Seafarers Log: Vol. 55 No. 2 (1993-02-01)

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Tallying Panel Announces
Union Election Results

Pages

N.J. Fishermen's Group
Signs Up with the SlU

Pages

OFFICIAL ORGAN OF THE SEAFARERS imERNATIONAL UNION • ATLANTIC GULF, UKES AND INUND WATERS DISTRIQ • AFL-CIO

Volume 55, Numbers February 199S

• Braer Tanker Spill
Revives Runaway Issue

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The January 5 grounding of the Liberian-flag tanker Braer, increasingly aware that runaway registries are used by
pictured in the photo above, and the corresponding 26 shipowners to evade taxes, safety regulations, obligations
million gallon oil spill have focused public attention to the to crewmembers and often are a tool for get-rich-quick
vagaries of runaway-flag registries. The public is becoming schemes unconcerned with the shipping industry itself.

Crew Reports Smooth Sailine

First Trip a Succesp
For New Cable Ship

Pagb3
The SlU-crewed GlobalMariherenters Honolulu harbor on its maiden voyage.

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2 SEk^MERSlOG FEBRUARY 1993

Michael Sacco

President's Report
Missed Opportunities

Late last year the giant cruise ship company. Carnival Cruise
Lines, announced it had entered into an agreement with an Italian

shipyard for the building of three immense pas­
senger vessels. That action has put the spotlight
on what other nations' governments are willing
to do to encourage ship construction in their
countries' yards and what arrangements they seek
to promote their national flag fleets.

The Shipbuilding Council of America, repre­
senting U.S. yards, has asked the Federal
Maritime Commission to investigate the Italian
subsidies. The SCA points out that unsubsidized
American yards cannot have fair access to
markets in which competitors enjoy significant

assistance from their governments.
The AFL-CIO Maritime Trades Department and the Metal Trades

Department have supported the shipbuilders' request. The Maritime
Trades Department's submission to the FMC notes the U.S. govern­
ment must determine what steps are necessary to ensure American
shipyards can enter the world shipbuilding market. The Metal Trades
Department warned the FMC that if action is not taken, scores of
yards will close by 1998 with a loss of 180,000 shipyard and shipyard
supplier jobs.

Like it or not, we in the United^ates must face the fact that while
the Italian government has been out there hustling for its maritime sec­
tor, the U.S. remains asleep at thp^witch. Look at what happened in
the past decade. In the Unitod-States, the Reagan administration
unilaterally ended a shipyafu support mechanism known as the Con­
struction Differential Subsidy and did not develop any replacement
programs. Meanwhile, nations around the world were busy increasing
direct and indirect government subsidies to their shipyards.

In the case of the three Carnival ships, the Italian government is
picking up more than half the shipbu^ing tab. Of the total $800 mil­
lion price tag for the construction of the three ships, it is estimated
Carnival will not have to pay some $464 million. •

The Italian government also encourages shipowners to register ves­
sels under the Italian flag. By building in Italian yards and operating
the ship under the Italian flag, a vessel owner enjoys a 30 percent sub­
sidy equivalent to the depreciation during the first five years of a
ship's life.

By contrast to what Italy will do to support its ship building sector,
the small assistance the U.S. government can extend to assist in ship­
building projects through rnortgage loan guarantees seems paltry in­
deed.

The Italian example shows the government of any nation has an im­
portant role to play in the destiny of any industry and in the job oppor­
tunities offered to its citizenry. This is not to say that the government
has to find all the answers, but its involvement is critical.

We are hopeful the new administration in this country understands
the role of government in encouraging investment in American in­
dustries and the American economy. The Clinton administration, we
hope, also will take up the challenge of true fair trade. As is the case
in shipbuilding, ma,ny American industries are forced to go at it alone
while their international competitors-enjoy very favorable direct sub­
sidies or government regulatory schemes.

Getting the Ball Rolling
Certainly U.S.-flag ship operators are confronted with unfair trad­

ing practices. American-flag ships compete with national flag ship­
ping lines which are heavily subsidized and, in some cases, owned
and managed by foreign governments. Additionally, U.S. ships must
compete with vessels operating in the bargain basement of shipping—
the more than 20 runaway flag registries offering breaks from taxes,
crew wages, inspection procedures and other safety-related standards.

At the tail end of the Bush administration there was a sudden inter­
est in getting something going, due largely to the interest and deter­
mination of Andrew Card who was then secretary of transportation.

It is now up to the Clinton administration to meet the challenge.
The new DOT secretary, Frederico Pena, recognizes there is a prob­
lem. At a recent meeting of the National Governors Conference, Pena
said, "There is a strong feeling that unless we do something very
quickly in this nation we are going to lose the maritime industry to the
rest of the world."

It's time for the administration to play a strong role, and working
with Congress and the industry come up with programs that will pro­
vide opportunities for investment in the American merchant marine.
The time is now to come up with creative, cost effective programs
that address all components of the industry—liners, tankers, bulkers,
passenger ships and vessels in the domestic trades.

House Maritime Panei Reorganizedi
Senate ConRrms New OUT Secretary

the Senate. Lloyd Bentsen CD-
Texas) was selected by President
Clinton to serve as secretary of
the treasury. Bentsen's seat on the
subcommittee is vacant and will
be filled this month.

Pena Approved
Maritime was a concern for

the senators who questioned
Federico Pena, the former mayor
of Denver, during his confirma­
tion hearings to be secretary of '
transportation. Pena, who was ap­
proved by the senate, told the
elected officials on the Senate's
Commerce Committee that he al­
ready had spoken with several
people involved in maritime.

Without being specific, Pena
said he would work with all con­
cerned on U.S.-flag maritime
legislation. He added the bills of­
fered in the last session were an
important first step, but more
needs to be done.

The new secretary noted that
he grew up in Brownsville, Texas
and knew how important the ship­
ping industry was to the economy
of the area.

Congress convened its 103rd
session on January 3 in order to
hold its own organizational meet­
ing as well as confirmation hear­
ings for Clinton administration
appointees.

At the same tim^, the House of
Representatives approved the
chairmen of its various commit­
tees, including Gerry Studds (D-
Mass.) to head a revamped
Merchant Marine and Fisheries
Committee.

During its initial meeting on
January 7, the Merchant Marine
and Fisheries Committee ap­
proved William Lipinski (D-Ill.)
as head of the Merchant Marine
Subcommittee. He succeeds the
late Walter Jones (D-N.C.), who
had served as both chairman of
the subcommittee and full com­
mittee. Representative W.J.
"Billy" Tauzin (D-La.) retained
his chairmanship of the Coast
Guard and Navigation Subcom­
mittee.

New Subcommittees Formed
One of the new committee's

first acts was to dissolve the Over­

sight and Investigations Subcom­
mittee, while splitting the old
Fisheries and Wildlife Conserva­
tion and the Environment Sub­
committee into two separate
groups. The changes in the make­
up of the subcommittees were
part of the House leadership's re­
quest for more efficient working
arrangements among all of the
branch's committees. Studds will
serve as chairman of the new En­
vironment and Natural Resources
Subcommittee. Representative
Thomas Manton (D-N.Y.) will
head the Fisheries Management
Subcommittee.

The Oceanography, Gulf of
Mexico and the Outer Continen­
tal Shelf Subcommittee will be
led by Solomon Ortiz (D-Texas).

Despite the naming of the sub­
committees and their chairmen,
several seats remain vacant on the
full Merchant Marine and
Fisheries Committee. A spokes­
man for the conunittee said all the
seats should be filled sometime
this month.

The same is true for the Mer­
chant Marine Subcommittee in

Seafarers 'Proud' of Inaugural Rolo

Receiving instructions for helping spectators from fellow trade unionist
Chris Marston (left) are Seafarers Brett Hopson and Raul Hernandez.

The inauguration of President
Bill Clinton took on a special
meaning for more than 40
Seafarers who participated in
events around the Lincoln
Memorial in Washington, D.C.
on January 17.

"I never thought this would
happen," galley gang member
Cameron Brintley told a
reporter for the Seafarers LOG.

"This is a new experience."
"I'm proud to be representing

my union at this event," added
engine department member
Thomas Stead.

Brintley, Stead and the others
were part of a delegation of trade
unionists assisting inaugural or­
ganizers at the nationally
televised "Reiinion on the Mall,"
the first event in a week of ac­

tivities to celebrate the swearing
in of the new president.

The Seafarers, wearing the
union's traditional white caps,
were located near the stage area
where members were able to see
President and Mrs. Clinton and
Vice President and Mrs. Gore ar­
rive in Washington. They also
were able to see and hear a diverse -
group of entertainers including
Aretha Franklin, Kenny Rogers,
Bob Dylan, Oprah Winfrey, Jack
Nicholson, Ray Charles and
Michael Jackson.

"To be so far from home and
see all these sights, I'm just proud
to be a Seafarer," noted Robert
Sweatt, an engine department
member from Compton, Calif.

"We' re in a great spot," added
Peter Rice from the port of Jack­
sonville, Fla. "It doesn't get any
better than this."

Looking at the stage, steward
department member Justin
Stewart smiled and nodded, "This
is great, and I voted for them."

Volume 55, Number 2 February 1993

The Seafarers LOG (ISSN 0160-2047) is published
monthly by the Seafarers Intemational Union; Atlantic,
Gulf, Lakes and Inland Waters District; AFL-CIO; 5201 ̂
Auth Way; Camp Springs, Md. 20746. Telephone (301)
899-0675. Second-class postage paid at MSC Prince
Georges, Md. 20790-9998 and at additional mailing
offices. POSTMASTER: Send address changes to the
Seafarers LOG, 5201 Auth Way, Camp Springs, Md.
20746.
Communications Department Director and Editor, Jes­
sica Smith; Managing Editor, Daniel Duncan; Associate
Editors, Jordan Biscardo and Corrina Christensen; As­
sociate Editor/Production, Deborah A. Hirtes; Art, Bill
Brower.

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Seafarers march into position around the Lincoln Memorial to participate in pre-inaugural festivities



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FL3HUARY1993 SOFARBtSLOG 3

Election Tally Panel Announces Results of Vote
Uit^ael Sacco
Re-Elected Pns.

The SIU's Tallying Commit­
tee, composed of two members
elected from each of the
Seafarers' 10 constitutional halls,
have released their tabulation of
the ballots cast by union members
in the voting for national officers
of the Atlantic, Gulf, Lakes and
Inland Waters District which took
place November 1 through
December 31, 1992.

The rank-and-file committee,
chaired by Bosun John Cain
from the port of Houston and co-
chaired by Recertified Bosun
Henry Bentz of San Francisco,
certified the re-election of Michael
Sacco as president of the SlU, elec­
tion of John Fay as the union's
secretary-treasurer and re-election
of Joseph Sacco as executive vice
president. All three were elected to
four-year terms which will begin
immediately after approval of the
tallying committee's report by the
membership at union meetings
next month.

The committee also reported
the election of the following of­
ficers, who also will serve four-
year terms:
• Augustin "Augie" Tellez,
contracts and contract enforce­

ment vice president;
• Jack Caffey, Atlantic Coast
vice president;
• Dean Corgey, Gulf Coast vice

Coast assistant vice president;
• David Heindel, Gulf Coast as­
sistant vice president;
•' Don Anderson, West Coast as-

• Mike Paladino, Philadelphia
port agent;
• David Carter Sr., Mobile port
agent;

The Union Tallying Committee reviewed and counted all ballots cast In the recent SlU election. Seated
from left are Bill Davis, Jim BernachI, Henry Bentz, John Cain, Ray Smith and Alfred Varona. Standing
from left are Mike Slaght, John Wozunk, Robert Scott, Wllmer McCants, Calvin James, Peter Lolk, Gary
Coates Frank Lyie, Jamie Miller, Felix Santiago, John Hosklns, Gary Lackey and John Thomas. SlU
attorney Leslie Tarantola, SlU Secretary-Treasurer John Fay and Joanne Herrlein, assistant to the
secretary-treasurer, helped the committee by answering technical questions during the vote count.

president;
• George McCartney, West Co
ast vice president;
• Byron Kelley, Great Lakes
and inland waters vice president;

Roy "Buck" Mercer, govern­
ment services and fishing in­
dustries vice president;
• Kermett Mangram, contracts
and contract enforcement assis­
tant vice president;

Robert Pomerlane, Atlantic

Bill Davis (left) and James BernachI Inspect a sealed ballot.

sistant vice president;
• Anthony Sacco, Great Lakes
and inland waters assistant vice
president;
• Robert Hall; government ser­
vices and fishing industries assis­
tant vice president;
• Leo Bonser, headquarters rep­
resentative;
• Carl Peth, headquarters repre­
sentative;
• Edward "Edd" Morris, Piney
Point port agent;
• Robert Selzer, New York port
agent;
• Thomas Fay, Philadelphia
port agent;

• Jose "Joe" Perez, New Or­
leans port agent;
• James McGee, Houston port
agent;
• Nick Celona, San Francisco
port agent;
• Steve Ruiz, St. Louis port
agent;
• Joe Sigler, Detroit-Algonac
port agent.

The committee met during the
week of January 4 at the union's
headquarters in Camp Springs, Md.
to receive the ballots from the bank
where they were held, count the
votes in die contested races and
determine the status of void or chal­

lenged ballots. The report issued
by the committee will be sub­
mitted for a vote by the member­
ship at union meetings in March.

In concluding the report which
was approved unanimously, the
committee congratulated the
newly elected officers and ex­
tended "best wishes for the next
four years. We hope that you will
carry on the tradition of our union
and advance the strength of the
maritime industry."

Also serving on the committee
from the Atlantic Coast were
QMED John Hosklns and Recer­
tified Bosun Jamie Miller from
Piney Point, Recertified Bosun
Calvin James and AB Felix San­
tiago from New York, Oiler John
Wozunk from Philadelphia, and
Chief Steward Gary Lackey and
Recertified Bosun Peter Lolk
from Baltimore.

Representing constitutional
ports on the Gulf Coast were AB
Frank LyIe from Houston,
QMED Wllmer McCants and
Recertified Steward Robert
Scott from Mobile, and AB Gary
Coates and Recertified Bosun
Bill Davis from New Orleans.

Elected to the committee from
Algonac were Captain Michael
Slaght and Deck/Engineer
Raymond Smith. Attending from
St. Louis were Recertified Bosun
James Bemachl and AB John
Thomas. AB Alfred Verona
served after being elected from the
port of San Francisco.

Crew Reports Smooth First Voyage
On New AT&T Ship Global Mariner

Seafarers report all is well
aboard the Global Mariner, the
newest cable ship in the Trans-

NJ Fishermen Sign On with the Sill

Belford (N.J.) commercial fishermen sign on as members of the Seafarers International Union. From the
left are fishermen Bern Yahara and Roy Dlehl; SlU President Michael Sacco; fishermen Dave Thompson
and Joe Branin; SlU Secretary-Treasurer John Fay; and fishermen Louis Egnatovlch and Tom Schnoor Jr.

oceanic fleet, after completing
the initial leg of the vessel's first
voyage.

Bosun N.C. Keydel told
Honolulu Patrolman Kevin Bal-
dado that the trip went smoothly
with no mechanical problems.

bers hustled down the gangway to
use the pier's lone telephone
booth to call home. Others headed
into the city to take advantage of

Continued on page 6

A group of New Jersey com­
mercial fishermen is the newest
member of the Seafarers Interna­
tional Union of North America.

SlU President Michael Sacco
presented a Seafarers' member­
ship charter to a delegation of
Belford, N.J. fishermen during a
meeting at the union's head­
quarters in Camp Springs, Md. on
January 15. The fishermen sail
out of the Belford Seafood Co-
(^perative Association.

Following the presentation of
the charter, Sacco told the group,
"We are proud to welcome you
into the SIU family. We will work
hard with you and for you to rep­
resent your needs and interests in
New Jersey and in Washington."

"The SlU is the way to go,"
said Belford fisherman Joe
Branin about the group signing on
with the Seafarers. "The union
gives us a stronger voice than if

we act individually. There are
many issues confronting fisher­
men, and we have to work
together to protect our interests.

