26 minute read
Help Wanted
from WorkBoat May 2022
by WorkBoat
Employees have the upper hand in the current maritime work environment.
Plenty of opportunities at Maine Maritime’s Fall Career Fair in 2021.
By Michael Crowley, Correspondent
To say the last two years have been tough would be a mild description of Covid’s impact on Florida Marine Transporters in Mandeville, La., a company with over 100 towboats, 250 tank barges and 350 dry barges that’s actively engaged in inland and coastal transportation.
“It affected us a lot,” said Timmy Callais, Florida Marine’s vice president operations, dry cargo, while adding that the situation “has gotten better.”
Callais said the Covid outbreak led to older members of the company’s workforce electing to stay home, and they haven’t been coming back. Some took early retirement, and some went looking for different jobs, “instead of riding the boats.”
Callais said others were lured away from working on inland waterway vessels by government stimulus checks. “That’s what killed us; [We] had people that went home to get that and stayed home.” The effect was immediate, he said, because “the workforce in the maritime industry is very slim and it’s hard to get young people involved in our industry.”
BED JUMPERS
Florida Marine has recruiters out trying to replenish the company’s workforce and operates a training school for those Callais refers to as green hands. “They stay on campus for two weeks, like they are riding the boat,” he said. “They don’t go home at night. They cook and clean and do the chores they would be doing if riding the boat.”
Are there any incentives that have worked to help retain experienced crews or bring in new hires? “Not really,” Callais said. “Right now it’s money, not who has the newest barges or the newest boats. It’s a big shortage with people just bouncing around from one company to another for more money. You get them, then the next guy that pays more, they jump. It’s a price war.” Callais has a name for those who chase the money: he calls them bed jumpers. Whoever pays the highest price that’s where the bed jumpers end up.
That money game makes it difficult for a company like Florida Marine Transporters because, as Callais noted, “the rates don’t support our throwing all the money out there.”
One part of the transportation business that Callais feels can currently come up with the money is the grain industry.
“That’s hot now,” he said in mid-March. “Those companies can afford to pay them money.” However, the grain business is a seasonal market and when it slows down boats are tied up and crews sent home. “At Florida Marine we run all the time,” he emphasized.
“I’ve never seen anything like this before,” said Callais, summing up the impact of Covid on the coastal and inland marine transportation systems. “Started as a deck hand, worked my way up to the pilothouse, was captain out on the waters for 20 years, and I have never ever seen it like this.”
BOATYARDS
Shipbuilding is a different sector of the marine industry but one facing some of the same issues as Florida Marine. Aaron Obregon is with the Phoenix Labor Group in Ocean Springs, Miss., which provides contract labor services to shipyards for skilled workers such as marine electricians and TIG welders.
The Phoenix Labor Group hires employees and then rents them out to shipyards, where they are under the shipyard’s supervision. Obregon doesn’t feel the Covid outbreak affected the companies in the shipbuilding trade that Phoenix Labor Group works with as much as it did other maritime industries.
While he didn’t see a big slowdown, “we did see people leave because they felt they didn’t have to work.” That was mainly due to government stimulus checks during the Covid crisis. After shipyard workers left it was “hard getting them back because they could make a similar amount of money without working.”
In addition, Obregon said, “There’s been a slow but steady surge of work all over the Gulf, East Coast and other places. That’s been one of the reasons lately. We’ve had trouble recruiting.” It was true through most of 2021 and into the beginning of 2022.
As a general rule, shipyards pay more than other commercial trades, though for some time those wages were stagnant. However, in the past few months,
Ken Hocke
“Green hands” at Florida Marine’s training center live there while they train.
some shipyards have increased wages. More money and the surge in work opportunities results in the same problem Florida Marine Transporters is facing; it encourages the group of skilled workers that tend to chase the dollar — who stay for weeks or months with one company and then move on.
It’s “an issue we face but not a major issue,” said Obregon. Still, it’s a bigger problem now with the surge in work opportunities, making it harder to nd skilled shipyard workers willing to stay with a company and not move on.
Obregon said a long-term labor issue facing shipyards not directly traced to Covid is the dwindling of the skilled trade force. “The consensus is there’s just not enough warm bodies coming into the trade,” he said.
