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February 27, 2006 -- Vol. 6 Issue 9 Written by Jack R. Simpson (unless otherwise noted), owner of J.R. Simpson & Associates, Inc. and contributing editor to The Waterways Journal.
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 In This Newsletter:
Thought For The Week
A news story that focuses on a subject for the first time usually has to be followed up by numerous others to aid understanding and give balance to the coverage. A Personal Note From Jack
ARTCO Lawsuit Began Today  Last week personal messages began trickling in about an employee of American River Transportation Company being fired because he did not want to add six barges to his 30-barge tows moving south on the Lower Mississippi. “Interesting,” I thought. “But not newspaper business.” Can you imagine if newspapers got involved in covering every firing that takes place at a private business? But reaction to those personal messages kept coming. One responder, then another, expressed his/her opinion about adding the six barges. The consensus was that the fired captain was correct in his refusal. Still, that forced no change in our thinking. Bosses all the time tell employees to do things that the employees disagree with, but unless they are willing to quit on a matter of principle, they need to do what they’re being paid to do. In this case, the captain stood his ground. As it turns out, he was not alone. What did change our mind was a CBS telecast Friday night, in which it was spelled out that six ARTCO employees are suing the company because (they said) they were fired for not being willing to add six barges to their 30 barge tow. The trial was to begin today (February 28) in a St. Louis courtroom. Now that does break through the barrier and puts it into our bailiwick. One captain, whose name I didn’t catch was interviewed at riverside, with the Mississippi in the background. He said (and I paraphrase) that towboats are being operated dangerously on the river to the detriment of other river users. He said he was getting out of the business because he didn’t want to end up being responsible for a very bad accident. (CBS chose to pull from its files a picture involving the President Casino, when it was damaged by a barge (in 2002, I think). Two things are important to point out. The series of bridges in St. Louis harbor make “running the bridges” particularly difficult during high water. After the incident involving the President occurred, the President’s owners were ordered to build a protective cell above its casino to protect the boat and its patrons from runaway barges. Even today, there is still no protective cell in place.) There is no reason to try to attempt to debunk the captain’s charge about tows being operated in a dangerous manner. We know of too many cases of river accidents resulting from operators of towboats and their tows pushing their luck. High, fast water usually is accompanied by a spate of mishaps, some of which come about because of bad judgement. Sometimes the accidents are the result of a poor decision on the part of the vessel operator. At other times the operator is merely covering company policy relating to how he should operate during certain conditions. Has the interviewed captain believed all along that towing always puts other river users at risk? Or is his statement hyperbole. We can assume he is not happy over being fired. Being a captain these days and losing a job is no small thing. However, ARTCO has a reputation among rivermen, they say, for being the company that moves larger barge tows down the river than do other companies. The addition of six barges to a Lower Mississippi tow generally means, they say, that the 30-barge tow would be five long and six across. The addition would make it six long, adding another 200 feet to the length of the tow. One complaint against the larger tows is that when they come down the river and arrive at a location where the channel is width is limited, upbound traffic has to move out of the way and wait for the larger tow, which has the right of way, to pass. Why a company might want to move larger tows is really a given. Six additional standard barges of 1,500 tons each, would add another 9,000 tons of product to the delivery and increase the profits for the trip. Similarly, when the river water is low and barges have to be light loaded, profits can sink. There may be ramifications in this issue known only to the six men and the company. ARTCO denies the charges, of course, but when called upon to defend itself in court, we will no doubt be treated to the company’s version of the firings. The court will decide which to accept. Stay tuned! Re: Perceptions Sometimes it is perception that throws a wrench into the works! An example is the business deal wherein Dubai Port World (DP-World) is supposed to take over operations of terminals in six U.S. ports. Almost every report I have heard or read about this issue discusses in the lead segment of the story the possibility of an Arab country taking over control of six ports. That is wrong. They would be taking over the operation of terminals, which make up only a portion of the involved ports; they are not taking over security for the port; they are not taking control of the ports. But the public perception, bolstered by inaccurate reporting, is that DP-World would take