Among those issues is the
over-regulation of the fishing in­
dustry. Fishermen point out that
they have to bear the brunt of
costs when new regulations are
issued concerning their industry.
One example concerns the many
changes announced^by both the
U.S. Coast Guard and the Nation­
al Marine Fisheries Service over
the size and type of nets commer­
cial fishermen can use.

"They tell us we must use this
net or that device, but make no
provision for how much it costs
us," Branin noted. "They make
these decisions and expect us to
comply with them immediately."

The Magriuson Act of 1976
established a system of regional
councils under the National
Marine Fisheries Service to

manage and conserve the national
resource of fisheries in an equi­
table manner. Since their estab­
lishment, the councils have.been
paying more attention to the
recreational side of the industry
by limiting wh^t could be har­
vested and in what amounf ac­
cording to Branin.

"Congress meant well in pass­
ing the Magnuson Act," he noted.
"However, today it's a regulatory
nightmare for fishermen. No one
wants to manage and conserve
our fisheries more than fisher­
men. It's our livelihood."

Branin sees working with
Congress to revamp the Mag­
nuson Act as a top priority for
1993. "As fishermen, we look
forward to working with the SlU
in Washington to make the Mag­
nuson Act work for commercial
fishermen and conservationists at
the same time," he said.

The bosun added the crewmem-
bers were getting used to the new
surroundings.

Among those getting ac­
quainted with the ship is Chief
Cook Olav Pederson who said he
"loved working in the new gal­
ley." Pederson had sailed as an
executive chef on both of the
SlU-crewed passenger ships, the
SS Independence and SS Constitu­
tion, during the last five years. In
that role, he oversaw the activity of
the entire galley crew that served
up to 8(X) passengers daily.

"This is quite a change,"
Pederson said to Baldado. "1 have
been looking forward to it."

As soon as the 479-foot vessel
cleared U.S. Customs, crewmem-

Rlgglng the ship's gangway net Is
Splicer/Joiner Mike Mitchell.

Members of the Global Mariner's deck gang head for shore. From the
left, they are AB John Halpin, Bosun N.C. Keydel and ABS Thbr
Young, Jack Madden and Paul Latere. J

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4 SEJ^ARERSLOG FERRUARY1993

'iMnij II

Harbor Tugs Answer Call for Help
From FlrO'Slrlcken Tug Osprey

Crewmembers aboard the tug
Osprey discovered firsthand what
the "Brotherhood of the Sea"
means when their vessel caught
fire last month in the Savannah,
Ga. harbor.

Four tugs, including two SIU-
crewed boats from Crescent
Towing, responded immediately to
control the fire, move the loaded
barge the Osprey was pushing and
rescue the crewmembers, none of
whom was injured.

Utilityman Frank Ingellis shows
physical wear-and-tear after as­
sisting in fighting the fire.

"I want to thank everybody
with Crescent Towing and all the
others who helped," Osprey Cap-
tain Phil Spoerle told the
Seafarers LOG. "Everyone did an
excellent job."

- Captain Joe Maggioni from
the Crescent tug Virginia added
thafeveryone involved in the res­
cue "worked well together. We
did what we had to do. I'm glad
nobody was hurt."

Engineroom Fire
The January 6 fire began in the

Osprey's engineroom when a

leaking fuel line sprayed a fine
mist which ignited when it hit a
hot engine part, according to
Petty Officer Andy Legge who is
investigating the fire for the Coast
Guard. Chief Engineer Ray Bax­
ter spotted the fire and closed the
fuel valves. He then called the
wheelhouse to sound the alarm.

In a matter of seconds,
Spoerle, who had been on the
barge to direct docking opera­
tions, returned to the wheelhouse
to take charge of the firefighting
details. He notified the port
authority and Coast Guard of the
Osprey's situation, then grabbed
a hose with AB Don Autery and
began shooting water down the
blower stack. "It was the only
way we had access to the fire," the
captain said.

In a few minutes, smoke
chased the pair away. They
moved to the fiddley hatch on the
first deck and started sending
water through it. Again smoke
and heat prevented them from
staying there, and they retreated
to the b^arge where the other mem­
bers of the crew were manning
hoses spraying water on the su­
perstructure to keep the rest of the
vessel from catching fire. Crew­
members had rigged a hose from
the washdown pumps on the
barge to continue spraying water
after losing power on die tug.

Harbor Tugs Respond
In the meantime. Crescent har­

bor tugs monitored the call for
help and headed to the scene. "We
could see smoke but no flame,"
Maggioni reported. "Our main
concern when we got there was to
keep everything cool."

While the Virginia and
another Crescent ing-^Fall
River—shot water onto the strick­

en vessel, two other tugs secured
the barge and pulled it away
from the Osprey. Spoerle and
his crew had boarded the Vir­
ginia to continue the fight
against the flames.

Shortly after a Coast Guard
rescue vessel arrived, the port
authority cleared the Crescent
vessels to push the Osprey to the
dock where land-based
firefighters were standing by with
foam to extinguish the flames.
The fire was out within 20
minutes of arriving at the dock.

Port Captain Jeff Parker of Al­
lied Towing (which operates the
Osprey) also had high praise for
everyone involved in the inci­
dent. "They did a very good job
in a difficult situation," he noted.
"We were very fortunate."

Little Metal Fatigue
An initial inspection of the tug

revealed minimal metal damage
to the vessel. "The damage in the
engineroom was confined mainly
to the overhead," Parker stated.
Smoke and fire damage was
found in the galley and crew
living quarters. The Osprey was
towed to a Louisiana shipyard
where it is being repaired.

Maggioni said he never had
experienced a rescue before in his
16 years of sailing. "You never
know what you're going to do
until it happens. All of my crew,
the Osprey crew, the Fall River
crew and everyone else involved
should get recognition for a job
well done."

Spoerle added his crew
responded immediately when the
alarm was sounded. "We do a fire
drill every trip (21 days)," he
pointed out. "TTiis top notch crew
knew what to do without being
told. We're all proud of them."

Land-based fire crews extinguish the fire on the Osprey (left) while a
Coast Guard rescue boat and the Virginia stand by.

Crewmembers of the Osprey gather on the dock after inspecting the
tug. From the left are AB Tom Norton, Cook Maxwell Carawan, Mate
G.W. Urban and AB Don Autery.

The.fire is out and (left to right) Mate G.W. Urban, Chief Engineer Ray
Baxter and Captain Phil Spoerle prepare to examine the damage.

Seafarers Stand by ILA in Sugar Beef

Seafarers join with Longshoremen and other trade unionists urging consumers to boycott Domino
sugar. With Atlantic Coast Vice President Jack Caffey (in front of gate) are SlU members Hugh Woods,
Francisco Bosch, Louis Charlean, Sean Grace, Damon Lobel, Chester Trundy and Warren Mundy.

Seafarers are marching with
their fellow trade unionists to urge
shoppers to stop buying Domino
sugar until a strike is settled be­
tween the Longshpremen's Union
(ILA) and Domino's parent com­
pany, Tate and Lyle, Pic.

Approximately 25 SIU mem­
bers hit the bricks in midtown
Manhattan on January 6 in sup­
port of more than 300 members
of ILA Local 1814 who have
been on strike since October 3,
1992. Seafarers and other trade
unionists participated in a rally
and an informational picket liiie.
They also distributed leaflets in
front of Tate and Lyle's head­
quarters.

"The (ILA) local has been a
longtime friend of ours," noted
Jack Caffey, SIU Atlantic Coast
vice president. "Seafarers
wanted to lend a hand to our
brother longshorenien in this
beef."

While the ILA members have
been out of work, the strike has
affected the SlU-crewed New
York Cross Harbor Railroad
whose barges deliver sugar to
the Domino refinery in Brook­
lyn. The union is honoring the
picket line and no barges have
delivered sugar since the strike
began. Caffey stated Cross Har­
bor SIU members have stayed
busy with other towing jobs.

The ILA claims Tate and
Lyle is trying to bust the local by
not negotiating in good faith. Is­
sues include the company's
proposal to use temporary
workers paid at lower wages
with no fringe benefits and its
push to eliminate employee as­
signment restrictions, minimum
manning requirements and
guaranteed overtime at the
Brooklyn Domino plant.

During the shutdown of the
waterfront refinery. Domino has
been transporting sugar from
facilities in Baltimore and New
Orleans not affected by the strike
to fill the company's noitheastem
United States orders.

Posing on the Virginia are Its crewmembers who helped the Osprey.
From the left are Deckhands Ron Gering and Keith Glass, Chief
Engineer Richard Johnson and Captain Joe Maggioni.

The crew of the Fall Rivera\so assisted in the action. From the left are
Deckhand Kelley Stanford, Chief Engineer George Morales and Cap­
tain Anthony Gober. Engineer Charlie Hart provided the Seafarers
LOG with the photographs for this story.

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FEBRUARY 1993 SEAFARERS LOG

Braer Tanker Spill
Highlights Dangers
Posed by Runaways

The Braer's oil spill has revived the
issue of runaway-flag shipping and sug­
gests this is an area for the public and
coastal communities throughout the world
to reexamine. ^

En route from Norway to Canada the
morning of January 5, the Braer, a
Liberian-flag tanker, lost power in the 22-
mile channel between Scotland's Orkney
Islands to the south and its Shetland Is­
lands to the north.

Floundering and unable to be towed in the
severe weather, the 17-year-old, 797-foot
disabled ship grounded near the 75-foot
cliffs on the southern Shetland coast and six
days later snapped apart in towering 30-foot
swells and 95-mile-an-hour winds.

For more than a week, the public
around the world saw images of the
stranded but twisting and turning tanker
first spewing and then leaking her 26 mil­
lion gallons of oil. (By comparison, the
March 1989 Exxon Valdez spill in Alaska
was 11 million gallons.)

The public witnessed the helplessness
of officials and spill experts unable to
reach the tanker because of hurricane-like
storms. News reports carried accounts of a
deep stench throughout the island, a sheen
of oil coating fields, roads and fish farms;
inhabitants ddnning respiratory masks;
and wildlife coated in crude.

Public comment and news coverage
during this time began to focus pn factors
which may have contributed to the Braer
disaster. Cited quite often is the issue of
flag-of-convenience registers, dubbed
runaway registers by American maritime
unions in the 1940s because of their use as
a device for shipowners to pay a nominal

fee to an agency of a non-maritime nation
seeking to raise revenue and thereby es­
cape from a maritime nation's safety
regulations, procedures and inspections,
tax laws and higher wages.

Adding to the furor over the dangers
posed by runaway-flag tankers was a
January 21 collision in the Malacca Strait
of two ships^—one Danish-owned, the

Who Is Responsible?
Because runaway-fla^ ships layer each seg­
ment of the responsibilities for vessel opera­
tion between scores of companies and
agencies of different nationalities, it is not
always easy to pin down where respon­
sibility lies. Here is a breakdown of the
country of origin for the following aspects of
the Braer:
Owners

Register

Shipbuilder
Shares Listed
Charterer
Accident Site
Manager
Classification
Society
Crewmembers

U.S./U.K.-based
Norwegian
Liberia (Headquarters
is in Reston, Virginia
in the U.S.)
Japan
U.S.
Canada
Great Britain
U.S.
Nonivay

Greece, Philippines,
Poland

Protection &
Indemnity Club
Salvage Company

Nonivay

Netherlands

other Japanese-owned and both operating
under the Singapore flag, another flag-of-
convenience register. (See accompanying
article on page 8.)
Hundreds of Ships
Fall Safety Tests

It has been pointed out that hundreds of
flag-of-convenience ships are unable to
pass routine safety inspections instituted
by marine insurance companies because of
a spate of costly marine accidents. Despite
disgruntlement about the independent sur­
veys from shipowners and classification
societies, the marine insurers intend to
keep up the practice because of the
astonishingly high number of ships which
fail the inspection.

A marine insurers group in London
reports of its most recent 133 inspections,
only 21 ships passed the first time around.
That means an 84 percent failure rate, or
five out of every six. The majority of the
ships which flunked the inspection survey
were bulk carriers and tankers operating
throughout the world.

The group further reports that 40 ships
of the 133 eventually did pass the survey
after owners made the recommended
repairs and equipment modifications.
Alarming, however, is the fact that 72 of
the vessels that failed the first inspection
have outstanding obligations.

Worldwide casualty data indicate ships
that are totally lost in marine accidents are
twice as likely to be runaway-flag ships
instead of those vessels belonging to a
national fleet.

AP/WideWorid Photos
Waves driven by gale force winds crash against the house of the runaway-flag tanker
Braerafter it ran aground last month on the southern coast of the Shetland Islands. The
vessel split apart, spilling 26 million gallons of oil along the shore and into the North Sea.

Seafarers Bear Brunt
Of Inferior Standards

Some 1,200 seamen died last year in
ship accidents, the majority of them in­
volving runaway shipping. Thousands of
other seamen bore the brunt of a system
which seeks to expend the least amount of
funds.

These exploited seamen, often hailing
from some of the most economically dis­
advantaged areas of the world, had to pur-
chase their shipboard jobs from
unscrupulous manning agents; signed con­
tracts stating one rate of pay, only to be
paid something much lower; and worked
in unsafe conditions, fearful of reporting
such to any outside authority.

According to records of the world or­
ganization of transport unions, the Interna­

tional Federation of Transport Workers
(ITF), seamen aboard the Braer had their
share of complaints. The Braer's manage­
ment, it appears, did its best to chisel and
chip away at the pay of its seamen.

For example, last January, the Braer
crew contacted the ITF in an attempt to
rectify unpaid standby wages, insufficient
food allowances, unpaid excess overtime
for officers, inadequate manning and in­
adequate pay for Sunday and holiday
work.
Responsible Companies
Fed Up with Sham Registers

A number of responsible shipping com­
panies and charterers have called for a
crackdown oh substandard vessels, urging
that old and dangerous tonnage be forced
off the high seas. Among those calling for
a revamping of world shipping is the
marine arm of the giant oil company
Shell.

Speaking as a charterer of 114 tankers.

Shell representatives said in their ex­
perience at least 20 percent of the world
fleet is substandard.

A Shell statement noted the business
consequences of a market riddled with in­
ferior ships: "The ability of such substan­
dard ships to evade the authorities and
continue trading for less well-informed or
less scrupulohs charterers, instead of being
forced into the scrapyard, is delaying the
recovery of freight rates, one of the neces­
sary precursors to shipowners being able
to invest to improve safety standards."

Among Shell's recommendations for
safer and cleaner seas is the strengthening
of links between ship ownership and
country of registry; improved account­
ability of ship registers; tightened training,
manning and certification regulations; in­
creased resources for government agen­
cies responsible for ship safety ; and more
rigorous inspections.

Continued on page 8

Hinders Safe Shipping ^
Runaway-Flag Operators
Promote Fast Bucks Scheme

AP/WideWortd Photos
Recent accidents involving runaway-flag vessels have focused the world's attention on
how these vessels operate outside of international norms for safety and crews. Above,
waves batter the stack and bridge of Liberian-flag Braer days after vessel ran aground.

The Braer disaster has put a spotlight
on an often unseen side of runaway ship­
ping—its use as a get-rich-quick scheme
for those who want to dart in and but of the
industry to make a quick killing without
any regard to longterm profitability and
the development of stable, established and
integrated shipping companies.

This type of business scheme does little
to encourage responsible shipping because
it depends on inexpensive, older vessels
and the low standards and costs afforded
by runaway registries.

While it is recognized universally that
making a profit is a positive thing and part
and parcel of any business operation, the
quick; windfall approach of speculative
business ventures makes a dangerous in­
dustry even more perilous and works
against the interests of responsible and
legitimate shipping companies.

In the Braer case, the vessel is immedi­
ately owned by the Braer Corp., and the
stock of that company is in the hands of
other companies to which the ultimate
ownership is traced to Arvid Bergvall and
Michael S. Hudner. The ship is managed
by another Bergvall and Hudner company,
B&H Ship Management based in Stam­
ford, Connecticut.
Cheap Old Tankers
Part of Business Plan

The Braer's owners are known in ship
finance circles for their elaborate network
of public and private companies with in­
terest in more than 30 runaway-flag
ships—all of them bulkers and tankers.

