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Prayer Requests:
For Fr. William Reynolds, AOS-USA Vice-President, and Cruise Ship Priest Member who was recently hospitalized for a particularly difficult case of diverticulitis. He is home and mending now, but appreciates your prayers for full healing.
Fr. Bob Kieltyka, Cruise Ship Priest Member who is healing from a fall, and ndergoing testing for pressure on his spine. He appreciates your prayers.
For Fr. Don Donahue, brother of AOS-USA Member, Mary Mulkay who is struggling with health issues. Please keep him in prayers for full healing!
For the repose of the soul of Fr Guy Bouille, AOS Canada, who passed away on October 6. Please join us in prayers of thanksgiving for his life and the great work he did for seafarers.
For all seafarers who are just starting their careers, especially those who are struggling to find work in the current economic climate.
Prayer of St. Basil of
Caesarea (ca. 330-379)
(Thanks to Msgr. John Pollard for sharing this one with us!)
Steer the ship of my life, Lord, to your quiet harbor, where I can be safe from the storms of sin and conflict. Show me the course I should take. Renew in me the gift of discernment, so that I can see the right direction in which I should go. And give me the strength and the courage to choose the right course, even when the sea is rough and the waves are high, knowing that through enduring hardship and danger in your name we shall find comfort and peace.
A Seafarers' Prayer
O God, I ask you to take me into your care and protection along with all those who sail ships. Make me alert and wise in my duties. Make me faithful in the time of routine, and prompt to decide and courageous to act in any time of crisis. Protect me in the dangers and perils of the sea; and even in the storm, grant that there may be peace and calm within my heart. When I am far from home and far from loved ones and far from the country that I know, help me to be quite sure that, wherever I am, I can never drift beyond your love and care. Take care of my loved ones in the days and weeks and months when I am separated from them, sometimes with half the world between them and me. Keep me true to them and keep them true to me, and every time that we have to part, bring us together in safety and in loyalty again. This I ask for your love's sake. -Amen-
AOS PRAYER
Sacred Heart of Jesus, have mercy upon all Seafarers.
(1 Our Father)
(Hail Mary)
Our Lady, Star of the Sea, pray for us.
St. Peter, pray for us.
St. Andrew, pray for us.
Lord save us,
or we perish.
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Join AOS USA Today!
To join AOS USA simply click on the following link:
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AOS/USCCB Website:
Some went down to the sea in ships, doing business on the great waters; they saw the deeds of the Lord, his wondrous works in the deep. (Psalm 107:23-24)
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Memorial Services for El Faro
Dear Friends,
Our thanks go out to each of you for the many prayers and good wishes that have been offered up for the officers, crew and work crew onboard the El Faro, as well as their families, friends and colleagues. It was heartening to see so many people from the industry participate in various Memorial Services for them. We wanted to tell you about a couple of them. On October 13, Deacon Allan Frederiksen, AOS-USA Pastoral Member, and Diocesan Director for the Apostleship of the Sea - Diocese of Galveston-Houston, presided over a Memorial Service at the Seafarers' International Union Hall in Houston. |
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Jim McGee, SIU Vice President, Deacon Allan Frederiksen, and SIU Members gather for Memorial for El Faro.
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Deacon Allan and the SIU Members, after the service.
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Here in Port Arthur, AOS - Beaumont, AOS-USA, the Port Arthur International Seafarers' Center, and the Port of Port Arthur teamed up in order to hold a Memorial Service at the Seamen's Memorial Sundial. The sundial was built in honor of the men who were lost when the Texaco-Oklahoma was lost in the early 70's, with many people from Port Arthur onboard. It was a fitting place to honor the crew of the El Faro. |
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Capt. Ellen Warner of the Sabine Pilots, and Texas Maritime Academy Midshipman Earley read the names of those lost on the El Faro as AOS-USA Member Alvin Adams, of the Coast Guard Auxiliary tolls a ships bell.
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A Midshipmen presents a flower for those lost onboard.
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Virginia Sonnier, and Capt. Warner of the Sabine Pilots present flowers for those lost onboard.
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We wish to thank the Diocese of Beaumont for putting together a short 1 minute video from the Memorial Service.
