20-071305-06.pdf
Rick:
Pity you stepped in as I was hoping Mr. Scholer might be able to support his own remarks without assistance. I am of course well aware of this outdated political MARAD Report working with the US Maritime Unions.
As you well know the Jones Act is the most restrictive cabotage law that exists. It is indicative of the USMM being totally unable to compete in the world of International Shipping.
So enough already football and turkey from now on !!
Good Watch.
Then you are indeed aware that most countries have or have had cabotage laws. I agree that the US Jones Act defines cabotage extremely broadly. Whether there is room for reform is another discussion.
I lived through the final collapse of the US merchant marine. When I joined the industry as a young naval architect there were still a dozen or so US flag shipping companies in international liner trade. All but a tiny handful are gone. Government subsidies helped to shield US shipping from competition until the differential became so great that the system crumbled as subsidies tend to do over time. Likewise, the US tax code makes this country a very unattractive place for shipowners flying the US flag. Now all that is left is the Jones Act trade and Marad’s Maritime Security Program, which is both a subsidy to foreign flag owners, who have reflagged their ships, and a jobs program for US mariners.
I would love to see the US merchant marine return as a competitive player in the world marketplace. In the meantime, I think a case can be made for retaining what is left of the US merchant marine through the Jones Act and the MSP.
Well its clearly wishful thinking without legislation on the level of getting a change to our Constitution but I do agree with you.
However this does not give Mr. Scholer the right to insult myself, my fellow Officers and Ratings a “polyglot crews from third world countries” when it may be that he has never sailed in non – U.S. vessels and so has no firsthand knowledge. He has not said whether he sails as a Licensed Officer so I regard his remarks as merely Union ranting.
It may be that since I gave up my Blog NAUTICAL LOG I shall also give up commenting !!
Good Watch
To set the record straight I sailed unlicensed in the Seafarers International Union and after obtaining my license, with the American Maritime Officers Union. My years at sea, including the US Navy, over twenty five. And does it matter whether or not I have a license to be able to comment on the OSB? To the best of my knowledge the UK does not fall into the catagory of a 3rd world country and no insult was intended to officers and ratings. That said Mr Boucher’s posts spare no insult to hard working US union mariners to whom he gives little credit, if any, for the job they do daily. Union Ranting? There’s a catch phrase for you. I don’t need your blessing Mr Boucher to defend what I see as unwarranted attacks on our cabotage laws (Jones Act) that keeps our fleet at sea. Hopefully, as stated elsewhere, things will change for the better but right now government ships and a handful of solid companies keep a lot of sailors, shipyard workers and suppliers working. If this arrangement offends your sensibilities Mr B so be it!
Let’s move beyond concerns about insults and umbrage taking. Both you gentlemen have considerable experience in the industry. Your perspectives reflect your particular backgrounds but deserve respect.
The problem with generalizations is that they are always wrong. The majority of mariners in both US flag and international fleets are skilled professionals. There are also less capable officers and crews in each category.
Thank you Rick, I agree. All mariners regardless of flag or country face the same daily challenges of wind and weather, no matter where their ships take them. That is the bottom line and we pray for them all.