The Bergvall/Hudner formula for quick
financial success appears to be as follows:
Set up a self-liquidating company with a
short life span; raise capital from specula­
tive investors; buy cheap old ships;
employ them in the world tramp market/
operate them in the most lax, unrestricted

and tax-free environment afforded by
runaway Registers; then watch the fluctuat­
ing used-ship market and sell the vessels
off at the right time to other operators or to
scrapyards.
Runaway Operator Points
To Real Estate Model

Hudner, in a 1988 interview with an
American shipping magazine reporter,
talked about the B&H strategy. Hudner
told the American Shipper that the ship­
ping industry could learn something from
the real estate industry, a business in which
he had some experience. He said the "ship­
ping business is 20 years behind the real
estate business in terms of the depth of
capital markets and lack of sophisticated
financing techniques."

He noted one could "apply real estate
financing techniques to shipping. A ship is
like an office building—you rent out
space."

It is ironic that in the case of the Braer,
Bergvall and Hudner had to neither sell nor
scrapie vessel to make money. The Braer,
while estimated to be worth close to $5
million in resale value, was insured at the
time of the accident for $19 million.

According to news reports, the Braer
and another ship, the Celtic, were pur­
chased at the same time for $31.6 million.
The $19 million the company will collect
will pay off all but $2.8 million on the two
ships' mortgage, significantly-reducing
their mortgage costs.

Interestingly, Bergvall and Hudner had
another ship go down from which their
operation experienced financial gain. In
August' 1990, B&H's runaway-flag
product tanker, the Livi, sank in a typhoon
off the coast of Taiwan. Insurance pay­
ments collected totaled $15.3 million, of
which $7.7 million immediately was con­
verted into shareholder dividends.

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6 SEAFARERS LOG FERRUARY1903

• I-

Safety Masks Require Clean Shaven Face
On Tanker Seamen for Peak Effectiveness

Seafarers who wear beards
and sail aboard tankers and tank
vessels as designated by the U.S.
Coast Guard benzene regulations
must remove any facial hairs that
impede the snug fit of any breath­
ing apparatus required when
working around the petroleum-
based chemical.

The SIU contracts department
is notifying members aboard
these vessels that the Coast Guard
is enforcing the portion of the
benzene regulations regarding
safety masks.

"The new Coast Guard benzene
regulations state the breathing ap­
paratus must fit securely and
properly," noted Augie Tellez, SIU
vice president for contracts and
contract enforcement. "This is the
latest condition associated with the
benzene regulations that our
members have to work with on a
daily basis, and the regulations
are quite clear on this matter of a
tight-fitting mask."

Tests have determined that
benzene can cause immediate and
long-term health care problems.
The chemical can be found in jet

fuel, kerosene, crude oil, gasoline
and other products. It can be ab­
sorbed into the blood stream by
breathing and/or skin contact.

Facial hair must not impede the
snug fit of breathing apparatus re­
quired when working with benzene.

The regulations require tanker
and tank vessel operators to carry
on board the ships the necessary
protective equipment—including
masks^—to minimize the amount
of chemical exposure when the
gear is worn.

The masks approved by the
Coast Guard and the Occupation­
al Safety and Health Administra­
tion are ones that have a snug fit.
It has been found by these agen­
cies that the masks cannot fit
properly if impeded by facial hair.

TTius, for the safety of a crew-
member, the Coast Guard is requir­
ing any seaman who may be in a
position to wear such a mask must
not have a beard or other facial hair
which prohibits a snug fit.

The Seafarers Appeals Board
approved in November 1992 a
change in the shipping rules that
provides for any member being
shipped to a contracted tanker,
tank vessel or barge to have a
Seafarers Welfare Plan benzene
clearance on his or her clinic card
and a current Seafarers Welfare
Plan benzene certificate.

Members have to take two
tests to receive the clearance. A
blood test, known as a Complete
Blood Count (CBC) is taken an­
nually and reveals the make-up of
an individual's bipod. This test is
given because benzene can affect
the blood's chemisitry.

The other test is called a Pul­
monary Function Test (PPT)
which measures a member's
breathing capacity. Taken once
every three years, the PPT deter­
mines the type of breathing ap­
paratus a member needs to wear
while working around benzene.

Members showing little or no
pulmonary restriction after a PPT
test can be fitted to wear a nega­
tive pressure respirator. The per­
son wearing such a mask does all
the work to breathe air through

carbon-filtered cartridges.
For those members displaying

breathing impairments, positive
pressure respirators are to be
made available. These units supp­
ly fresh air or oxygen into the
mask from an outside source.

Seafarers who sail only on con-
tainershif>s, dry bulkers or certain
other tyi^ of vessels are not re­
quired to take the benzene clearance
tests, nor are they required to be
clean shaven. However, the tests are
available to all members.

SIU Fishemen Score
Victory with Dropping
Of Rack Tax AoUon

New Cable Ship Begins Maiden Voyage
Continued from page 3

the few hours of shore time they
would have in Honolulu.

The Global Mariner is ex­
pected to dock at its home-port of
Baltimore later this month after
leaving Honolulu. Seafarers flew
to Singapore in December when
Transoceanic, a wholly owned
subsidiary of AT&T, assumed
control of the vessel. The crew-
members worked for several
weeks on the vessel to make it
ready for the trans-Pacific voyage
that began in mid-January.

Once its shakedown voyage is
completed, the Global Mariner
will join the Global Sentinel,
Global Link, Long Lines and
Charles L. Brown in the Tran­
soceanic fleet of cable-laying and
repair vessels. The SIU has
crewed Transoceanic vessels for

i

From the left, Steward Assistants Hayward Pettway, Lee Ellis, Dennis
Fitzgerald and Darryl Jackson are ready to see Honolulu.

nearly 30 years.
Like the Global Link and

Global Sentinel, the Global
Mariner features storage
facilities that provide space for up
to 4,100 miles of cable. The ship
is capable of a cruising speed of
15 knots per hour. That drops to
around 4 knots when towing a
sea-plow and laying cable.

Looking over a list of stores
delivered to the cable ship is Chief
Steward Brian W. Gross.

bieUCook
ook/Baker

happy to be back in the U.S.

Olav Pederson and ^
Barbara^Clucas are AB Thomas Spangler watches ac­

tivity on the gangway.

i/Vhile OMU Richard Tankersley catches up on news from home,
Wiper Celina Butler and OMU Kelly McDonal wait patiently.

Bringing stores aboard ship is AB
Kamin Raji.

Senator Edward Kennedy (D-Mass.) and SIU fishermen met last
summer to review legislative action to prevent a punitive IRS ruling
from coming into full force.

Officials with the Justice
Department and the Internal
Revenue Service (IRS) have
agreed to stop pursuing a trial to
collect back taxes from New Bed­
ford fishing boat owners as well
as defer any collection action in
order to give Congress a chance
to resolve the dispute.

The SIU, working with the
Massachusetts x^ongressidnal
delegation, has been seeking a
remedy to a tax law that, if pur­
sued by the IRS, would have
levied New Bedford fishing boat
owners with $11 million in back
taxes, penalties and interest.

The dispute stems fi-om the IRS
act of 1986 which stated that fisher­
men on boats with crews of fewer
than 10 are self-employed and
would have to file their own state
and federal withholding taxes.

In 1988, the IRS issued a
ruling stating that the agency
would calculate crew size on a
quarterly rather than annual
average. The ruling was made
retroactive to 1985.

Most New Bedford fishing
boats hold crews of fewer than 10.
However, there were times when
more were needed. Under the
1988 ruling, boat owners who had
more than 10 fishermen on their
vessels during a majority of any
quarterly period between 1085 and
1988 became liable for filing the
taxes for those crewmembers. The
federal agency went after the .boat
owners for the back taxes, going so
far as to file a suit in federS court.

The IRS interpretation of the
ruling has been a source of legis­
lative; action in Washington for
four years. The most recent effort
to amend the act began shortly
after the November elections
when U.S. Senator Edward Ken­
nedy (D-Mass.) started contact­
ing officials at Justice and IRS to

delay the trial, set to start in late
January. The break came when
Kennedy talked with the head of
the Justice Departhient's tax
division and explained the situa­
tion only days before the trial was
to get under way.

Legislation calling on the IRS
to use an annual average to deter­
mine crew size was filed in both
branches of Congress on the first
day of the session. Senator John
Kerry (D-Mass.) joined Kennedy
as a sponsor of the Senate's bill.
JRe|)resentatives Richard E. Neal
(D-Mass.) and Barney Prank (D-
Mass.), whose district includes
New Bedford, have offered a
similar ̂ 1 in the House. The bills
do not aHect how much taxes the
fishermen pay, but address the
question of whether the fisher­
men are treated as self-employed.

"The whole fleet faced being
taken over by the IRS," said Henri
Francois, port agent in New Bed­
ford. "The boat owners love what
has been worked out. We have
been afraid that the trial would
occur before the change in the
White House. Now we have faith
that a bill will pass."

In 1990, U.S. Representative"
Geny Studds (D-Mass.), whose
district at the time included New
Bedford, offered legislation to
return the crew determination to
an annual average. Thjit bill
passed the House but did not clear
the full Senate.

Similar legislation to correct
the problem passed both the
Senate and House of Repre­
sentatives twice last year. How­
ever, both times the legislation
became part of larger tax bills that
were vetoed by President Bush
because of other considerations
not associated with New Bedford,
the nation' s largest per catch fish­
ing port.

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•• X

FEBRUARY 1993 SEAFARERS LOG 7

Somalia Is 'Bleak,' B^MUIS Smanan Evans
Taking a tour of Mogadishu,

Somalia via military convoy has
provided Seafarer Cliff Evans
and fellow crewmembers of the
USNS Pollux the opportunity to
see the people they are helping
through the shipment of food and
materiel to the East African na­
tion.

In a letter to the Seafarers
LOG, Evans wrote, "The people
here in the city are, I am told by
the Marines, hungry but not starv­
ing as they are in the interior [of
Somalia]. The children wave and
smile as we pass, but most of the
older people give us sullen looks.

Let us hope for better times in
Mogadishu."

The Pollux is one of 17 SIU-
crewed vessels involved in the
U.S.-led, United Nations (U.N.)
effort to end the civil war and feed
the people of Somalia.

The ships—including other
fast sealift vessels like the Pollux,
military prepositioning vessels
from Diego Garcia and roll
on/roll off ships chartered by the
Military Sealift Command—are
assisting approximately 24,000
U.S. troops as well as almost
12,000 soldiers from 20 U.N.-
member nations. U.S. vessels

have been docking at the Indian
Ocean ports of Mogadishu
(Somalia's capital city) and Kis-
maayo since forces started going
ashore December 9.

Evans, who is sailing as a
utility junior engineer, stated that
he and several other crewmem­
bers from the engine department
caught a ride with a Marine patrol
around the city when they were
given shore time.

"The city—what 1 could see of
it from the ship—looks pretty
bleak," he wrote. "As night fell

Children run out of battle-scarred building to view U.S. Marines driving
through Mogadishu. Utility Junior Engineer Cliff Evans provided the
Seafarers LOG with the photos for this story.

Vessels continually offload food and materiel in the port of Mogadishu.

and no lights could be seen, not
even from automobiles, one
could almost feel the destitution
and suffering of the city of
Mogadishu.

"The port, airport and U.S.
Embassy are guarded by U.S.
troops, but if one goes eWn a
small distance past the gates,
gangs of kids and teenagers will
swarm upon you and take any­
thing they can, as two of my ship­
mates discovered the hard way."

' Evans continued that the route
used by the Marine patrol carried
him "through areas where the
most heavy fighting occurred as

Crewmembers from the USNS Pollux pose with a Marine patrol in
front of closed shops in the business district of Mogadishu. The
mariners include Chief Engineer Glen Richard Loeber, Third Asst.
Engineer Cosby L. Anderson and Chief Electrician Dwayne Jones.

well as by the airport and U.S. and
French embassies. Large portions
of the city are deserted and what
must have been a pretty city now
is for the most part in ruins."

Original plans had called for
American forces to begin
withdrawing in mid-January in
order to turn over command to the
U.N. by February 1. However, the

U.N. sought and received an ex­
tension for the U.S. forces to
remain for an unspecified tiifie.

U.S. and U.N. troops are lo­
cated throughout the country
providing armed support for food
convoys and attempting to return
order to a country that has been in
tl?e midst of a civil war since
1991.

Washington Befriends 7th Grade Class

Armed support helps provide security in Mogadishu for food convoys.

Lundeberg School Honors Great Chefs

The culinary department of the Seafarers Harry Lundeberg School
of Seamanship, which trains SlU members in the art of food
preparation and presentation, draws course material from a
premier chefs' association. As a way of saying thanks, Lundeberg
School Corporate Chef Romeo Lupinacci, who himself is a mem­
ber of the Golden Toque board of directors, presented a plaque
for the Johnson and Wales University culinary school on behalf Of
the SlU. From the left are John Bander, Lupinacci, Robert Nograd,
Stanley Nicas and James Bowden.

Suburban Pittsburgh is not a
regular stop for the Overseas
Washington, but crewmembers of
the SlU-contracted tanker never­
theless have befriended a class of
seventh-graders at a parochial
school located outside the city.

For the second straight year,
the O/S Washington is participat­
ing in the "Adopt a Ship Pro­
gram" run by the Propeller Club
of Washington, D.C. The pro­
gram educates Americatis about
the merchant marine. Last year,
the ship corresponded with a
fifth-grade class from Irwin, Pa. 's
Immaculate Conception School,
which has since merged with
another to form Queen of Angels
in nearby Huntingdon, Pa.

This year, both the unlicensed
and licensed crew are keeping in
touch with a seventh-grade
science class at the new school.
The merchant mariners answer
students' questions and also send
items such as charts, photos and
videotapes taken aboard ship.
Recently, DEU AH Saleh wrote a
letter in Arabic to a student who
speaks the language. (Saleh's let­
ter was copied in the school
newsletter.)

In return, the children send let­
ters and cards. They also say a
special prayer every day for crew-
nieipbers and are working on
their own videotape.

"The crew enjoys correspond­
ing with the students," Steward-
Baker Eric Manley said in a
letter to the Seafarers LOG. "It
helps keep up the morale and
gives us something to look for­
ward to."

Audrey Quinlan, the teacher
who four years ago got Immacu­
late Conception School involved
in the program, said the seventh-
graders "are managing it themsel­
ves. They jumped right in, and we
all really love that ship. The crew
has been terrific."

Quinlan added that the curtent
sixth-graders who last year cor­
responded with the O/S
Washington "dXrcady are talking
about getting back with the ship
next, year."

ITie students' questions range

Aboard the Overseas Washington, (from left) Chief Cook Thurman
Johnson, GSU Mike Bubakerand Steward Baker EricT. Manley enjoy
the correspondence program. Christmas cards from the seventh-
grade class are in the background.

from basic to fairly complex to
humorous (whether by intent or
not). A sampling:

• What kind of rhusic does
most of the crew like?

• Do you ever get to swim off
the ship?

• Are there any wonien on
board?

• How did you get to vote in
the presidential election?

• If you are on watch, what do
you do if you have to use the
bathroom?

The O/S Washington can hold
more than 600,000 barrels of
cargo oil and often sails on an
Alaskan run.

American Republic Fits Out
To Begin '93 Lakes Season

The 1993 sailing season for
SlU m^bers on the Great Lakes
starts this month when the
American Republic fits out in
Toledo, Ohio. The American
Steamship Company (ASC) ves­
sel is scheduled to begin saihng
during the middle of the month.

The February fitout by the
ASC vessel is unusual, according
to Byron Kelley, SlU vice presi­
dent for the Great Lakes. None of
the Great Lakes has iced over be­
cause of mild weather conditions

during the winter.
The American Republic will

carry ore from Ashtabula, Ohio to
the McLeod Steel plant in Tren-/
ton, Mich. The remainder of the
ASC fleet will follow the usual
fitout schedule of late March or
early April, depending on
weather and job orders, stated a
company spokesperson.