Our prayers continue for the families of those lost. Doreen M. Badeaux Secretary General
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Statement by the President on the
El Faro Cargo Ship
The White House
Office of the Press Secretary
7 October 2015
The captain and crew of the El Faro were Americans and Poles, men and women, experienced mariners and young seamen. They were beloved sons and daughters and loving husbands and fathers. They were dedicated engineers, technicians and a cook. And these 33 sailors were united by a bond that has linked our merchant mariners for more than two centuries--a love of the sea. As their ship battled the storm, they were no doubt working as they lived--together, as one crew. This tragedy also reminds us that most of the goods and products we rely on every day still move by sea. As Americans, our economic prosperity and quality of life depend upon men and women who serve aboard ships like the El Faro.
I thank everyone across our government and in the private sector who worked so tirelessly, on the sea and in the air, day after day, in the massive search for survivors. The investigation now underway will have the full support of the U.S. government, because the grieving families of the El Faro deserve answers and because we have to do everything in our power to ensure the safety of our people, including those who work at sea. Today, 28 American families--from Florida to Maine--and five Polish families are heartbroken. May they be comforted, in some small way, in knowing that they have the love and support of their neighbors, the merchant mariner community and the American people. May God bless the men and women of the El Faro. May He comfort their families. And may He watch over and protect all those who serve at sea on behalf of us all.
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AMO  sets El Faro Memorial Fund to aid officers' families
Courtesy: American Maritime Officers Union
20 October 2015
(Editors' Note: AOS-USA encourages support of this fund for families of the AMO members onboard El Faro.)
American Maritime Officers has established an independent trust fund for the exclusive benefit of AMO families who lost loved ones on the
El Faro.
The AMO El Faro Disaster Relief Fund - approved by the AMO National Executive Board - is intended to mitigate financial loss to the families and to help dependents meet unforeseen expenses as they cope with grief and prolonged recovery.
Distributions from the fund to the
El Faro families are in addition to benefits due from the AMO Medical, Vacation, Pension, 401(k) and Money Purchase Benefit Plans. The joint union-employer trustees of these AMO benefit funds have approved expedited claims processing and benefit payment for the dependent beneficiaries.
The AMO El Faro Disaster Relief Fund is a separate entity from the AMO Membership Assistance Program, which helps AMO families who suffered property damage during hurricanes, tornadoes, earthquakes or other natural disasters.
Any individual, organization or business can contribute to the AMO El Faro Disaster Relief Fund, which is administered by Paradise Bank in Fort Lauderdale.
The fund has applied for tax-exempt status under 501(c)(3) of the Internal Revenue Service Code, which could make contributions to the fund tax deductible, depending on individual circumstances. Payments to dependent beneficiaries may also be tax-free to the extent allowed by law under recent precedent.
American Maritime Officers provided an initial contribution to the fund in memory of Captain Michael C. Davidson, Chief Engineer Richard J. Pusatere, Chief Mate Steven W. Shultz, Chief Engineer Jeffrey A. Mathias, Second Mate Danielle L. Randolph, First Assistant Engineer Keith W. Griffin, Third Mate Jeremie H. Riehm, Second Assistant Engineer Howard J. Schoenly, Third Assistant Engineer Michael L. Holland, Third Assistant Engineer Mitchell T. Kuflik and Third Assistant Engineer Dylan O. Meklin.
AMO Inland Waters Vice President Dave Weathers and AMO Dispatcher Robert Anderson serve without compensation as trustees of the AMO El Faro Disaster Relief Fund, along with AMO Controller Thomas Heaton and Marie Doruth, my special assistant at AMO headquarters in Dania Beach.
Checks and money orders payable to the AMO El Faro Disaster Relief Fund can be sent to:
AMO El Faro Disaster Relief Fund
P.O. Box 38
Dania Beach FL 33004
On behalf of the AMO National Executive Board and all AMO representatives and support personnel, I thank everyone for their interest in and support of the AMO El Faro Disaster Relief Fund.