over control of the six ports. (The headline over a story in the “St. Louis Post-Dispatch” on February 25 read: Lawmakers rebuff offer to delay port takeover. The misleading words are “port takeover.” That is not what the story’s lead paragraph said. It specified “taking control of terminals at six major U.S. ports.” But we can’t just blame the “Post.” Everyone is doing it. Every telecast I heard Friday talked about taking over the ports. The problem is that they do not understand how ports operate, so they fly by the seat of their pants. A number of terminals at U.S. ports are operated by foreign owners.) As a result of the $6.8 billion purchase, DP-World would take over control of terminals operated by London-based Peninsular & Oriental Steam Navigation Co. (P&O) The insensitivity of the 14-member federal committee that passed on this issue without calling it to the attention of the President was clearly in error. Someone should have realized that turning over the operation of a terminal to a state-owned company that is Arab owned would ignite a firestorm. To make the perception worse, the facts are that terrorists were linked to the United Arab Emirates and the UAE supported terrorists financially and stood against Israel. Having kept all of the information about this “deal” to themselves, it could have been anticipated that the public would fear such a terminal- operation takeover. Remember, in their minds DP-World was going to take over control of six major ports. Obviously critics of the President are using the issue to try to damage him. But for once, perhaps due only because of the way the whole deal was handled, they may be right in contesting the takeover. My own reaction was that it was a bad move. I have come around to being more receptive to it as explanations have been forthcoming. However, let’s throw another coal on the fire by considering another foreign relationship with a leader we consider an ally. President Bush finds in the leader of Pakistan, a man who is a great ally. He supports him full out. But the Pakistani leader has many enemies, against whom he must stand, quite a few of them in fact. What if the leader of Pakistan and his supporters are ousted and a tiger of different stripes takes control? It has happened to our allies before. What happens if the hierarchy in state-owned Dubai decides not to be so friendly with the U.S. and orders DP-World to operate in a manner that is to our detriment? Homeland Security and the Coast Guard are in charge of all security at American ports. If the company were not to comply, we would put an end to the relationship. But the bigger question might be, is it possible not to be in compliance without Homeland Security and the Coast Guard knowing it? Those organizations really have a lot on their plate. How easy would it be to slip something through? Look how rotten the United Nations has become. That can of worms existed knowingly (or unknowingly) for years. If the DP-World/U.S. ports deal is a good one, it will stand the gauntlet of investigation. If DP-World is a supportive of U.S. anti-terrorist policies as President Bush says it is, then the company will understand the need to being peace to the minds of our people before we hand over the keys. Apparently it does, because the company has asked for a further review. There are good arguments on both sides of the issue. More sensitivity to the PR aspects of the deal might have avoided the controversy. As it is, consultants dealing with the war on terror are saying that to squelch the deal would send the wrong message to the UAE, which we are told has overhauled its ways since 9/11. They say squelching the deal would be damaging to foreign relations — not just damaging but REALLY damaging. By the way, for security reasons, New York City area ports sued on February 24 to try to stop the takeover. On Thursday (the 23rd), the state of New Jersey filed a related lawsuit in federal court. The port authority also sent a letter to P&O on Friday saying that the company had violated its lease. The authority said it now considers the lease terminated. Last week we announced that Continental Stevedoring and Terminals in Miami, Fla., is suing to stop the takeover. As late as Sunday morning (yesterday) we learned that the Department of Homeland Security did, indeed, object to the proposed takeover of six terminals on U.S. soil. (Evidently, the rep from that department was sweet-talked into making a “pass-through” unanimous.) We might ask legitimately, if the operation of terminals at U.S. ports by foreign owners is so ordinary in nature, why did it have to be handled so secretly. Why didn’t the committee contact the governors of the states involved? Why wasn’t the rest of Congress informed? Well, the fact is that it may not be so ordinary. A U.S. port being operated by foreign owners might be, but being operated by state-owned firms is not, at least to our knowledge. Stay tuned! For Those Inclined To Pray
 We have modified the steps for joining our Prayer Circle. If you visit the Prayer Circle link on at www.littleriverbooks.com, you will find that those who sign up are completely anonymous. We do not ask for first names nor states of residence. Joining is as simple as providing an email address to which we can send future prayer requests. Each prayer request list includes a link for including requests.