All Great Lakes members are
reminded to stay in contact with
the Algonac, Mich, or Duluth,
Minn, halls for fitout information.

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8 SEAFARERS LOG FERRUARY1993

ir-Wtffyi,

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Runaway-flag Issue
Brought to Fore by
Braer's Massive Spill

'"f " s'"' **

I
Continued from page 5
Inquiry Under Way
On Braer Disaster

The British transport secretary an­
nounced on January 11 that his agency's
Marine Accident Investigation Branch
(MAIB) had begun a full investigation of
the incident. According to a public state­
ment distributed by the MAIB, the agency
will address the cause of the accident, the
action taken after the event, the seaworthi­
ness of the vessel, the competence of the
crew and the safety of navigation.

A wider public inquiry is being headed
by a high official. Lord Donaldson, who
was appointed by the British secretary of
state. The panel headed by Lord
Donaldson will establish whether further
measures are appropriate and feasible to
protect the United Kingdom coastline
from oil spills.
What Happens
In the Future?

There is a debate among those con­
cerned with the condition of international
shipping as to the best mechanisms avail­
able for policing ship safety standards and
vessel conditions. Some governments and
organizations believe the International
Maritime Organization, a London-based

agency of the United Nations, is the proper
vehicle to bring about effective and uniform
implementation of safety regulations..

Others have argued for more control by
the nations in which vessels call. Tffls notion
of port state control allows the authorities of
the country in which a vessel is docked to
check the ship's seaworthiness, equipment
and other indicators of safety.

Some governments argue for unilateral
action and the enactment of individual na­
tional laws governing ship safety practices
and regulations governing their coastal
waters.

At the heart of the discussion are the
risks inherent in a system which promotes
the use of substandard shipping through
the proliferation of runaway-flag registers.

Obviously, the Braer incident and the
hundreds of marine accidents involving
runaway-flag ships which preceded it
point to the fact that closer and closer
examination must take place by the
public and government groups around the
world.

With the lives and limbs of seamen and
individuals living in coastal communities
at stake, as well as the condition of the
marine environment, this matter is of
pressing international concern.

AP/Wide World Photos
The Singapore-flagged, Danish-owned Maersk Navigator burns near the Strait of
Malacca after colliding with another runaway-flag tanker in late January. The Navigator
was on fire for five days and spilled 11 million gallons of oil, creating three major oil slicks.

TWO Rmiawa]^ CoUbte;
Spew 11 MiHion Gallons

German Union Wins Raise
For Riinnino Seamen

A fully loaded Danish-owned tanker
and an empty Japanese-owned tanker —
both registered under the runaway registry
of Singapore—collided January 21 in open
seas, 60 miles off the northern tip of the
Indonesian island of Sumatra.

The Danish Maersk Navigator, owned
by y*P. Moller, was carrying almost 78
million gallons of crude oil. The tanker
bumdd for five days and drifted 20 miles
while spilling much of its cargo into the
sea. By the time firefighting tugboats ex­
tinguished the blaze and after the
Navigator was fully patched, roughly 11
million gallons had been spilled.
35 Mile Slick

As a result, three major oil slicks exist,
including^one that stretches at least 35
miles long and several hundred yards wide.
Another oil shck, 10 miles long, threatens a
rich reserve of marine life in India. At press
time, that slick was less than 10 miles from
southernmost tip of the island chain, where
there are 179 species of coral, and where

dolphins and whales abound.
There were no reports of serious in­

juries to the crewmembers on either
tanker. The Singaporean, Indian, British,
Malaysian and Burmese crewmembers
from Navigator were picked up by a
passing German ship near the entrance to
the congested Strait of Malacca, a shallow,
busy and often dangerous channel separat­
ing Malaysia and Indonesia.
Immense Insurance Bill

Insurance claims for the 255,312-dead-
weight-ton Navigator, operated by Maersk
Singapore Pte., are expected to exceed
$100 million. The Japanese vessel, the ill-
fated, 96,545-deadweight-ton Sanko
Honour, did not suffer serious damage. (In
the past 11 years, the Sanko Honour has
been grounded, stalled at sea and in a col­
lision.)

Investigations by regional authorities
are expected to last for several weeks. It
still is not clear why the tankers collided
or who was at

Filipino crewmembers aboard the German runaway-flag MV Atlanta show their solidarity
during a three-day strike in which they gained a contract bringing their wages and
working conditions to the same level as German seafarers.

The German Seafarers Union (OTV)
scored its second victory since November
against German-owned, runaway-flag
vessels. On January 16, the union
negotiated back wages and a five-fold pay
increase for Filipino Workers aboard the
MV Atlanta, which is registered under the
German off-shore ship registry, known as
the German International Shipping
Register (DISR).

Second registries like the DISR are
mechanisms for fraditkenal maritime
countries to set up flag-of-convenience-
like conditions under their national flags.
The German government established a
second registiy so shipping companies
could hire foreign crews and exempt them
from national labor standards. The OTV is
fighting this by getting contracts for the
foreign nationals and raising their salaries
and conditions to the standards set for Ger­
man seafarers in order to keep the com­
panies from undercutting German vessel/s
with all-German crews.

The contract, which brought .the
Filipinos to the same status as the Germans
sailing on board the Atlanta, is the latest
effort by the OTV to organize foreign
workers on DISR vessels.
Strike Called

The incident began January 14 in the
port of Newark, N.J. when 13 Filipinos
went on strike shortly before the fully
loaded Atlanta was to set sail. Spiro Var-
ras, v/ho works for the Seafarers and serves

as an inspector for the International
Transport Workers Union (ITF), was
called to the scene.

Varras notified the captain and pilot, a
member of the Masters, Mates and Pilots
who already was on board, that a strike was
taking place and conditions were not safe
for the vessel to leave the dock. He also
told the members of the Longshoremen's
Union who were handling the lines from
the docks about the strike. They immedi­
ately tied the ship back to the dock and
honored the strike.
Sub-Par Wages

The Filipinos claimed they were being
paid below both the level paid to German
seamen for the same work and the ITF
standard for crewmembers aboard
runaway-flag vessels. They also stated
they were forced to work overtirtie with no
compensation, suffered from a lack of
stores and winter work clothes and were
being discriminated against.

TTie .strike was settled after nearly round-
the-clock negotiations when the owner of the
German shipping company signed an OTV
contract covering the Filipinos at the same
level as the German seafarers. The contract
raised the salaries of the Filipinos to nearly
$3,(XX) ajnonth, more than three times the
standard called for by the ITF.

The OTV gained a, contract for a
foreign crew on another German runaway-
flag vessel that was docked in Sweden in
November.

Galley Gang Helps Wyman
Celebrate 21 Years at Sea

SIU steward department members or­
ganized a special celebration in honor of
the 21st anniversary of the USNS
Wyman.

SA Tom Milovich wrote to the
Seafarers LOG that the galley gang put
together a birthday party including a bar­
becue on the deck. Cook/Baker Lorrin
Rodrigues baked a unique cake which
was carved and assembled into a model
of the Wyman. When Captain Edward P.
Wilisch cut the first piece of cake, he
thanked the galley gang led by Chief

Steward David St. George for the deli­
cious food and wonderful tribute to the
ocean survey ship.

"All in all, the celebration was a suc­
cess," stated Milovich. He noted the
event took place while the crew was
cleaning, painting and buffing the ship
for its quarterly inspection. The steward
assistant added the crew and ship passed
the inspection with an excellent rating.

The Wyntan is operated by MarShip
Operators Inc. It was launched in 1969
and commissioned in 1971.

Cutting the 21st anniversary cake aboard the USNS Wyman is a team effort. From
the left are Chief Steward David St. Geor||e, Cook/Baker Lorrin Rodrigues, Captain
Edward P. Wilisch and scientist Mark Sands.

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FEMUARYim SEAFARERS LOG 9

Parents of Victim in Runaway Ship Fire Urge
Closing of Loopholes in World Safety Regs

Editor's note: The following
article was written by Louis anc'
Winifred Rome, whose daughter,
Ruth, died in the Scandinavian
Star ferry disaster in 1990. It was
published in the December 18,
1992 issue of The Marine
Fireman and is reprinted here
with permission.

The Scandinavian Star wa5 a
runaway flag vessel which prior
to use as a passengerferry sailing
between Norway and Denmark,
had been a flag-of-convenience
cruise ship operating out <?
Florida.

The vessel, while operating
from the U.S., had been taken to
task by the National Transporta­
tion Safety Board (NTSBf the
government's safety agency
which investigates transportation
accidents and disasters. The
NTSB investigated a March 1988
engineroom blaze, finding a lack
of preventive maintenance, in­
adequate crew training, lack of
written firefighting procedures
and an inability of crewmembers
to communicate in a common lan­
guage.

The Scandinavian Star was
sold to a Danish company not
long after the NTSB issued its
report. Shortly after it began
operating in Scandinavia as a
passenger ferry under the
Bahamian flag, a fire raged
through the vessel as it was sail­
ing through the North Sea.

Crewmembers from the
Philippines and Portugal were
unable to understand the orders
of the Scandinavian officers. The
ship's master testified that safety
equipment had not been checked
nor had there been time to train
crewmembers in safety opera­
tions—including fire and evacua­
tion drills. As the fire burned, the
vessel's officers abandoned the
ship in a lifeboat while the pas­
sengers waited to be rescued. The
death toll as a result of the fire
was 159 passsengers and crew­
members.

- Last week in Copenhagen, the
Sea and Trade Court of Denmark
closed a chapter in the tragedy of
the Scandinavian Star passenger
ferry fire of April 7, 1990. The
court, after trying the shipowner,
his rhanaging director and the
ship captain on criminal viola­
tions of ship safety laws, found
the defendants guilty and sen­
tenced them to brief prison terms.

We lost our only child, our 27-
year-old daughter, in that disaster.
Ruth Rome, a singer and enter­
tainer, joined the ship just/eight
days earlier, as had all the Ctew.

That Ruth and 158 other
peol)le ,lost their lives arid their
dreams because of the reprehen­
sible disregard for hum^n safety^
by shipowners and an afso^ist is
an unspeakable tragedy.

That courts in the United
States and Denmark have had so
much trouble attributing criminal
and civil accountability to the
shipowners borders on the
bizarre.
f\ That countries allow the ship­
ping industry to evade its share of
responsibility for maintaining
safe passagf;, and that some na­
tions earn ijevenue by perpetuat­
ing loopholes in ship-safety
regulation, are causes for an-^
guish.

\ The International Maritime

Organization is in the process of
adopting new standards for pas­
senger ship safety, including rules
for emergency alarms, smoke
detectors, fire doors, automatic
sprinklers, flammability and the
toxicity of wall and ceiling sur­
faces. Standards for crew safety
training and management, fire
drills and a common language for

emptor. The seller should have a
duty to disclose fully to the buyer
all present conditions, prior sur­
veys and government reports that
deal with safety issues.

• Governments should
prevent ships from leaving their
ports if they don't carry a certifi­
cate, issued to its current owner,
that certifies it as seaworthy.

misfeasance, since they are a
powerful stimulus to enforce
safety standards.

• Nations with ship registries
must ensure ship safety. Where
these governments fail to or­
ganize, pay for and assure the ser­
vices and protection they offer,
their flag should not fly above the
ship. The IMO should not permit

AP/Wide World Photos
Firemen try to put out the fire in the bridge of the Scandinavian Sfar hours after the crippled ferry was
towed to the port of Lysekil, Sweden. Officials suspect arson as the cause.

communication between crew
and ship command are also in the
works.

Had any one pf these safety
measures been implemented on
the Scandinavian Star, some lives
would have been spared. Hac
more been in place, perhaps all
159 people would be alive today.

Perfecting ship construction
and safety equipment, and the
jresence of well-trained crews,

improves ship safety. Treaty
protocols that require uniform
standards worldwide are also im­
portant. Together, they are
jowerful catalysts for better ship

safety. But the implementation of
treaties and regulations depend in
arge part on the good faith and
good will of people in the ship­
ping industry. It is they who must
give their personal commitment
to safety at sea.

We suggest that everyone in
the international maritime in­
dustry consider these important
changes in ship safety rules, even
if it is politically and financially
difficult to do so:

• Establish an international
ombudsman for ship safety
within the IMO or as an inde­
pendent entity fqnded by the en­
tire industry. This office would
receive ha:^ard reporfs from
seamen, officers or the public and
report them to shipowners, the
classification society andithe
ship's insurer so that corrective
action would occur and sub­
sequent reviews be made. |
„ • Classification sociefies
'shoiild have only one unc6m-
promised master and one source
of funding—either the nation of
ship registry or perhaps the in­
surance industry, but certainly
not the shipowner.

• The inspection and survey
of passenger ships should be in­
itiated by the inspecting agency at
times of its choicey not Just when
the ship's master or owner ex­
tends an invitation.

• A risk-rating "seaworthi­
ness" system with comparative
ratings for each vessel, should be
a matter of public record.

• Ship sales should not be
governed by the rule of caveat

• Punitive damages should
be levied more often against a
shipowner fpr malfeasance or

shipowners to shop for registry
and "flags" to escape the rigors of
safety standards that are

legitimately imposed by the
shipowner's country of principal
operation and/or domicile.

As to the Scandinavian Star,
we ask:

• Do foreign "flags of con­
venience" protect sufficiently the
interests of Denmark, Norway,
the United States or other
countries in today's international
shipping environment?

• Did the Bahamas flag offer
real protection to our daughter?

• Did it protect anything
other than the shipowner's pocket
and the Bahamas Treasury?

We believe these are truly in­
ternational problems that should
be addressed by the entire
maritime community.

We believe tJjie answers to
these problems are found in
prevention. But we recognize that
human action often is tardy and
remedial. Not all cures come from
treaties, legislation and judicial
decision. The best regulation is by
the shipping industry itself, where
there should be a constant and
mutual commitment to safety,
practiced with vigilance by
everyone.

Our daughter lives on in us,
and this is the way we honor her
goodness, her talents and the love
we had for each other.

Bahamian Government Authorities Fail
To Gonduct Proper Investigation
In Officer's Disappearance, Charges IFF

A fatal accident aboard a
Bahamian-flag ship off the coast
of New York serves as yet
another example of the
dangerously loose regulations
under which flag-of-convenience
vessels operate, said an inspector
for the International Transport
Workers Federation (ITF).

On December 11, an Indian
officer aboard the Castillo de
Ricote apparently was swept
overboard during a severe storm
roughly 200 miles from the port
of New York. Bahamian officials,
at first reluctant to investigate the
man's unexplained disap­
pearance, did not board the ship
until December 16—four days

.

after it had docked. By then,
many of the Spanish, Indian and
Filipino crew had left the vessel,
which in November had switched
from a Spanish to a Bahamian
flag- (

- "The flags-oficonvenience,
and even some national flags,
don't investigate properly," said

ITF Inspector Spiro Varras (left)
meets with Rupam Mody, brother
of the missing officer.

The Castillo de Ricote unloads at Bayway, N.J., four days after the
ship's officer was declared missing at sea.

SlU's ITF Inspector Spiro Varras,
who interviewed Castillo de
Ricote officers and crewmembers
th^ day the ship doc)ted in New
Jef^ey!i "Because of fhe mix of
nationmities aboard the ships,
they (ipn't consider it their
responsibility.

"In this case, the Bahamian
consi^Iatejin New York thought
U.S. authorities should inves­
tigate, even though the ship was
beyond U.S. territorial waters
when the crew realized the
second mate was missing." (The
Coasti Gujard had no jurisdiction
to investigate the incident.)

The officer, Pinakin Mody,
was relieved of his watch at about
4 a.m. by the chief mate, just as
the ship was entering a stonu.
Mody never was seen again.
When Mody did not report for his
nexf assignment about eight
hours later, he was discovered
missing. A futile search of the
vessel ensued.

According to written state­
ments from various crewmem­
bers, Mody's recent behavior and
the condition of his cabin indicate
that suicide is extremely unlikely.

Also, Mody had gotten married
four months earlier.