Paul Doell
National President
October 20, 2015
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El Faro will speak for itself - in time
Courtesy: Workboat.com
By: Capt. Max Hardberger
15 October 2015
There is a principle in the law called
res ipsa loquitur, or "the thing speaks for itself." In raw practical terms, it means that when something bad happens, somebody has to pay.
With good reason judges rarely rely on this principle, no matter how persuasively presented, and this same skepticism must apply when considering the few known facts surrounding the apparent loss of the El Faro.
First is the assumption, especially by non-mariners, that absent some negligence a vessel will not sink. This is not true. The sea is such a demanding mistress that no amount of preparation, skill, or expense can guarantee the successful outcome of any given voyage. Further, we as a civilization must accept that there will be the risk of casualty as a part of commerce, and we accept that the consuming public can't or won't bear the cost of meeting that risk at the highest level. So naval architects, marine surveyors, classification societies, and insurers are forced to find a balance between cost and benefit, and in that balance lies risk.
For example, and without knowing any specifics, news reports state that the El Faro was built in 1975. Further, at least one report has claimed that she was lengthened 90 feet at some point. Considering that the average service life of a vessel in a saltwater environment is about 20 years, a 40-year-old vessel is very, very old. Moreover, since a vessel is designed with an optimum beam for its length, adding length without adding beam - the only practical way to do it- gives a vessel characteristics not intended by the designers. There could be other stability issues relating to reports that the vessel started life as a roll on/roll off vessel and underwent a partial conversion for containers. However, there's no point in speculating about any of that as the class records will tell all.
This is not to imply that the original designers, the designers of the modification, or the American Bureau of Shipping (ABS) are necessarily guilty of negligence. The vessel could well have been properly designed and built - after 40 years of sea service, that's one case where res ipsa loquitur might well apply - and we may assume that her lengthening was done under ABS supervision. We may also assume that at the time of the casualty she had valid ABS certificates, and we must recognize that ABS, like all class societies, is forced by commercial necessity to accept some diminution of strength in vessel hulls as an inevitable consequence of aging.
More importantly, the fact of loss does not imply negligence on the part of the master or crew, or even of the vessel's management. Again without commenting on the facts of the instant matter, which are unknown except through early news reports, a master may make a prudent decision to sail and the vessel may still be lost. He and the crew may navigate and maneuver the vessel as well as any mariner can, and she may still be lost. Unfortunately, unlike issues of vessel condition, allegations of master or crew negligence, even those cast unfairly in the heat of the moment, get the kind of headlines that later exculpation does not. So although investigators must do their work without delay, and must sometimes work from assumptions and predicates, journalists and commentators should reserve judgment until the facts emerge. And emerge they will.
In cases like this, the thing should never speak for itself.
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The National Review's El Faro Stupidity
Courtesy: Maritime Executive
By: Tony Munoz
14 October 2015
The error of youth is to believe that intelligence is a substitute for experience - Ernest Hemingway
The recent National Review article by Eftychis John Gregos-Mourginakis and Joshua Jacobs, "Bad Regulations Can Kill: El Faro's Sinking Is a Tragic Example," is a regrettable rant by two neophytes with little relevant business experience. While the nation mourns the loss of the El Faro and her crew, the young commentators blame it all on the Jones Act. Gregos-Mourginakis just graduated from college in 2011, and his LinkedIn profile shows he has 154 connections. His profile also claims he was president and CEO of Ivory Elephant Consulting (2011) and a partner at Delamar Group, an online networking service. Now he boasts of being a director at Day & Partners, which is a financial startup in West Palm Beach.
The article's co-author, Joshua Jacobs, is still in school and will graduate from Villanova Law in 2017. He spent the summer of 2015 as an associate at Rogers Castor. His LinkedIn group has 158 followers and his braggadocious resume boasts of being a founding partner of this, the president of that, a director of communications of whatever and an analyst of naught.
The neophyte commentators make a weak attempt to console the families of the victims by blaming a U.S. law, TOTE Maritime and the American Bureau of Shipping of being complicit in the deadly accident. They then jokingly equate the Jones Act with African ivory smugglers and say it is riddled with "petty regulations" that strangle domestic ship construction.