By joining our Prayer Circle, you can tap into the prayerful support of circle members wherever they are. Membership and prayer requests are open to everyone. Newsletter News
We had a very good example recently of how B&B readers can assist one another with information searches. An Oklahoma reader popped a question about LSMs. He was looking at pictures posted by Jeff Yates. So when I gave him Jeff’s email address, the chain reaction set in. We also gave him David Massie’s email. By the next morning, the emails and pictures had been flowing freely. This is one of the benefits of B&B and email exchange. The more useful we can become to you, the better. A note about this appears under “Our Readers Write.”
On The Waterfront
Re: Port Security (Editor’s note: Due to the controversial issue involving DP-World and six U.S. ports, we are condensing below what we believe to be interesting details dealing with homeland security, security expenditures and the military’s potential role in future natural disasters.) — Since 9/11, the nation’s port system has been the weakest link in our homeland security strategy. The country has spent $18 billion securing airports, while 360 ports have competed for a paltry $630 million in grants. (Does that say something about what our government thinks about the water transportation system?) — Maritime experts say many terminals in the U.S. are operated by foreign firms, with security regulated by the Coast Guard. (Note: In cooperating with the Coast Guard and Homeland Security, terminal managers are required to draw up security plans for approval. They have access to the methods by which the U.S. secures its ports.) “Frankly, this whole issue [the DP-World port deal] has been made into a political storm by certain politicians that are just grandstanding,” said Jay Grant, director of Port Security of America, an organization that lobbies the government for security funding. The report said that a lack of understanding of how ports operate and how security procedures are put in place appears to be the reason that the sale by a London-based firm has created such a national furor. Re: The Military And Katrina — A Pentagon spokesman has said that the U.S. military will plan to assume a larger role in domestic disaster relief, including taking the lead in major catastrophes like Hurricane Katrina. A White House report said that the military and the Coast Guard proved to be the only federal entities capable of turning the President’s orders into prompt action on the ground. — The “Washington Post” cited a few of the things from the White House report relating to the history of Katrina and “what went right.” Coast Guard Petty Officer Jessica Guidroz, who lost all of her personal possessions in the storm, returned to work and led a squadron of eight boats and crews in the evacuation of about 2,000 people from the campus of the University of New Orleans. Petty Officer Moises Rivera-Carrion served as a rescue swimmer on Coast Guard helicopters for three days and faced such hazards as downed power lines, and contaminated flood waters. He tested the limits of his skill and endurance while saving 269 survivors trapped on rooftops and balconies though out New Orleans and southwest Louisiana. Insurers Plan To Sue Coast Guard Insurers of a Boston Inner Harbor boat taxi that capsized during severe weather on March 6, 2004, killing five, are planning to sue the Coast Guard, charging that the agency certified the boat for too many passengers. The boat was operating in the harbor with 25 people aboard when the incident occurred. Salvage Company To Remove Ingram Barge From Nola’s Lower 9th Ward It was announced last week that Titan Maritime, Fort Lauderdale, Fla., has been hired to remove the Ingram barge that landed in the Lower 9th Ward at New Orleans in the aftermath of Hurricane Katrina. A lawyer for Ingram said the company plans to use torches to cut it into pieces and haul it away. Officially known as Barge No. ING 4727, it has become, the “Times-Picayne” reports, a “worldwide storm icon mired in conspiracy theory.” The barge, while owned by Ingram, was under charter to Lafarge North America. The dry-cargo hopper barge was empty when the storm