Bahamian investigators have
not made public their official list-1
ing of the cause of the officer's
death. However, one possibility
would seem to be that Mody—
either following orders or on his
own—was securing the deck as
the storm hit and thWeby was*
washed overboard. •

Varras said the mcident il­
lustrates how easily ^atal acci­
dents aboard flag-of-cdnvenience
vessels can avoid legal scrutiny.
"There should have been a
professional inv^st^gatipn," he
said. He also noted that rej^re-
sentatives from the Protection
and Indemnity Club, which repre­
sents the ship's underwriters,
boarded the vessel as soon as it
arrived in New York anchorage
and proceeded to conduct an un-
supervised investigation to
protect the shipowners' interests.

Moreover, when Varras, at the
request of an Indian seamen's
union, went to the vessel, the of­
ficers and crew were reluctant to
answer questions. Instead, they
offered written statements.

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10 SEAFARERS LOG FERRUARY1993

j^' .,

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Trainins Expands on Riverboats
Lundeberg School Enhances On-Site Course

In 1990, when the Seafarers
•Harry Lundeberg School of
Seamanship first brought its com­
prehensive safety training pro­
gram to the SlU-crewed

. overnight passenger boats Delta
Queen and Mississippi Queen, in­
structors John Smith and Byran
Cummings spent most of their
time meticulously covering the
basics of CPR and first aid,
firefighting and damage control.

In 1992, more than 300
Seafarers who have crewed the
Delta Queen and Mississippi
Queen received not only refresher
courses, but also additional ad­
vanced training. And for this
year, Cummings and Smith plan
to continue furthering the training
aboard America's two most
famous riverboats.

Last year. Smith conducted his
usual trio of week-long classes
aboard the Delta Queen while
Cummings did the same aboard
the Mississippi Queen. The in­
structors will go again this year,
beginning this month with Smith
aboard the Delta Queen.

Seafarers will receive a total of
anywhere from 15 to 120 hours of
instruction, including hands-on
training. (The emergency squads,
comprised of the master, two
^ots, chief mate, third mate and
deck crew, receive about 40 hours
of training per week. The rest of
the hotel staff receives about five
per week.)

"Both of these vessels are
family-oriented, and sometimes
they might be five or six hours
from the nearest doctor," said

Part of firefighting training includes a day ashore so crewmembers
have a chance to work with various hose lines.

"We have to expand each year
so we're not redundant," ex­
plained Cummings who, like
Smith, has years of experience as
a firefighter and paramedic;
"There's not that much turnover
in the deck and engine depart­
ments on these boats, so we're
stressing continuing education,
building on programs."

Crewmember emerges from
smoke-filled hold with breathing
apparatus in place.

Cummings. "So the crew has to
be able to handle any situation."

'Man Overboard'
The training last year included

a surprise "man overboard" drill
(a dummy was used) on the Mis­
sissippi Queen. With the approval
of the company and the boat's
master, Cummings checked river
traffic and then tossed the dummy
into the water. He was pleased
that the crew reacted very quickly
from the time they were alerted to
recover what they eventually
realized was a stuffed uniform.

Other training on both boats
included drills with a non-toxic
smoke generator which simulates
conditions of a shipboard fire.
Also during firefighting training.
Seafarers spent time ashore workr
ing with various hose lines and
other equipment.

During the damage control
week, SIU members drew a com­
plete "pre-plan" of their respec­
tive vessels. The pre-plan marks
the exact locations of all cabins,
fire-main systems, radios and es­
cape hatches and routes.

The members also practiced
making patches which would

cover ruptures in various parts of
the boats' hulls. During those ex­
ercises, Seafarers had to calculate
how many gallons of water would
be taken aboard, based on the size
and location of the rupture or rup­
tures.

The first aid and CPR segment
included certification or "recer-
tification of crewmembers.

' As usual. Smith and Cum­
mings provided training
throughout the day and evening,
interspersed between regular
crew duties and various shifts.
"You catch crewmembers around
the clock," Cummings said.
"We're taking time out of their
schedules, so we have to be avail­
able whenever they are."

Even Better in '93
Cummings and Smith each

year have been received warmly
by the crewmembers aboard the
Delta Queen and Mississippi
Queen. "We're like family now,"
Cummings said. "They are ap­
preciative, efficient and eager to
learn more. They know that this
training makes thern better and
better at their jobs."

David Kish, vice president for
the Delta Queen Steamboat Com­
pany, reiterated Cummings'
remarks. "The instructors have
built a personal relationship with
the crewmembers. [Cummings
and Smith] also know more about
the vessels each time they teach
here," he noted.

"We have been very pleased
with the classes taught. Tliey get
better every year because the
school provides quality training
and education that is up to date.
Thanks to this program, we have
been able to start new safety

Seafarers get plenty of hands-on training in CPR, first aid, damage
control and firefighting, as this porter on the hotel staff demonstrates.

Lundeberg School Instructor Byran Cummings (left) explains proper
use of breathing apparatus to Carl Koen (center), Robert Pou (right)
and Greg Hawkins (with back to camera).

Kish programs on both vessels,
added.

This year, members will leam
CPR not only for adults, but also
for infants and children. "The
psychology of infant CPR can be

Aboard the Delta Queen, Joseph Serpas, Mike Williams, Johnny
Speed, Gerald Henderson, Michael Ward and Willie Allen construct
a patch for the hpll.

tough," noted Cummings, who
pointed out that many untrained
people may hesitate to perform
CPR on an infant simply be­
cause they are afraid of causing
injury.

Rescue of the dummy in the man-
overboard drill took little time.

From left, SIU members William Freitas, Man/in Joy and Rob McLemore practice adult, infant and child CPR- A dummy was used for the surprise man-overboard drill.
4 ^

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FEBRUAltY1993
SEAFARERS LOG 11

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St. Clair, others Complete Busy Year on the Lakes
J'. ... .. .'> ..* . ., ... .„. '•:' t.v: '•'..• s....,..,. ..'

QMED Edward
Elder makes sure all opera­
tions are running smoothly in
the engineroom.

/

n'

When the SIU members aboard
the St. Clair signed off for the last
time in December, they had com­
pleted another busy sailing season on
the Great Lakes.

The crew, led by Bosun John
Sellers, carried nearly 2.2 million
tons of cargo with most of it coming
in the form of coal. The ship hauled
almost 1.9 million tons of coal to
Detroit Edison power plants along
the eastern shore of Michigan.

Sellers, who has been sailing
since 1960, stated the crew did
another excellent job this year on the
American Steamship Company self-
unloader. One of the highlights of
1992 came when the 770-foot vessel
successfully entered the dock at Cal-
cite, Mich, to load stone. The St.
Clair became one of the largest ves­
sels to enter and load at that location.

Overall, the sailing season on the
Lakes came to an end in the middle

V

JUaKeS cailic lU an
of January. Preliminary totals, as ac­
cumulated by the Lakes Gamers

Watching loading operations ,
on the deck is 23-year SIU mernber
AB/Wheelsman John B. Church. '

m

Association, showed ah increase in
total cargo carried by U.S.-flag ves­
sels on the Lakes of 1.7 percent
above the 1991 totals. A total of
105.7 million tons of cargo were car­
ried during 1992.

The breakdown includes 56.6
million tons of iron ore (an increase
of 3.1 percent above 1991), 18.8 nul-
lion tons of coal (almost even with
the 1991 figure), 3.3 million tons of
cement (up 7.1 percent) and 1.1 mil­
lion tons of grain (up 5.7 percent).
Among the cargo totals that
decreased in 1992 were limestone,
gypsum, sand and liquid bulk.

Fitout for the 1993 sailing season
is expected to begin in late March
and continue into April.

MM

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RIGHT AB/Watchman Con
* Gleason drives the hatch cover

on the deck of the St. Clair.

Operating the lift on the ship's bow is
Bosun John Sellers.

,jy."

*

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12 SEAFARERS LOG FERRUARY1993

MxxrmeLnsk.—^2: THE DIARY OF WILLIAM D. HENDERSON
With all the current recogni-

tiori being given by the Russian
republic to U.S. merchant
mariners who sailed in the Mur­
mansk Run during World War II,
the Seafarers LOG is pleased to
have received a copy of the diary
of a Seafarer who was part of this
vUal supply run. Seafarer William
D. Henderson chronicled his
thoughts and experiences during
the Murmansk Run.

Although he died in 1959,
Henderson 's sailing tradition
lives on. Of his three sons, John,
38, the eldest, works in the field of
computers; the other two, Beni 33,
and George, 35, are members of
the SIU. Ben Henderson sails
aboard the USNS Harkness as
chief steward. George, who
provided the LOG with this
material, joined the SIU in 1989.
He sails in the engine department
and currently is attending the
QMED upgrading course at Piney
Point. He was only two years old
when his father died. William
Henderson's wife, Wymond,
resides in Oregon.

What follows is Part I of
Henderson's narrative of the SS
Yaka's voyage to Murmansk, Rus­
sia in 1942. The remaining part of
Brother Henderson's diary will
appear in future issues of the

Parti
May 12. Ten minutes after the

mate had ordered the men below
into the lower hold, the thread-like
white trails of planes flying at high
altitudes were observed approach­
ing. Our gun crew rushed to their
stations. The planes circled, dived
and attacked the Yaka, a tanker on
one side, and a freighter on the
other. No ships were struck, but
three huge bombs fell so close to
the Yaka that water drenched the
decks and the ship jumped and
shook 'til men were thrown off
their feet. Minor damage was done
to the ship by the concussion, in­
cluding several broken lines in the
engineroom, and the galley stove
was damaged. A huge screen from
the engineroom ventilator was
hurled to the hatch below.

The huge four-motored bom­
bers (there were several of them)
then fled. Our machine guns
ceased firing. The Russian fighter
planes filled the air. All hands, in
life preservers, stood about watch­
ing the planes.

May 15. Yaka struck in en­
gineroom by bomb today. The air
raid alarm commenced about 5:15
p.m. A wave of about five four-
motored Nazi bombers came over
about 6:00 p.m. and dropped very
large bombs that fell close off the
starboard side; also near a British
freighter lying after and starboard
of us, and a British sloop to port.

No hits. Tremendous concus­
sion. They came back about 7:10
p.m. dropping sticks of about nine
small bombs. Most of them fell to
starboard again, but one apparent­
ly entered our port side a little
above the water line amidships,
leaving a jagged hole about 18
inches across. It tore off a corner

of a boiler and went out through
the bottom of the ship, apparently
without exploding, leaving a hole
somewhat larger.

There was no one below at the
time. The water came in rapidly.
When the watertender went
below, he found water up to the
floor plates. He closed the water­
tight door into the shaft alley and
came Up.

The orders were called aft to
make the lifeboats ready for
lowering.

All hands threw a few items in
their suitcases and streamed up to
the boat deck.

The smooth water of the nar­
row inlet, carrying her proud but
somewhat ineffectual flotilla of
warships and armored merchant
men, and the narrow, snow-
molded hills, all looked good
when one's ship was sinking.

1 threw off the turns on the
forward fall of #4 boat and waited,
under the third mate's command,
to lower away.

The captain called to the
nearest British sloop to order a tug
for us. She replied on her address
system that she would do so.

The captain then ordered us
forward to break out two manila
hawser lines for towing, it being
apparent that we would not go
down immediately.

The deck engineer was already
working on the pin in the anchor
chain shackle, trying to loosen it
for easting off (as there was, of
course, no steam for raising the
anchor).

Saving the Ship
Soon the British sloop Husser

(J82) came along the port side, put
lines aboard fore and aft, took a
couple of manila lines aft, and
made ready to give a side tow. At
the same time, she inserted a hose
into the hold above the waterline
and commenced pumping water
out of the engineroom, which by
then had filled to the level of the
second grating down from the
level of the after well deck.

An officer and a number of
men came aboard and directed the
cutting of the anchor chain which
was finally sawed with hacksaws
until nearly off, then broken with .
a wedge and hammer. It was cut

Just four months after this family picture was taken, Brother Henderson
died in an automobile accident in Portland, Ore. From the left are William;
his wife, Wymond; Ben, 3 days old; George, 2; and John, 3V2.

between the anchor paw and the
anchor windlass.

Three Russian tugs came along
the starboard side. One made fast
there; one took a bow tow-line,
and one went back.

We were moved up the Kola
Inlet to a shallow spot several
miles above town where several
wrecks already were beached.

A salvage tug tied up on the
port side after the sloop had cast
off.

This was about 3:00 a.m., and
the merged sunrise and sunset that
had glowed crimson and lovely
over the snow all night was still
tinted with color though the
daylight was getting stronger.

No orders were being given,
and things seemed at a standstill,
so 1 turned in.

May 17. Air raids at 6:00 and
10:00 a.m. No alarm on the last
one. Was awakened by diving
planes and the whistle of bombs.
Bombs fell between us and the
shore in two groups, but apparent­
ly were not aimed at us. There
followed the sounds of shooting
and zooming in the clouds above,
where a dogfight was in progress.
A Russian Hurricane plane came
spinning down directly over us. It
seemed that it would hit the poop
deck, and many of us ran forward
into the after well deck.

As it struck the water aft of us
in a slow, flat spin, the pilot
seemed to be standing up in his
cockpit. Later, when his body was
brought up, it was found that he
had been shot between the eyes.

May 18. Air raid at 11:20 a.m.
Shrapnel barrage put up around
town. Many planes in air. Dog­
fights over town. No bombs
dropped. Could see nothing
decisive, but one Russian fighter
went in low, smoking. Air raids at
12:30, 1:05, 2:50 and 4:10 p.m.
Bombs dropped from consider­
able height without diving. They
struck the edge of town, the other
side of a long line of low hills that
rise from the edge of the inlet here.
Air raids at 7:20,10:10 and 11:45
p.m.

May 19. 10:00 a.m. air raid.
Shrapnel barrage put up. Enemy
planes sighted. Plane shot down
about 10:35 a.m., crashing into
hill. 12:30 p.m. air raid. Enemy
bombers came in high, leaving
white trails and dropped bombs
somewhere over hills" in Finnish
direction. 11:00 p.m. air raid.

May 25. Overcast 'til noon.
Clear and warm all afternoon. Air
raid 5:30 p.m. Dropped bombs at
8:00 p.m. in inlet about a quarter
mile upstream from us. Apparent­
ly, two Germans let bombs go
when attacked by Russians.
Heavy shrapnel barrage sent up.

May 26. Clear and warm with
low cumulus clouds occasionally
closing in qverhead.

Air raids at 2:10 and 9:20 a.m.
Siren did not go up town 'til after
Shooting had' commenced up the
inlet ahead of us.

Shrapnel barrage. Air raids at
1:00 and 5:15 p.m. Siren went up
town. The little towboats could be

Seafarer William Henderson met Wymond in Rotterdam, Holland on
December 20,1947, the day this photo was snapped. They were married
four months later in Rotterdam. Two of their sons are now seafarers.

seen leaving the docks down at
Murmansk as they always do
when the alarm sounds, and head
out into the stream.

1 had carried my plate from the
supper table aft to the poop deck
when the guns ashore and on the
Russian destroyer ahead of us
opened up. Then our machine
guns began to fire. The Germans
came in across the hills above
town, swooped a couple of
hundred yards aft of us from the
starboard side, and dropped load
after load of bombs on the Empire
Starlight lying about four ships'
lengths upstream from us.

I can't remember what the Ger­
man planes were (though some of
the boys say there were eight or 10
in number and of both one- and
two-motored types), but 1 remem­
ber the little seed-like black
bombs as they left the planes and
grew with awful rapidity, like a
drop of water falling toward your
face as they hurtled earthward.
First they lay in a neat little line
like peas when you pop open a
pod. When they hit the water, they
seemed very large and threw up a
geyser of water. This time the
toads of bombs each contained
some small ones with one or two
much larger. They fell all around
the Empire Starlight, aft, forward
and on each side.

How Can They Miss?
1 just can't understand how,

when the planes swooped so tow,
they could miss. It may be that
some of them may have struck her,
for 1 remember that when we were
hit a week or more ago, we did not
know it 'til the water started to rise
in the engineroom. It is strange
that none were dropped at us, but
now that they are singling out cer­
tain ships, our turn will undoub-

1 was in the shower when the
alarm was sounded aboard ship.
Washed off soap and was strug­
gling into my pants when the
)ombs began to whistle. 1 threw
myself down onto my bunk so
that, should the ship be struck, the
concussion and rebound would
not be so apt to throw me about.
' The Nazi's and Russians

fought a long dogfight very high
above us for half an hour.