Their final stab at the Jones Act offers that it harms the United States and should be killed and the legislative repeal should be called the "El Faro Act."
The Arrogance of Ignorance Jones Act shipowners have poured tens of billions of dollars into building new vessels over the past decade. There are about 45,000 U.S.-flagged vessels working domestic waters, and each year about 2,000 of the ships are replaced by next-generation vessels. The U.S. owners build these vessels with their own money because there are no federal subsidies like there are in foreign countries - countries that would love to send their maritime fleets to sail along our coastlines and inland waterways.
Western European and American seafarers no longer dominate the high seas. Today, the majority of the world's estimated 500,000 mariners are Filipino, Polish, Romanian and Indian. Many are from Third World countries and work under intolerable conditions for callous owners operating under questionable registries and flag states. Each year about 2,000 of them die while working on a vessel because there is not a more dangerous workplace than the open ocean.
To insinuate that TOTE Maritime was restrained by the Jones Act from providing a safe working environment for its seafarers is just plain ignorant. The U.S. Coast Guard and the American Bureau of Shipping constantly inspect the condition of vessels operating in the domestic trade, and no vessel is allowed to operate if it posed a danger to the environment or its personnel. In addition, work platforms and conditions are overseen by the Department of Labor, OSHA, and the labor unions representing the mariners.
Moreover, U.S.-flagged vessels already operate in the North American/Caribbean Emission Control Area (ECA) which, like other ECAs, has the strictest air pollution standards in the world. U.S seamen are the best-trained mariners in the world, and top maritime companies employ an auditing scheme called the Navigational Skills Assessment Program (NSAP) to ensure the highest standards of seamanship onboard domestic ships.
The U.S. has 96,000 miles of coastline and 22,000 miles of inland commercial waterways. Jones Act companies have in recent years modernized offshore support vessels in the oil patch and spent billions constructing double-hull tankers, articulated tug-barges, double-hulled barges, petroleum product tankers and the world's most modern fleet of ferries, which shuttle more than 80 million passengers each year. LNG container ships and LNG fuel barges are also being constructed in the U.S. and will be entering domestic service later this year.
Meanwhile, special interests constantly bemoan the huge cost differential between U.S. and foreign shipping. But the differential is due to taxation, employee benefits (which are paid by owners), and better working conditions and higher environmental standards enforced by the government. Why should U.S. mariners lower their standards in order to compete with Third World mariners? The 2008 Great Recession erased about a trillion dollars in wealth, destroyed eight million jobs and threw tens of thousands of people out of their homes. Millions of Americans remain out of work today, and many more millions are underemployed.
The Importance of the Jones Act The Jones Act directly and indirectly employs over 500,000 workers and is responsible for $35 billion in GDP, $30 billion in labor compensation and $10 billion in taxes to federal, state and local governments. America is dependent on its domestic waterways for its economic health and survival - not to mention its national security.
As for you young wannabe commentators, let me reiterate what the founding editor of your publication, William F. Buckley Jr., once famously said: "I won't insult your intelligence by suggesting that you really believe what you just said." But you need to apologize to the families whose loved ones were working at their professions when tragedy struck and to the maritime companies that are investing in the future of domestic commerce and, in the process, building a great nation that is the envy of the world.
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Matt Paxton, President of the Shipbuilders' Council of America (SCA)
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SCA Decries Linkage of Jones Act to El Faro Tragedy
Courtesy: MarineLink.Com
19 October 2015
U.S. Shipbuilders Call Claims Linking Jones Act to El Faro Tragedy "Incorrect" and "Shameful."
Today the U.S. shipbuilding and ship repair industry responded to unfounded claims purporting a causal link between the Jones Act and the loss of the cargo container ship El Faro in Hurricane Joaquin earlier this month -- a loss that tragically claimed the lives of 33 crewmembers who were carrying out their duties in service to the Puerto Rican people. The entire maritime industry has been mourning this loss.