struck. Lawsuits have been filed against Ingram and Lafarge, and Ingram has filed its own civil suit, seeking exoneration from any liability. Seamen’s Church Institute Reports On Christmas The Seamen’s Church Institute of New York and New Jersey recently reported that Christmas gifts distributed to mariners in 2005 numbered a record 16,169 hand-made presents. They included 8,530 hand-knitted gifts to deep-sea mariners and 5,065 hand-knitted scarves to America’s rivermen. Christmas on the River also gave 2,674 Christmas gifts that included hand-made cards from children and/or cookies. SCI Executive Director Jean R. Smith expressed thanks to volunteer knitters, packers, and supporters in river-friendly churches. She said that each year the effort expands and the partnerships grow stronger. New Task Force Will Focus on River Conservation North Dakota Sen. Kent Conrad (D) and Gov. John Hoeven announced last week the formation of a Missouri River Task Force that could use $25 million in federal money for projects along the Missouri River to encourage conservation and battle silt, flooding, and drought. The group includes 16 members from state, federal and local agencies, tribes, water users and others interested in preserving the river. The chairman of the Three Affiliated Tribes and the Standing Rock Sioux are among those from North Dakota on the task force. One of the main problems is 92,500 acre feet of sediment entering the river each year. The task force was created in 2000 but not funded until recently. While Sen. Conrad did recently obtain $188,000 to fund expenses of the task force, the $25 million included in 2000 must be reauthorized. And Finally A Change-of-Pace Story Businessman Once Thought To Be Dead Sentenced To Seven-Year Term Larry Michael Nixon defrauded two banks, then faked his death. He smashed his speedboat into a barge on August 27, 2003, in the Houston Ship Channel. Everyone thought he had been killed. But he was arrested on January 9, 2004, on a felony fraud warrant. Using a bogus crane-business deal, he defrauded banks at Montevideo, Minn., and Evansville, Ind., to the tune of more than $10 million, tricking them into purchasing nonexistent cranes. On February 21, Nixon was sentenced to seven years in prison and ordered to repay $9 million. In addition, a $3.5 million fine was levied. Observers say chances of collecting the money are remote. Apparently hoping to escape prison, Nixon told the judge that he wanted to go back to work, pay taxes, and “hopefully, I’ll pay this off.” You can contact the editor directly at jacksimpson@littleriverbooks.com. advertisement
The River School - Deck and engineer licenses, radar observer, tankerman, fire and water safety courses, video programs. Travel classes in convenient locations. (800) 238-7113 www.riverschool.com From Our Readers
Re: Needs information on LSMs. Paul Burket of Oklahoma City, Okla., is looking for information on LSMs 38, 74 and 138. Youse guys who have already been in touch – and you know who you are – can ignore this. You already have gotten into the act and a lot of good information is flowing, including pictures. Those who can help out can reach Paul at phbsyb@juno.com. Paul followed up with: I served on the LSM 341 in 1947-48 and Navsource shows that she was converted to the barge Kate in NY in 1980. Wonder if any of you have anything on Kate. Below is all Navsource has on her. LSM-1 Class Landing Ship Medium: Laid down (date unknown) at Pullman Standard Car Manufacturing Co., Chicago, IL. Launched (date unknown) Commissioned USS LSM-341, 3 February 1945, LT. Max A. Evans, USNR in command During World War II LSM-341 was assigned to the Asiatic-Pacific Theater Following World War II LSM-341 performed occupation duty in the Far East including duty in China Decommissioned, 28 October 1949, at Astoria, OR. Laid up in the Pacific Reserve Fleet, Columbia River Group, Astoria Struck from the Naval Register (date unknown) Final Disposition, sold in October 1958 to Hugo Neu Corp. New York, NY, for conversion to a barge, renamed Kate in 1980, fate unknown Re: Upper Mississippi River Lock 19 Work is finishing up on Mississippi River Lock 19 and it will be ready for the 2006 navigation