Air raid at 6:20 p.m. Just one
plane came over at a very high
altitude—probably to take pic­
tures. Heavy shrapnel barrage. 1
had grabbed a few bites of supper
from the deserted table and was
back finishing washing my socks
when it came this time.

[Diary interrupted for two
weeks while ashore—without
leave—in Murmansk.]

June 8. Got aboard Russian tug
to return to ship at 7:00 a.m. in
company of White, Walker, Wal-
lis, the chief engineer, the third
mate, Tully. These last two had
been instructed by Naval attach^
to round up those of lis ashore and
tell us to go back aboard.

We got aboard at 10:00 a.m.
The chief mate told the bosun we
could turn to if we wanted to, but
that he would tog us for the entire
day anyhow. We didn't turn to.

June 9. Turned to for first time
since Wednesday, May 27, when
about 8:00 in the evening. Walker,
White, Kostigan, Bill (the wiper).
Sparks and I got aboard a Russian
workboat and went ashore. On
May 28 1 went to the Maritime
Commission representative here
in Murmansk, Mr. (or Capt.) Pear­
sons, and complained that the
crew of the Yam was not being
giveii reasonable consideration by
the Master when, after remaining

Although Ben Henderson was on|y four months old and George only two
years old when their father, the author of the diary appearing on this page,
died, both have followed in his footsteps by choosing a career in the SIU.

tedly come. Air raid at 6:25 p.m.
May 27. Air raid at 1:30 p.m. No

German planes observed, but
shooting heard in distance. Raid
lasted 'til 2:45 p.m. Clear weather
all morning, but high clouds cover
the sky now.

Air raid at 5:05 p.m. Bombers
dove in about three minutes after
the siren alarm was heard going up
town. There were one- and two-
motored (perhaps some four-
motored, too) jobs. Probably
about seven or eight of them came
down from a high altitude.

They dropped tremendously
large bombs. One group nearly
struck a tug that happened to be
passing. Another group fell on the
starboard sidepretty well forward.
Two groups of^bombs fell aft of us
between us and the Empire Star­
light. The ship jumped and shook,
but not as violently as during the
raid when we were struck at the
other anchorage.

Shrapnel barrage was put up all
around us. Guns shooting like
mad. Our machine guns among
them.

How can they miss so often?

aboard for one month while the
ship lay at anchor in the harbor of
Murmansk, he still refused to
grant shore leave. 1 also requested
that gas masks be provided the crew,
if possible, as most other ships were
so provided and as all Russian
civilians were carrying them.

He replied that as to shore
leave, tugs were veiy hard to get,
so that it would be difficult to ar­
range for transportation to and
from the boat while ship was at
anchor (this, despite the fact that
Russian workmen were commut­
ing to and from the ship every day
working on the boilers), but that
he would endeavor to arrange for
shore leave when the ship went
into drydock, where he expected
her to go shortly.

As to gas masks, he said it was
impossible to obtain them here. 1
told him that 1 had understood from
Russians with whom 1 had talked
that they could be obtained. He said
that if 1 found a supply, to let him
know. 1 asked him if he would have
the ship pay for any that 1 might buy
nwself. He said he thought that his
office would pay.



\, • ...': <:''''.••••:' "••- - -; •'•
FEBRUARY 1993

• r

FOR SEAMEN, the tax filing process can become
extremely complicated. The nature of Seafaring
work raises many issues at tax time that most

shoreside workers do not have to consider..
Among the concerns raised by seamen interviewed by

the Seafarers LOG were questions of claiming a
residence for purposes of filing state tax returns and the
issue of what is considered a work-related tax deductible
expense.

In preparing this guide of t?ix tips for seamen, the staff
of the LOG, working with a certified public accountant
familiar with the maritime industry, has attempted to
gather information that addresses the concerns of
Seafarers.

FOR MORE INFORMATION
General Information: 1 -800-829-1040 can be called

for general information. IRS staff answer questions from
8:00 a.m. to 4:15 p.m. Monday through Friday.

Publications: 1-800-829-3676 operators will take or­
ders for publications. "#553 Highlights of 1992 Tax
Changes" and "#552 Record Keeping for Individuals"
are two publications that many people find especially
useful.

Walk-In Help: IRS representatives are available in
many IRS offices around the country to help with tax
questions that cannot be answered easily by telephone.
To find the location of an IRS office, look in the phone
book under "United States Government, Internal
Revenue Service."

Telephone Help: IRS representatives are available to
help with tax questions. If needed, call the IRS using the
toll-free number listed in the telephone directory.

Send IRS Written Questions: Written questions
regarding the tax returns can be sent directly to an IRS
District Director. Include a social security number with
the letter.

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INFORMATION BY PHONE
The IRS is prepared to answer questions by phone.

Through the agency's tax-payer information service,
publications covering all aspects of tax-filing can be
ordered.

The "Tele-Tax" Service has recorded tax information
covering more than 140 topics. 1-800-829-4477 is the
IRS's 24-hour automated "Tele-Tax" system. When call­
ing from a touch tone phone, the "#" sign will repeat the
topic and the will stop the message. To listen to a
directory of topics after the introductory message
finishes, dial 323.

This telephone service is available from 7:00 a.m.
until 11:30 a.m. when calling from a touch tone phone.
Rotary dial phone users can call the service between 8:00
a.m. and 4:15 p.m.

PREPARING A RETURN
Step 1. Get all records together.
• Income Records. These include any Forms W-2,

W-2G and 1099.
• Itemized deductions and Tax Credits.
• Medical and dental payment records.

Real estate and personal property tax receipts.
• Interest payments records for items such as a home

mortgage or home equity loan.
• Records of payments for child care so an individual

could work.
Step 2. Get any forms, schedules or publications neces­
sary to assist in filing the return. IRS Publication 17
entitled "Your Federal Income Tax for Use in Preparing
1992 Returns" is the most comprehensive guide the agen­
cy has issued this year. Most IRS offices and many local
banks, post offices and libraries have publications
designed to provide individuals with information on cor­
rectly filing tax returns.
Step 3. Fill in the return.
Step 4. Check the return to make sure it is correct.
Step 5. Sign and date the return. Form 1040 is not con­
sidered a valid return unless signed. A spouse must also
sign if it is a joint return.
Step 6. Attach all required forms and schedules. Attach
the first copy of Copy B of Forms W-2, W-2Gand 1099R
to the front of the Form 1040. Attach all other schedules
and forms behind Form 1040 ip order of the attachment
sequence number. If tax is owed, attach the payment to
the front of Form 1040.

SeAFARERSLOG 13
STATE: TAXES NOT WITHHELD

The law prohibits employers from withholding state
and local taxes from the wages of seamen working aboard
U.S.-flag ships.

Specifically, the law [46 USCA 11108(11)] provides
•that "no part of the wages due or accruing to a master,
officer or any other seaman who is a member of the crew
on a vessel engaged in the foreign, coastwise, intercoas-
tal, interstate or noncontiguous trade shall be withheld
pursuant to the provisions of the tax laws of any state,
territory, possession or commonwealth, or a subdivision'
of any of them, but nothing in this section shall prohibit
any such withholding of the wages of any seaman who is
employed in the coastwise trade between ports in the
same state if such withholding is pursuant to a voluntary
agreement between such seaman and his employer."

The law, however, does not exempt seamen from
paying state and local taxes. A seaman, just like any other
citizen of any given state, must meet his or her obligations
to the government of the area in which he or she lives.

Each state has a set of criteria to determine whether an
individual is a resident of that state. A seaman should
check with a state tax office if he or she is unsure as to
his residency status.

For example, in California during the early 1970s, a
case before the California State Board of Equalization
stated that a merchant seaman—despite the fact that he
was on a ship for 210 days of the year—was a resident of
the state for tax purposes. The board took into considera­
tion the fact that the seaman owned a home in California
and maintained a bank account in a California-based
bank.

Additionally, each state has established conditions
under which non-residents of that state must pay a portion
of state tax if such an individual earned income from a
source based in that state.

Many states allow a credit in the amount an individual
must pay the state if that person has already paid taxes in
another state.

In this supplement are two charts for seamen to use if
questions arise on residency and state tax issues. The first
is a list of phone numbers of state tax boards and offices
to call for more information . The second provides infor­
mation on what each state consideres to be tajtable in­
come for residents and non-residents. The chart indicates
that seven states do not require state taxes to be paid of
its residents and three states limit state taxes to profits
earned form investments but do not consider wages sub­
ject to taxation.

t , VV-:«
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OVERSEAS?
Should a seaman find himself or herself overseas and

seeking IRS forms or IRS assistance, U.S. embassies and
consulates are equipped to provide some taxpayer-re­
lated services. At a minimum, IRS forms are available at
all U.S. embassies and consulates. The U.S. embassies
and consulates located in the following cities can provide
IRS assistance: Bonn, Germany; Caracas, Venezuela;
London, England; Mexico City, Mexico; Nassau,
Bahamas; Ottawa, Canada; Paris, France; Riyadh, Saudi
Arabia; Rome, Italy; Sao Paulo, Brazil; Sydney,
Australia; and Tokyo, Japan.

STANDARD DEDUCTION
This is the standard deduction

chart for most people. It should not
be used if taxpayer is 65 or older or
blind or if a dependent.

Filing
Status

Standard
Deduction

Sifigle $3,600

Married filing joint return
or

Qualifying widow(er)
with dependent children . .

Married filing separate return

Head of household . . . . . .

$6,000

$3,000

$5{250
-•Sl.

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a • . .• • •;-. >
14 SEEAFAREifS LOG

DEDUCTIONS, W-2'S AND OTHER INFORMATION
Employer W'2's: Employers are required to mail W-2

forms to employees by January 31. If an individual
believes he or she is missing W-2's, contact the employer.
For seamen who have ever used a union hall as a return
address, check with the SIU port agent to determine if a
W-2 has been sent to that address.

Seafarers Vacation Plan W-2's: If a Seafarer has
received monies from the SIU Vacation Plan, he or she
should receive a W-2 from that fund. Seafarers who have
received SYP monies but who have not received a W-2
from the plan should contact their union hall or call Andy
Marmo at the SYP office in Camp Springs, Md.: (301)
899-0675.

Increased Peductions: The deduction for each ex­
emption—for the individual, his or her spouse and de­
pendents has increased to $2,300 per person.

Standard Deducation Has Increased: The standard
deduction has increased for most people. Because of this
increase, it may be to an individual's benefit to take the
standard deduction this year even if that person has
itemized deductions in the past.

Personal Interest Deducations: For 1992, personal
interest cannot be deducted. Personal interest includes
interest on car loans, credit cards and personal loans.

Interest on Secured I^ans Deductible: Interest paid
on mortgages or secured loans is 100 percent deductible.

Union Dues Deduction: Union dues are only deduct­
ible if they exceed 2 percent of gross income. If they do,
only the portion over the 2 percent is deductible. SPAD
contributions have never been deductible.

Deducting Work-Related Expenses: Expenses as­
sociated with a seaman's work, may be considered tax
deductible. However, no expense can be deducted for
which a seaman has been reimbursed by the employer.
Travel to the union hall to register or travel to the union's
designated medical facility to take the required physical
and drug tests are examples of expenses which are work-
related but not reimbursed by the company. Members of
the galley crew may deduct the costs of knives and other
equipment they personally own but use when on a ship
performing their work duties. The purchase of work-re­
lated clothing and other gear, as long as it is truly for work
and not paid for by the employer, are likely to be'con-
sidered tax-deductible.

Deducting Work-Related Car Expenses: Use of a
personally-owned automobile in work-related travel can
result in deductible expenses. Two methods can be used

to compute automobile expenses—either listing a stand­
ard mileage rate or determining actual cost. On the tax
return due April 15 of this yesr, the IRS is accepting a
standard mileage rate of 28 cents per mile. Parking fees
and tolls can be added when using the standard mileage
rate. If using actual expenses, information must be avail­
able on all operating-related costs for the vehicle, includ­
ing interest, insurance, taxes, licenses, maintenance,
repairs, depreciation, gas, oil, tolls and parking. In either
the standard mileage rate or the actual cost method of
determining car expenses, accurate records should be
kept. The IRS recommends keeping a log book or diary
listing all expenses related to travel. Only work-related
expenses not reimbursed by an employer can be claimed.

Deducting Work-Related Meals When Traveling:
Workers in transportation are allowed a special rate on
the meal allowance of $30 per day. Otherwise the IRS
standard meal allowance is generally $26. In some loca­
tions it is $34, and in Hawaii and Alaska it is computed
differently. Travel expenses, including meals, can only
be deducted if directly related to one's work and if they
have not been reimbursed from any other source.

Umit on Itemized Deductions: Beginning in 1992,
itemized deductions may be limited for an individual
earning more than $105,250 of federal adjusted gross
income (or $52,625 if married and filing separately).

Keeping Records: Keep records of income, deduc­
tions and credits shown on the tax return, as well as any
worksheets used to figure them, until the statute of limita­
tions runs out for that return, usually 3 years from the
date the return was due or filed, or 2 years from the date
the tax was paid, whichever is later. However, it is
recommended that all records be kept for about 6 years.

Fast Refund: If a tax refund is expected for 1992,
instead of mailing the return to the Internal Revenue
Service, it can be filed electronically. When filed
electronically, a refund will be received in about 3 weeks,
or in 2 weeks if it is deposited directly into a savings or
checking account. For a charge, many professional tax
return preparers offer electronic filing in addition to their
return preparation services. If an individual prepared his
or her own return, a preparer or transmitter in their area
can file the return electronically. For a list of who can
file a tax return electronically in any given area, call the
IRS toll-free number, 1 (800) 829-1040, and ask for the
Electronic Filing Office.

Dependent's Social Security Number: If an in-

OIRECTORY FOR ADDITIORAL STATE TAX INFORMATION

STATE MAILING ADDRESS
(address written Inquiries to'Taxpayer Information")

ALABAMA Taxpayer's Assistance, P.O. Box 327410, Montgomery, AL 36132-7410
ALASKA Department of Revenue, Juneau, AK 99811-0400

ARIZONA Department of Revenue, P.O. Box 29086, Phoenix, AZ 85038-9086

ARKANSAS
CALIFORNIA

COLORADO
CONNECTICUT

DELAWARE
WASHINGTON, DC

FLORIDA
GEORGIA

HAWAII
N IDAHO

ILLINOIS
INDIANA

IOWA
KANSAS

KENTUCKY
LOUISIANA

MAINE
MARYLAND

MASSACHUSETTS
MICHIGAN

MINNESOTA

Tax Administrator, P.O. Box 3628, Little Rock, AR 72203-3628
Taxpayer Information, P.O. Box 942840, Sacramento, CA 94240-0040
Taxpayer's Assistance, 1375 Sherman St., Denver, CO 80261
Taxpayer's Assistance, 92 Farmington Ave., Hartford, CT 06105
Taxpayer's Assistance, Ninth and French Streets, Wilmington, DE 19801
Taxpayer's Assistance, 300 Indiana Avenue, NW, Washington, DC 20001
Department of Revenue, Carlton Bldg., Tallahassee, FL 32.399-0135
Revenue Information, P.O. Box 38007, Atlanta, OA 30334
Department of Taxation, P.O. Box .35.59, Honolulu, HI 96811-.3559
Tax Commission, P.O. Box 56, Boise, ID 83756-0201
Tax Infomiation, P.O. Box 19044, Springfield, IL 62794-9044
Taxpayer Information, 100 N. Senate Ave., Rm. 209, Indianapolis, IN 46204-2253
Taxpayer Services, Hoover State Office Bldg., Des Moines, lA 50319-0120
DepartmentofRevenue, P.O. Box 12001, Topeka,KS 66612-2001
Revenue Cabinet, Capitol Annex Bldg., Frankfort, KY 40620
Taxpayer Information, P.O. Box 3440, Baton Rouge, LA 7082.3-0001
Bureau of Taxation, State Office Bldg, August, ME 04.332-1067
Comptroller of the Treasury, Income Tax Division, Annapolis, MD 21411-0001
Massachusetts Dept. of Revenue, P.O. Box 7071, Boston, MA 02204
Taxpayer Information, Treasury Bldg., 430 Allegan St., Lansing, MI 48922
Deptartment of Revenue, Taxpayer Information, St. Paul, MN 55146-4450

FEBRUARY 1993

dividual claims an exemption for a dependent who is at
least 1 year old by December 31, 1992, he must list the
dependent's social security number on Form 1040 or
Form 1040A. A social security number requirement ap­
plies to all dependents (not just children) claimed on the
tax return who are at least 1 year old. •

Gift to Reduce the Public Debt: An individual may
make a gift to reduce the public debt. To do so, enclose
a separate check with the income tax return. Make it
payable to "Bureau of the Public Debt." Do not add it to
any tax owed.