In the wake of this tragedy, critics have attempted to blame the loss of the ship on the Jones Act requirement that ships operating between two U.S. ports be U.S. built -- claiming that if operators could purchase less costly foreign ships they would replace their vessels more often and avoid similar tragedies. Matt Paxton, President of the Shipbuilders' Council of America (SCA) released the following statement:
"To imply that vessels that do not have to comply with rigorous U.S. safety standards are safer than those that do defies common sense," said Matt Paxton, President of SCA. "To try and connect a law that works to protect our economic and national security to this tragedy, particularly during a period when our industry family is mourning such a loss is not only incorrect, but shameful."
The truth is, the United States leads the world in shipbuilding advancements, compared to the common designed and not highly specialized vessels built abroad. The vessels that operate between U.S. ports are built for the unique domestic trades and operate safely, efficiently, and environmentally, and are subject to rigorous safety regulations whereas foreign vessels would not be required to comport.
During his address at the Surface Navy Association's National Symposium this past January, U.S. Coast Guard Commandant Admiral Paul Zukunft warned of the dangers of allowing foreign flag ships in coastwise trade.
"I think, at the end of the day, it will put our entire U.S. fleet in jeopardy. And then in a time of crisis, who are we going to charter to carry our logistics? Very difficult if we don't have a U.S.-flagged ship," said Adm. Paul Zukunft, Commandant of U.S. Coast Guard.
In regards to the recent tragedy of El Faro, SCA will not comment on the incident given that there is an ongoing investigation pending, and because the matter does not pertain to U.S. shipbuilders. But it is worth noting that despite some of the uninformed statements being touted by critics, the shipyard and ship repair industry remains one of the strongest and innovative industries in the world.
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El Faro Status update from the NTSB
Courtesy: National Transportation Safety Board
27 October 2015
The United States Naval Ship (USNS) Apache arrived at the last known position of the El Faro on October 23rd, and began searching for the vessel with a Towed Pinger Locator (TPL). The search area consists of a 10 nautical mile by 15 nautical mile area, in which the USNS Apache towed the TPL on 5 search lines across the search area in order to detect the acoustic signal associated with the El Faro's pinger. The USNS Apache concluded the first phase of the pinger locator search on October 26, 2015, with negative results. The TPL's ability to detect the El Faro's pinger may be effected by the orientation of the vessel as it lays on the sea floor or the current condition and functionality of the El Faro's pinger.
On October 27, 2015, the second phase of the search commenced using the Orion side-scan sonar system. The second phase of the search will be conducted over the same search area. This phase will consist of 13 search tracks and will take approximately 14 days to complete. The side scan sonar system will be used to locate the El Faro, and if found, create an image of the vessel.
The next scheduled update on the status of the search for El Faro will be issued on this page between 10 am and 2 pm on Wednesday, Oct. 28. The NTSB will tweet out a link to the next update as soon as it is issued.
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 Invitation to the 2016 Houston International Seafarers' Centers Chaplain SchoolThe peace and joy of Christ to all Seafarer Centers in the US and Canada, You are receiving this email to invite you to encourage your regular ship visitors, volunteers and others associated with your center to perhaps consider attending the Houston International Seafarers' Centers Chaplains School. This school has held for the past 40 plus years, with attendees from all over the US and Canada, as well as some from as far away as the UAE and Brazil. The school covers basics such as ship visiting, safety (situational awareness), Security Issues at various ports / terminals, Immigration issues, Seafarers Legal Rights, Seafarer Spirituality, Respecting individual seafarers religion or lack thereof (Religious Multiculturalism), and a very healthy dose of CPE (Clinical Pastoral Education) in order to fully understand what a ship visit is to be all about. Opportunity will be presented to get an understanding of the stress of operating a ship (simulator) and why sometimes the crew seem stressed when we come onboard. There are many other topics and a great variety of presenters; Heads of Security of terminals, Esq. Doug Stevenson of the Center for Seafarers Rights, Karen Parsons of AOS North America and the Caribbean, and others. The gathering date is the evening of February 21, 2016 with the first full day on Monday February 22, with a conclusion to the school on Friday March 4th. If you have any questions please feel free to contact me directly. Deacon Allan J. Frederiksen
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Vatican's Maritime Bishop calls seafarers to witness to their faith
Courtesy: AOS Great Britain
by: Madel Sabater - Namit
October 27, 2015
The Vatican Bishop charged with the pastoral care of seafarers visited the crew of the recently launched cruise ship MV Britannia on Friday 16th October, when it docked in Civitavecchia, near Rome.
