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| By MICHAEL R. McKAY | |
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Our union's mettle was tested in unusual, unforeseen ways in 2001. For example, there was the collapse of American Classic Voyages Co.--a direct consequence of the Sept. 11 terrorist attacks on the U.S. The bankruptcy cost AMO nearly 200 jobs on six of the seven deep-sea and rivers cruise vessels operated by American Classic subsidiaries. Also lost were a second American Classic coastal cruise vessel that had been set for imminent delivery by Atlantic Marine in Jacksonville, Fla., and two 1,900-passenger ocean-going cruise ships ordered from Ingalls Shipbuilding in Pascagoula, Miss., for delivery in 2004 and 2005. AMO was to have represented the licensed officers on all three newbuildings. But union members displaced from the American Classic fleets found new work quickly under other AMO contracts, and we are tracking possible ways to salvage the new construction projects in Jax and Pascagoula. The attacks on the World Trade Center in New York and the Pentagon just outside of Washington presented another challenge--immediate preparation for a full-scale defense sealift operation comparable to the one AMO participated in so extensively during the Persian Gulf mobilization and war in 1990 and 1991. While all officers' unions responded in the same way, AMO had an especially important responsibility as the principal source of licensed officers for ships operating under Military Sealift Command and Maritime Administration charter. But AMO members everywhere were ready to go, and they remain on stand-by for military support services as the U.S. leads a worldwide war against terrorism. Then there was the race against the February 2002 deadline for compliance with Standards of Training, Certification and Watchkeeping for Seafarers, or STCW '95, the burdensome training regime established by the International Maritime Organization and enforced in the U.S. by the Coast Guard. By the New Year, most AMO deep-sea members had obtained the appropriate STCW endorsements, despite the frustrating knowledge that, in the eyes of the IMO, their STCW papers are no more valuable than those issued by Liberia and other countries that barely have governments, let alone training and enforcement capabilities. Finally, there was the AMO election of officers. The circumstances were uncommon, and it proved to be a difficult six months for everyone in our union. But it was an important democratic exercise, consistent with our union's history and tradition. These challenges did not interrupt service to you as AMO members. With your support, and often with your input, we settled some major deep-sea and inland waters contracts in 2001, secured real improvements in wages and benefits, and began overhauling our deep-sea bargaining strategy to your greater advantage. In addition, we saw a net gain of nearly 200 jobs in the deep-sea sector, eight new vessels in the deep-sea and inland areas (not including the American Classic vessels), an increase in our union's net worth, and another year with no dues increase. AMO officials and representatives made several hundred vessel visits in the U.S. and overseas. Meanwhile, the AMO Medical Plan handled nearly 100,000 claims filed for deep-sea, Great Lakes and inland waters union members and their dependents and paid nearly $29 million in benefits, most of it directly to health care providers. The AMO Medical Plan also paid more than $400,000 in non-competitive college scholarship benefits to 208 children of deep-sea, Great Lakes and inland waters members. The AMO Vacation Plan paid nearly $55 million in benefits to deep-sea and Great Lakes members in 2001, and the AMO Pension Plan paid monthly benefits to 2,450 deep-sea, Great Lakes, and inland waters retirees and 325 survivors. Forty-six eligible AMO members received payment under the lump-sum pension option. We expect new tests this year, with AMO deep-sea jobs at stake in difficult competitive bidding for MSC charters, a number of deep-sea and inland waters collective bargaining agreements up for renewal, and vessel operators everywhere struggling in a weak economy. Nowhere will that be more trying than on the Great Lakes, where the U.S.-flag dry bulk fleet has been buffeted by the steel import "dumping" crisis, low water levels, and the recession. AMO represents the engine and deck officers and stewards in the lakes fleet, which faces a bleak season. But, as always, our focus will be on long-term job and benefit security. Here at headquarters, and in all AMO port offices, we welcome your comments, suggestions and opinions. |
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