Change of Address: If an individual has changed his
or her address fro the one listed on that person's last tax
return, IRS Forrti 8822 should be filled out and filed with
the agency. •

Education Savings Bond Program: All or part of the
interest for certain U.S. savings bonds can be excluded
from income if one pays qualified higher education
expenses during the year he redeems the bonds.

Death of a Taxpayer: If a taxpayer died before filing
a required return for 1992, the taxpayer's personal rep­
resentative (and spouse, in the case of a joint return) must
file and sign the return for that person. A personal repre­
sentative can be an executor, administrator or anyone
who is in charge of the taxpayer's property.

Rounding Off to Whole Dollars: Cents may be
rounded off to the nearest whole dollar on the tax return
and schedules. To do so, raise amounts from 50 to 99
cents to the next dollar. For example, $1.39 becomes $1
and $2.50 becomes $3.

Unemployment Compensation: Unemployment
compensation (insurance) is fully taxable. By January
31,1993, an individual who has received unemployment
compensation should receive a Form 1099-G showing
the total unemployment compensation paid during 1992,
Use line 20 on the tax return to report unemployment
compensation.

Earned Income Credit: To qualify for the earned
income credit, families must have an income of less than
$22,370 and have at least one child living with them. The
maximum credit for families with one child is $1,324.
Families with 2 or more children may receive up to
$ 1,384. With a child bom in 1992, the family may qualify
for an additional $376 credit and if the family paid for
part of the premiums for a health insurance policy cover­
ing a child, an additional credit of $451 may be due. To
apply for the eamed income credit, a family must file
using Form 1040 or 1040A, but not 1040EZ, and attach
IRS Schedule EIC.

FEBRUARY 1993

REPORTED INCOME
In addition to wages, salaries, tips, unemployment

compensation, capital gains, dividend payments and
other income listed on the federal tax retum, the following
kinds of income must be reported.
• Jones Act settlements for lost wages.
• Amounts received in place of wages from accident

and health plans (including sick pay and disability
pensions) if employer paid for the policy.

• Life insurance proceeds from a policy cashed in if
the proceeds are more than the premium paid.

• Profits from corporations, partnerships, estates and
trusts.

• Endowments.
• Original Issue Discount.
• Distributions from SEPs and DECs.
• Bartering income (fair-market value of goods or

services received in retum for services).
• Tier 2 and supplemental annuities under the Railroad

Retirement Act.
• Lump-sum distributions.

• • Gains from the sale or exchange (including barter) of
real estate, securities, coins, gold, silver, gems or
other property (capital gains).

• Accumulation distributions from trusts.
• Prizes and awards (contests, raffles, lottery and gam­

bling winnings).
• Eamed income from sources outside the United

States.
• Director's fees.
• Fees received as an executor or administrator of an

estate.
• Embezzled or other illegal income.

SOFMEItSLOG IS

NON-REPORTED INCOME
The following kinds of income do not need to be

reported on the federal tax retum:
• Benefits from govemment welfare programs.
• Jones Act settlements for injuries, pain, suffering,

medical costs.
• Maintenance and Cure.
• Workers' compensation benefits, insurance

damages, etc^r injury or sickness.
• Disabilky-r^irement payments (and other benefits)

paid by the Yeterans'Administration.
• Child support.
• Gifts, money or other property inherited or willed.
• Dividends on veterans'life insurance.
• Life insurance proceeds received because of a

person's death.
• Amounts received from insurance because of loss of

the use of a home due to fire or other casualty to the
extent the amounts were more than the cost of normal
expenses while living in the home.

• Certain amounts received as a scholarship.

Deadline for

LOCAL
NUMBER

(205) 242-1000
(907) 465-2320
(602) 255-3381
Phoenix
(602)628-8421
"Tucson
(501)682-1100
(916) 854-6500
(303)534-1209
(203) 566-7033
(302) 577-3746
(202) 727-6103
(904) 488-6800
(404) 656-6286
(808)587-6515
(208) 334-3660
(217)782-3336
(317) 232-2240
(515)281-3114
(913)296-0222
(502) 564-4580
(504) 925-4611
(207) 626-8475
(301)974-3981
(617)727-4545
(517) 373-2873
(612) 296-3781

TOLL FREE
NUMBER

(800) 352-4090

(800) 882-9275
(800) 852-5711

(800) 382^9463
(800) 292-7826

(800) 226-3411
(800) 338-2389
(8(K)) 222 .3229

(8fXl) 732-8866
(800) 382-4646
(800) 367-3388

(800) 452-1983
(800) 638-2937
(800) 392-6089
(800) 4&7-7000
(80()) 652-9094

STATE MAILING ADDRESS
(address written inquiries

FILING AN EXTENSION
IRS Form 4868 can be used to ask for a four-

tnonth extension to file IRS Form 1040A or Form
1040. An individual requesting an extension is
under no obligation to explain why the additional
time is needed. Filing of the form gives an individual
until August 16,1993 to file his or her 1992 federal
tax return. The IRS will contact the individual
directly only if the request for an extension is denied.

To be able to extend the period of time in which
one can file his or her tax retum, that individual must
correctly fill out Form 4868 and pay all of the tax
monies due (as noted on line 6 of the form).

If the filing of Form 4868 and the subsequent
four-month extension to file does not provide the
individual with enough time, he or she can then file
Form 2688, known as "Application for Additional
Extension of Time to File U.S. Individual Income
Tax Retum." Another option open to the person
seeking more time in which to file is to write a letter
to the IRS stating the reason the extension is neces­
sary and mailing it to the correct IRS location (see
"Where to File" in this supplement).

An individual seeking an extension is advised by
the IRS to file Form 4868 before filing Form 2688.

To obtain a copy of Form 4868, an individual can
call the agency's toll free number which is dedicated
to tax form requests. That number is 1 (800) 829-
3676. Also, Form 4868 is available from all main
IRS branch offices. If a Seafarer finds himself or
herself overseas, he or she can obtain the form from
any U.S. embassy or consulate.

It is important to bear in mind that the filing of
Form 4868 requesting an extension does not get one
off the hook fromhaving to pay any taxes due. Form
4868, when sent in, must be accompanied by all tax
monies due the U.S. govemment from the individual
filing the extension. The deadline for filing the form
and the taxes due is April 15.

- 1^::..; •-r.

r'

- ' •v.'"";'"- ii

'Taxpayer Information")

MISSISSIPPI
MISSOURI
MONTANA
NEBRASKA

NEVADA
NEW HAMPSHIRE

NEW JERSEY
NEW MEXICO

NEW YORK
NORTH CAROLINA

NORTH DAKOTA
OHIO

OKLAHOMA
OREGON

PENNSYLVANIA
RHODE ISLAND

SOUTH CAROLINA
SOUTH DAKOTA

TENNESSEE
TEXAS
UTAH

VERMONT
VIRGINIA

WASHINGTON
WEST VIRGINIA

WISCONSIN
WYOMING

Tax Commission, P.O. Box 23050, Jackson, MS 39225-.3050
Department of Revenue, P.O. Box 2200, Jefferson City, MO 65105-2200
Department of Revenue, P.O. Box 5805, Helena, MT 59604
Taxpayer's Assistance, 301 Centennial Mall South, Lincoln, NE 68509-4818
Department of Taxation, Capital Complex, Carson City, NY 89710-0003
Taxpayer Assistance, 61 South Spring St., P.O. Box 637, Concord, NH 03302-0637
Taxpayer Information, 50 Barrack St., CN 269, Trenton, NJ 08646-0269
Department of Taxation & Revenue, P.O. Box 630, Santa Fe, NM 87509-0630
Taxpayer's Assistance, W.A- Harriman Campus, Albany, NY 12227
Department of Revenue, Two South Salisbury St.. Raleigh, NC 27602
Taxpayer Infonnation, State Capitol, Bismarck, ND 58505-0599
State Information, P.O. Box 2476, Columbus, OH 43266-0076
Taxpayer Information, 2501 Lincoln Blvd., Oklahoma City, OK 73194-0009
Revenue Bldg., 955 Center St., NE, First Floor, Room 135, Salem, OR 97310
Taxpayer's Assistance, Department 280504, Harrisburg, PA 17128-0504
Taxpayer's Assistance, One Capitol Hill, Providence, RI 02908-5801
Research and Review, P.O. Box 125, Columbia, SC 29214
Department of Revenue, "700 Govemors Drive, Pierre, SD 57501-2291
Department of Revenue, 807 Andrew Jackson State Office Bldg., Nashville, TN 37242-0482 (615) 741-3665

LOCAL
NUMBER

(601)359-1141
(314)751-7191
(406) 444-2837
(402) 471-5729
(702)687-4820
(603)271-2191
(609) 292-6400
(505)827-0700
(518)438-8581
(919)7.33-4147
(701)224-3450
(614) 846-6712
(405)521-3146
(503) 378-4988
(717)787-8094
(401)277-2905
(803) 737-5000
(60.5)773-3311

Taxpayer Assistance, Capital Station, Austin, TX 78774
Taxpayer Assistance, 160 East Third South, Salt Lake City, UT 84134-0200
Department of Taxes, 109 State St., Montpelier, VT 05609-1401
Taxpayer Information, P.O. Box 1115, Richmond, VA 23208-1115
Taxpayer Information & Education, P.O. Box 47476, Olympia, WA 98504
Taxpayer Services, P.O. Box 3784, Charleston, WV 25337-3784 -
Department of Revenue, 4638 University Ave., Madison, WI 53705
Department of Revenue, 122 West 25th Street, Cheyenne, WY 82002

(800) 252-5555
(801) 530-4848
(802) 828-2865
(804) 367-8031
(206)753-5525
(304) 348-3333
(608) 266-2486
(.307)777-7962

TOLL FREE
NUMBER

(800)332-6103

(800) 323-4400

(800)225-5829
(8(X)) 222-9965
(800) 224-3450
(800) 282-1780
(800)522-8165
(800) 356-4222

(800) 76.3-1295

(800) 342-100.3
(800)252-5555
(800) 662-4335

(800) 642-9016

• • • • • K • . .•% I*.. :•

;N",.

WHERE TO FILE
Tax returns should be mailed to the Internal Revenue Service Center

designated for the area in which the taxpayer lives. These addresses
are listed below. No street address is needed for the IRS.

For Individuals iiving
'

in the following states Use this address:

Florida, Georgia, South Carolina ...IRS Florida, Georgia, South Carolina
Atlanta, GA 39901 "

New Jersey, New York (New York City ...... ......... IRS
and counties of Nassau, Rockland, ; Holtsville, NY 00501
Suffolk and Westchester)

New York (all other counties) ....: IRS '
Connecticut, Maine, Massachusetts, Andover, MA 05501 .
New Hampshire, Rhode Island. Vermont

Illinois, Iowa, Minnesota, Missouri.........; IRS
Wisconsin Kansas City, MO 64999

Delaware, District of Columbia,............; .........IRS
Maryland, Pennsylvania, Virginia Philadelphia, PA 19255

Indiana, Kentucky, Michigan, Ohio,........ ̂ IRS
West Virginia Cincinnati, OH 45999

Kansas, New Mexico, Oklahoma, Texas...... A........ IRS Kansas, New Mexico, Oklahoma, Texas......
Austin, TX 73301

Alaska, Arizona, California (counties......... IRS
of Alpine, Amador, Butte, Calaveras, Ogden, UT 84201
Colusa, (Tontra Costa, Del Norte, A*!'A-;
El Dorado. Glenn, Humboldt, Lake, - V ''•> A/;- . , - • •
Lassen, Marin, Mendocino, Modoc, Napa,
Nevada, Placer, Plumas, Sacramento, San
Joaquin, Shasta, Sierra, Siskiyou, ; • ' • • •- , ' A; • ••
Tehama, Trinity, Yolo and Yuba), ' A.­ "Aj ' •.* •' .. v'-" • A A'A

Colorado, Idaho, Montana, Nebraska. •/••A-.'-:' •'^ • - -"A -/'.-l'A "•
Nevada, North Dakota, Oregon, South •
Dakota. Oregon, South Dakota, Utah,
Washington, Wyoming •'' ' A' • - -A" ,

California (all other counties), .............. IRS ;.
Hawaii Fresno, <2A 93888 A

Alabama. Arkansas, Louisiana ..........: IRS
Mississippi. North Carolina. Tennessee ., Memphis. TN 37501

American Samoa ........IRS
Philadelphia. PA 19255

Guam Commissioner of
Revenue and Taxation
855 West Marine Dr.
Agana,GU 96910 ;

Puerto Rico (or if excluding incbme.......;.. .........IRS
under section 933), Virgin Islands: Philadelphia, PA 19255
Nonpermanent residents

Virgin Islands ......... V.I. Bureau of Internal Virgin Islands
Revenue
Charlotte Amalie
Lockharts Garden No. 1A
St. Thomas, VI 00^2

All A.P.O, or F.P*0. addresses .... • • > -.... v. IRS
Philadelphia, PA 19255

-a"-'

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, • "H •
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.r-" • ••.n-r;-'.'--';?'';-*'-;' '-••••,•

16 SEAFARERS LOG FERRUARY1993

TAXABLE INCOME BY STATE

.1 i. - • ,

I 'l" •

STATE
Alabama

Alaska ,

Arizona

Arkansas

Idalio

Illinois

Indiana

Iowa

•
Kansas

Kentucky

Louisiai;a

Maine

Maryland

Massachusetts

RESIDENT
Subject to state income tax on
entire net income.

No state tax.

Subject to tax on entire net in­
come. A credit is only allowed
for taxes paid to the other state
on income derived from sour­
ces within that state which are
taxable under that state's laws
without regard to theVesidence
or domicile of the recipient.
No credit is allowed if the
other state allows residents of
Arizona a credit against taxes
imposed by that state for taxes
paid to Arizona.

Subject to state income tax on
entire net income.

California

Colorado

Connecticut

Delaware

District of Columbia

Florida

Georgia

Hawaii

Subject to state income tax on
entire taxable income.

Subject to state income taxa­
tion on federal adjusted gross
income with certain modifica­
tions.

Subject to tax on certain
dividends, interest and capital
gains income.

Subject to state income taxa­
tion on federal adjusted gross
income with certain modifica­
tions.

Subject to D.C. income tax on
entire net income.

No state tax.

Subject to tax on federal ad­
justed gross income less cer­
tain items.

Subject to tax on entire income
and a credit is allowed for taxes
paid to another state which is
paid on income derived from
sources outside the state.

Subject to tax on federal tax­
able income with a credit for
income taxes paid to another
state or territory.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications and with the
possibility of a credit for state
taxes paid in another state.

Subject to tax on federal ad­
justed gross income with
modifications and with the
possibility of a credit against
Iowa tax for taxes paid to
another state on income sub­
ject to tax in Iowa.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications.

Subject to tax on all net income
which is defined generally as
gross income of whatever kind
minus the deductions allowed.

Subject to tax on taxable in­
come with the possibility of a
reduction of taxes for taxes
paid to another jurisdiction.

Subject to tax on federal ad-
ju.sted gross income with cer­
tain modifications.

Subject to a tax on federal ad­
justed gross income. A credit
for taxes paid to qther states is
allowed.