The Britannia was named by HM The Queen on 10 March, 2015, in a ceremony in Southampton.
At the beginning of his visit Bishop Joseph Kalathiparambil, from Catholic charity Apostleship of the Sea (AoS), presented Deputy Captain Hamish Sunter with the Apostleship of the Sea Crest.
Some of the ships 1,350 crew then joined the bishop in the ship's theatre for Mass; with many of them coming from Catholic countries, this was a particularly poignant moment for them.
In his homily Bishop Joseph recognised that for seafarers 'to do the will of God sometimes is not easy because God asks us to be sincere, honest, faithful, kind, generous, etc., and we tend to do the opposite because it is easier.' and yet he continued 'we can ask God's help to assist us to be like the Blessed Virgin Mary who did the will of God even when it was difficult. In doing the will of God, we become credible witnesses of Jesus Christ.'
In his deeply personal sermon Bishop Joseph noted that for a ship's crew 'there is a great need of Christian witnessing. You should bear in mind that you are not on board only to earn money for your family (which of course it is important!) but also to give witness of Christ.' 'With your love for one another, with your patience and kindness for everyone on board, in spite of the difficulties, you proclaim that Christ is in your heart and you bring Jesus to all the passengers and crewmembers.
After the Mass, Bishop Joseph, who is Secretary of the Pontifical Council for the Pastoral Care of Migrants and Itinerants, which coordinates the global activities of AoS, then toured the 141,000-ton ship.
Rev Roger Stone, Port Chaplain in the ship's home port of Southampton, was also onboard and recounted how this visit underlined the Church's unique care for seafarers through its network of port chaplains around the world and those that sail on P&O Cruises ships as cruise chaplains.
Roger said 'the unique partnership between P&O Cruises and Apostleship of the Sea is greatly valued by crew, who know the chaplain is someone they can turn to both emotional and spiritual support.' Roger had blessed the ship's rail for all the crew on board on the day of her maiden voyage from Southampton in March.
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21 Filipino seafarers of sunken vessel aided by Australia
Courtesy: Manila Bulletin
by: Madel Sabater - Namit
October 27, 2015
Twenty-one Filipino seafarers were assisted by the Philippine Consulate General (PCG) in Sydney, Australia after their vessel sank in Northern New Guinea.
The Filipino seafarers were onboard Philippine vessel MV Foxhound, which sank along Vitiaz Strait in Northern New Guinea on October 17 due to inclement weather.
The seafarers were rescued by a British-registered and Chinese-owned vessel, MV COSCO Shanghai.
The Department of Foreign Affairs (DFA) said the China Ocean Shipping Company Group or COSCO Group came to rescue the Filipino seafarers and was able to retrieve all of them from the lifeboat.
MV COSCO Shanghai arrived in Port Botany, Sydney, Australia, and the Filipino seamen were met onboard the ship by Consul Marford Angeles and Assistance-to-Nationals (ATN) Officer Erlinda Albay of the Philippine Consulate General in Sydney to ascertain their condition.
The seafarers arrived in Manila on October 24.
"In coordination with HWL Ebsworths, the insurance agent in Sydney of MV Foxhound, the Consulate made arrangements for a team of Filipino-Australian doctors and a psychologist to conduct medical and psychological examination of the 21 Filipino seafarers," the DFA said, adding that the Consulate General expressed his appreciation to Captain Shen Xiao Xing, Master of MV COSCO Shanghai for the safety of the 21 seafarers.
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Join AOS-USA in saying the AOS Prayer each day!
Please take the time to say this pray with us each day:
Sacred Heart of Jesus, have mercy upon all Seafarers
(1 Our Father)
(Hail Mary)
Our Lady, Star of the Sea, pray for us.
St. Peter, pray for us.
St. Andrew, pray for us.
Lord save us, or we perish!
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Important Upcoming Events for
AOS-USA Members
November 21, 2015
Houston Maritime Ministry Training School
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