To improve its recruiting chances, the Phoenix Labor Group “has de nitely expanded its digital footprint toward the end of the Covid surge. It’s now much bigger and that has helped tremendously,” Obregon said.
MAINE SOLUTION
One solution to the marine transportation sector’s hiring problems was on display in spring 2021 at the Maine Maritime Academy’s graduation in Castine, Maine, where, if you were a graduating senior your chances of landing a job in the maritime world were exceedingly good. “Ninety percent, or just under 200 seniors, got jobs, and not a single student was in my of ce last summer asking for help to get a job,” said Deborah Harman, Maine Maritime Academy’s commercial ship’s coordinator.
The outlook for this spring’s graduates is equally encouraging. In midMarch Harman said a dozen companies would be coming “in the next four weeks” to recruit seniors. “It’s back to normal,” she said. Additionally, Maine Maritime Academy’s fall career fair had what Harman called a “nice turnout.”
This year has been “the best year for that — attendance of recruiters,” she said.
That’s opposed to the previous two years when no more than four or ve companies showed up for spring recruitment. During the worst periods of the Covid epidemic, “a lot of companies really reined it in and cut back,” Harman said. “They held back and kept their own crews.”
Harman noted that one of the incentives offered by recruiters was giving students “the time off they were looking for” once hired. She feels the original salary offers must have been “fairly decent, because when the pay is down, we’ll see people applying to different things, moving around. We haven’t seen a lot of that yet.”
Many students took jobs with companies operating offshore.
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MAY 1962
LOOKS BACK
• The Holiday, a new 70' sightseeing vessel with a 22' beam, 8.5" draft and carrying capacity of 350 passengers, has joined the eet operated by Seattle Harbor Tours. The boat is powered by a 400-hp Waukesha diesel which gives the boat a cruising speed of 10 knots. Electric power is produced by a GM 20-kW light plant. • The rst of two new 350' passenger and cargo vessels for Northland Navigation Co. Ltd., Vancouver, British Columbia., is under construction at Burrard Drydock Co. Ltd., North Vancouver. The new boats, scheduled to begin service early in 1963, will each be powered with a single StorkWerkspoor diesel, rated at 4,200 hp at 150 rpm. • The Houston Division of Todd Shipyards Corp. completed Shipyards Corp. completed two new 248'x50'x11' heated asphalt barges for Asphalt Barge Corp.
MAY 1972
MAY 1982
• Federal Barge Lines Inc., St. Louis, has added the 5,300-hp Tom Talbert to its eet. The new towboat, designed and built by the St. Louis Division of Pott Industries Inc., is named for Thomas W. Talbert, chairman and president of United Barge Co. Federal and United are both wholly-owned subsidiaries of Pott Industries, of which Talbert is also a director. The Tom Talbert has St. Louis Ship's hydrodyne hull and measures 168'x40'x11' with a normal draft of 8'. The boat is heavily framed longitudinally and transversely with the aft deck raised to provide additional strength to the stern. • The U.S. House of Representatives has passed its Public Works Committee's water pollution control bill, HR11897, after amending the measure, to eliminate the federal preemption provision with respect to the control of watercraft waste. The amendment also gives states the right to prohibit any vessel discharge.
• Delivery was expected this month on a 45' tug for Layne Dredging Co., Tampa, currently under construction at Atlantic Marine Inc., Ft. George Island, Fla. The twin screw tug, Jonnie C., is the second vessel built at Atlantic Marine for Layne Dredging. The rst, Patrick L., was delivered 17 years ago and was the rst boat ever built by Atlantic Marine. Power on the Jonnie C. will come from a pair of Detroit Diesel 6-71 engines, rated at 235 hp each. • J&S Marine Services, Brazoria, Texas, has delivered the 40' crewboat Bobcat to Exxon Oil for use in servicing the oil company's rigs in Trinity Bay, near Galveston. Bobcat represents a joint venture involving J&S and Steward & Stevenson Inc. The boat employs a pair of Detroit Diesel 8V71 main engines, linked to Michigan Wheels 28/28, 4-bladed propellers.
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