season. The new mitre gates have been installed, with the just the walkway yet to be put in place. All new control panels were placed as well as new wiring. Also, the valves have been overhauled and new control houses on the lower end are being redone. The original mitre gates are being prepped for removal; as of February 23 they were being cut up to be removed in pieces, eight to be exact, for easier handling. A target date of March 15 is set for Lock 19 to be reopened. John Miller Re: Houston Ship Channel Brochure (Editor’s note: We publish the following letter on behalf of the Gulf Intracoastal Canal Association.) The HOGANSAC Navigation Safety Committee, chaired by David Foret, unveiled the final version of their Houston Ship Channel Brochure at the February 23 meeting of HOGANSAC… Plans are to print the document in bound booklet format and distribute to users of the Houston Ship Channel. The Gulf Intracoastal Canal Association has volunteered to do this on behalf of HOGANSAC. The Houston Pilots have already graciously donated $5,000 toward the design and development of the brochure, and now we are ready to publish and distribute it. We estimate remaining costs of approximately $5000, which will cover publishing 1000 copies and initial distribution costs. GICA is asking for sponsorships from the maritime community to help cover these additional costs. The back cover of the booklet will list all those sponsors who helped make this document possible, and the booklet will be distributed across the inland barge industry. It will also be made available throughout the maritime industry. Please consider sponsoring this effort by sending your contribution, marked “HSC Brochure” to: Gulf Intracoastal Canal Association, 2010 Butler Dr., Friendswood, TX 77546 We will begin printing soon, so please get your sponsorship in by March 30, 2006. Please share this with others who may not be on our HOGANSAC distribution list. Thank you, Raymond Butler Executive Director Gulf Intracoastal Canal Association 2010 Butler Drive Friendswood, Texas 77546 Office 281-996-6915 Cell 713-882-9750 Boat Photo Center
 Five pictures from Capt. Jesse Lybarger head up the 10 pictures we are using this week. They include the Jane Mulzer, Katherine Berry, Larry Tilley, Richard E. Waugh and Tom Talbert. Others are the Bill Stile, Captain Chad, and Carl L. Johnson from Eric M. Johnson; the Marcia Lynn from Tom Waller; and the Dale Cathorall from Jim Currens. Click here to see the latest pictures. Recipe Box
Do you have a good recipe you’d like to share? Submit your recipes here! The Book Beat
Backing Hard Into River History - by James V. Swift  384 pages. 198 illustrations. Hard cover. Nonfiction. This book is the first in an open-ended series being published by the publisher's Little River Books Division. It covers the last 100 years of river development and the towing industry; the 112-year history of The Waterways Journal, known affectionately as the "riverman's bible"; and the author's 60-year love affair with both. It explains clearly the value of the nation's inland waterways and the benefits derived from them. Usually same-day shipping!List Price: $29.95 Our Price: $20.00 
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February 27, 2006 By Kathy Flippo  There is more to the story about the Str. Megiddo that was owned by the fanaticals proclaiming the end of the world. Gee, that was in 1907 and it STILL hasn’t happened!
After the owner, L. J. Nichols gave up trying to save the Midwest and moved to the Hudson River to save the New Yorkers, the Megiddo was put into the freight business on the Tennessee and Ohio rivers. The new owners also changed her name to “Chattanooga.” The name “Megiddo” is a Hebrew word, which translated to English means roughly “God is in this place with His band of soldiers.” The Str. Chattanooga sank on the rocks at Mile 20 of the Tennessee River in an area known as the Big Chain. This was in May of 1904. They pulled her out and took her to…if you with to continue reading, click here. See you on the Web, Jack Little River Books jacksimpson@littleriverbooks.com Don't forget to visit our website! |
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