NON-RESIDENT
Taxable on income from
property owned or business
transacted in Alabama.

No state tax.

Subject to tax on net income
derived from sources within
Arizona.

Subject to state income tax on
all net income from sources
within the state such as all
property owned, and from
every business, trade or oc­
cupation carried on in Arkan-

' sas.

Subject to state income tax
on all taxable income
derived from sources within
the state.

Subject to state income tax
on federal adjusted gross in­
come attributable to sources
within Colorado.

Subject to state income tax
on federal ."djusted gross in­
come attributable to sources
within Delaware.

Not subject to the income
tax.

No state tax.

Subject to tax on net taxable
income derived from certain
^ecified activities within
Georgia.

Subject to tax on income
derived from sources within
Hawaii, with the possibility
of a credit for taxes paid to
other governments outside
the state.

Subject to tax on federal tax­
able income attributable to
certain sources within Idaho.

Subject to tax on all income
attributable to certain ac­
tivities within Illinois.

Subject to tax on federal ad­
just^ gross income derived
from sources within Indiana
with the possibility of a credit
for state taxes paid in another
state.

Subject to tax on federal ad­
justed gross income derived
from sources within Iowa,
with the possibility of a
credit against Iowa tax for
taxes paid to another state or
foreign countiy on income
subject to tax in Iowa.

Subject to tax on that portion
of federal adjusted gross in­
come derived from sources
within Kansas.

Subject to tax on federal ad­
justs gross income derived
from sources within Ken­
tucky.

Subject to tax on net income
derived from sourcps within
Louisiana.

Subject to tax on the portion
of federal adjusted gross in;
come derived from sources
within Maine with the pos­
sibility of a reduction in
taxes for taxes paid to
another jurisdiction.

Subject to tax on the portion
of federal adjusted gross in­
come derived from sources
within Maryland.

Subject to tax on the portion
of federal adjusted gross in­
come derived from sources'
within Massachusetts.

STATE

Michigan

Minnesota

Missouri

Mississippi

Montana

Nebraska

Nevada

New Hampshire

New Jersey

New Mexico

New York

North Carolina

North Dakota

Ohio

Oklahoma

Oregon

Pennsylvania

Rhode Island

Tennessee

South Carolina

South Dakota

Texas

Utah

Vermont

Virginia

ft-

Washington

West Virginia

Wisconsin

1^1

, Wyoming

RESIDENT '
Subject to tax on federal ad­
justed gross income allocable
to sources within Michigan.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications.

Subject to tax on Missouri tax­
able income.

Subject to tax on entire n^J^-
come.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications. Credit for
taxes paid to other states is al­
lowed

Subject to tax on federal ad­
justed gross income with cer­
tain modifications.

No state tax.

Subject to tax on interest and
dividends over $ 1,200.

Subject to tax on entire New
Jersey gross income and credit
is allowed for tax paid to
another state on income sub­
ject to New Jersey income tax.

Subject to tax on federal tax­
able income with certain
modification and with the pos­
sibility of a credit for taxes
paid to another state.

Subject to tax on federal ad­
justed gross income with cer­
tain mmifications.

Subject to tax on net income
with the possibility of a tax
credit for taxes paid to another
state.

Subject to tax on federal tax­
able income with certain
modifications.

Subject to tax on federal ad­
justed gross income with cer­
tain mc^ifications.

Subject to tax on the federal
adjusted gross income with
certain modifications.

Subject to tax on federal tax­
able income with certain
modifications and credit
against Oregon income taxes
for taxes imposed by another
state.

Subject to tax on entire income
with a credit for taxes paid to
another state on income also
subject to tax in Pennsylvania.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications.

Subject to tax on dividends
from stock and interest on
bonds.

Subject to tax on their entire
net income.

No state tax.

No state tax.

Subject to tax on federal tax­
able income with certain
modifications.

Subject to tax on federal ad-
Justed gross income with a
credit for income taxes paid to
another state or territory upon
income derived from sources
within that state or territory.

Subject to tax on federal ad­
justed gross income with cer­
tain mi^ifications. -

No state tax.

Subject to taxable income as
defined in terms of federal ad­
justed gross income with
modifications.

Subject to tax on federal ad­
justed gross income with cer­
tain modifications.

No state tax.

NON-RESIDENT
Subject to tax on taxable in­
come allocable to sources
within Michigan.

Subject to tax on federal ad­
justed gross income al­
locable to sources within
Minnesota.

Subject to tax on income
derived from sources within
Missouri.

Subject to tax on entire net
income from sources within
Mississippi.

Subject to tax on net income
derived from sources within
Montana.

Subject to tax.on federal ad­
justed gross income derived
from sources within Nebras­
ka.

No state tax.

Subject to tax on certain
specified categories of New
Jersey gross income from
New Jersey sources.

Subject to tax on net income
derived from within New
Mexico.

Subject to tax on federal ad­
justed gross income derived
from sources within New
York.

Subject to tax on net income
derived from sources within
North Carolina.

Subject to tax on net income
from sources within North
Dakota.

Subject to tax on adjusted
gross income derived from
sources within Ohio.

Subject to tax on federal ad­
justed gross income derived
from sources within Ok­
lahoma.

Subject to tax on federal tax­
able income derived from
sources within Oregon.

Subject to tax on income
from sources within Pen­
nsylvania.

Subject to tax on taxable in­
come derived from sources
within Rhode Island.

/ /.

Subject to tax on taxable in­
come derived from sources
within South Carolina.

No state tax.

No state tax.

Subject to tax on taxable in­
come derived from sources-^
within Utah.

Subject to tax on federal ad­
justed gross income derived
from sources within Ver­
mont.

Subject to tax on taxable in­
come derived from sources
within the state.

No state tax.

Subject to tax on taxable in­
come derived from sources
within West Virginia.

Subject to tax on taxable in­
come derived from sources
within Wisconsin.

No state tax.

SOURCE; Department of Defense, Office of the Secretary of Defense, Federal Voting Assistance Program; Voting Assistance Guide 1992-1993; Appendix G. Slate Income Tax Liability; pp. 265-285.

•M

1.



FEBRUARY 1993 SEAFARERS LOG 17

Dispatchers' Report for Deep Sea
JANUARY 16 — FEBRUARY 15,1993

•TOTAL REGISTERED
All Groups

Class A Class B Class C

TOTAL SHIPPED
All Groups

Class A Class B Class C
Trip

Reliefs

••REGISTERED ON BEACH
All Groups

Class A Class B Class C

New York 30 34 16 24 21 9 13 62 43 27
Philadelphia 3 9 3 2 11 2 4 2 9 5
Baltimore 5 5 0 9 12 0 0 9 6 3
Norfolk 11 18 16 10 18 4 8 25 28 18
Mobile 13 12 5 10 10 2 2 19 30 5
New Orleans 16 24 10 14 17 8 5 38 36 17
Jacksonville 25 25 8 16 24 3 • 5 52 37 25
San Francisco 28 22 6 20 18 2 . 5 52 45 11
Wilmington 22 16 8 8 6 25 33 12
Seattle 28 26 7 15 21 1 9 46 35 14
Puerto Rico 12 5 3 5 3 : 1 2 20 9 3
Honolulu 7 15 7 5 8 9 8 9 24 10
Houston 24 37 19 26 • 1 -v '•4"f •v#;f';.47 49 18
St. Louis 1 0 0 0 1 0 oJ-i 3 0
Piney Point 6 0 4 0 : • 0 2 6 1 ->
Algonac 2 1 0 • 1 0 0 0 • 1 1 0
Totals 228 255 99 164 202 45 71 411 394 169
Port ENGINE DEPARTMENT
New York 29 16.-/^ 3 14 7 0 7 42 47 9
Philadelphia 3- 4' 1 ^ 4 0 .1 •• , 4 •• 7
Baltimore 6 7 12 2 1 12 -3 '
Norfolk 7 6 3 2 T:": 8 4 0 10 13 5
Mobile 12 10 2 8 3 2 4 20 24 3
New Orleans 11 14 7 13 3 4 1 27 23 15
Jacksonville 20 14 8 14 «10^' 7 24 : 35 16
San Francisco 14 17 11 8 4 • 1 37 42 12
Wilmington 10 11 3 4 7 1' 3 23 8
Seattle 15 10 2 12 11 0 7 25 25 10
Puerto Rico 5 2 0 6 2 0 1 8 2 0
Honolulu 6 13 11 4 11 10 10 5 17 9
Houston 22 16 5 . 8 14 - 4 5 32 21 7 •
St. Louis 0 0 0 0 0 0 0 0 0 0
Piney Point 0 20 0 1 4 0 1 2 23 0
Algonac 0 0 0 0 1 0 0 0 3 0
Totals 160 160 58 97 101 29 49 265 312 104
Port STEWARD DEPARTMENT
New York 25 11 3 • 13 8 0 W6\ 33 19 6
Philadelphia 3 3 l':'^ 2 3 0 • 4 3 3
Baltimore 3 4 0 3 2 '• o-:;-^:::uv 0 , : -3 4 0
Norfolk 6 ' 9 4 3 5 1 3 9 10 6
Mobile 12 7 1 3 2 0 • 1 17 13 2
New Orleans 10 7 0 6 10 0 0 18 12 2
Jacksonville 8 10 3 10 3 2 2 20 21 4
San Francisco 49 14 . 25 • 8 0 11 84 28 5
Wilmington 12 , 6 • • -ir' ' 6 2 / 0 4 17 9 3
Seattle 12 6 4 15 4 1 7 26 11 4
Puerto Rico 6 1 1 4 0 0 0 9 3 3
Honolulu 13 15 12 8 9 10 37 20 30 19
Houston 13 8 0 8 6 0 3 18 5 3
St. Louis 0 0^ 0 0 1 0 0 0 0 0
Piney Point 5 13 3 3 8 0 • v 0 2 23 6
Algonac 0 0 0 0 0 0 0 0 0 0
Totals 177 114 36 109 71 14 75 280 191 66
Port ENTRY DEPARTMENT
New York 9 39 22 5 31 3 0 27 76 71
Philadelphia 1 6 2 1 2 3 0 1 9 8
Baltimore 2 9 0 1 15 0 0 2 10 0
Norfolk 3 16 3 1 16 2 0 6 27 15
Mobile 4 14 3 2 5 3 0 3 30 9 '
New Orleans 6 20 7 • 4 15 3 0 . 15 35 25
Jacksonville 3 15 11 1 12 3 0 5 30 21
San Francisco 26 30 20 14 •• 13 2 0 46 64 49
Wilmington 9 17 6 7 5 • 4 0 8 20 11
Seattle 8 11 5 2 13 2 0 14 24 16
Puerto Rico 6 6 5 3 1 0 0 13 17 8
Honolulu 8 38 79 6 32 100 0 12 61 137
Houston 3 27 8 2 10 - -1 ^ •> . 0 7 44

1,
11

St. Louis 0 4 0 ' 0 2 0 ' 0 0 5 2
Piney Point 0 25 4 0 24 0 0 0 . 26 7
Algonac 0 4 0 0 1 1 0 0 3 0
Totals 88 281 175 49 197 127 0 159 481 390
Totals All

^37 Departments 653 848 434 426 574 ^37 195 1,048 1,428 806
* 'Total Registered" means the number of men who actually registered for shipping at the port last mpnth.
** "Registered on the Beach" means the total number of men registered at the port at the end of last month.
A total of 1,432 jobs were shipped on SlU-contracted deep sea vesselsX>f the 1,432 jobs shipped, 426 jobs
or about 30 percent were taken by "A" seniority members. The rest were filled by "B" and "C seniority
people. From December 16,1992 to January 15,1993, a total of 195 trip relief Jobs were shipped. Since the
trip relief program began on April 1,1982, a total of 18,059 Jobs have been shipped.

March & April 1993
Membership Meehrtgs

Deep Sea, Lakes, inland Waters
Piney Point

Monday: March 8, April 5

New York
Tuesday: March 9, April 6

Philadelphia ' .
Wednesday: March 10, April 7

Baltimore
Thursday: March 11, April 8

Norfolk
Thursday: March 11, April 8

Jacksonville
Thursday: March 11, April 8

Algonac
Friday: March 12, April 9

Houston
Monday: March 15, April 12

New Orleans
Tuesday: March 16, April 13

Mobile
Wednesday, March 17, April 14

San Francisco
Thursday: March 18, April 15

Wilmington
Monday: March 22, April 19

Seattle
Friday: March 26, April 23

San Juan
Thursday: March 11, April 8

St. Louis
Friday: March 19, April 16

Honolulu
Friday: March 19, ̂ nl 16

Duluth
Wednesday, M^ch 17, April 14

••• •

^pierseyCity
lesday: Wednesday: March 24, April 21

New Bedford
Tuesday: March 23, April 20

Each ports meeUng starts at 10:30 a jn.

Personals
WALTER H. SIBLEY

Please contact Roger Warren at 4 West 12th
Avenue, Baltimore, MD 21225; telephone (410)
636-4377.

LEONARD DOWER
Richard Blomquist is looking for Leonard Dower

who was deck maintenance aboard the Steel
Navigator in 1956 on a round-the-world trip. His
inquiry is in regard to photos taken on that voyage.
Please contact Richard Blomquist, 4002 77th Ave.,
Brooklyn, NY 11232; (718) 854-4529.

PAT FOX
Please get in touch with Jimmie Tucker at P.O.

Box 374, Kenansville, NC 28349 or phone (collect)
at (919) 293-7955.

Anyone Who Knew
SHELBROUN W. HUDGINS

Shelbroun W. Hudgins sailed aboard Murmansk
Run vessels Alomar and Massmar. Anyone who
knew him, please contact Mrs. Maxine Hudgins
Seinfeld at 11800 NE 11th Avenue, Biscayne Park,
FL 33161.

JOSE ANTONIO LOPEZ
Please contact the LOG office for a message:

(301)899-0675. ' ' ' • '

Correction
The December 1992 edition of the Seafarers LOG

(page 13) incorrectly stated the length of time Chris­
topher R. Chubb has been a member of the SIU. He
sailed from December 1978 until January 1981,
spent 10 years in other ventures and then returned in
December 1990. He will be putting his book into
retirement soon, however, due to medical problems.

'

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18 SEAFARERSLOG FE8RUARY1993

• :rv

•y -.V-;

Seafarers International
Union Directory

Michael Sacco '
President
John Fay

Secretaiy-Treasurer
Joseph Sacco

Executive Vice President
Augustin Tellez

Vice President Collective Bargaining
George McCartnCT

Vice President West C?oast
Roy A. "Buck" Mercer

Vice President Government Services
Jack Caffey

Vice President Atlantic Coast
Byron Kelley

Vice President Lakes and Inland Waters
Dean Coreey

Vice President Gulf Coast

HEADQUARTERS
5201 Auth Way

Camp Springs, MD 20746
(301)8^99-0675

ALGONAC
520 St. Clair River Dr.

Algonac, MI 48001
1313)794-4988
BALTIMORE

1216 E. Baltimore St.
Baltimore, MD 21202

(410) 327-4900
DULUTH

705 Medical Arts Building
Duluth, MN 55802

(218)722-4110 •
HONOLULU
606 Kalihi St.

Honolulu, HI 96819
(808) 845-5222

HOUSTON
1221 Pierce St.

Houston, TX 77002
(713)659-5152

JACKSONVILLE
3315 Liberty St.

Jacksonville, FL 32206
(904)353-0987
JERSEY CITY

99 Montgomery St.
Jersey City, NJ 07302

(201) 435-9424
MOBILE

1640 Dauphin Island Pkwy.
Mobile, AL 36605

(205)478-0916
NEW BEDFORD

48 Union St.
New Bedford, MA 02740

(508) 997-5404
NEW ORLEANS
630 Jackson Ave.

New Orleans, LA 70130
(504) 529-7546
NEW YORK

675 Fourth Ave.
Brooklyn, NY 11232

(718)499-6600
NORFOLK
115 Third St.

Norfolk, VA 23510
(804) 622-1892

PmLADELPHIA
4 St

Philadelphia,'PA 19148
(21$) 336-3818
PINEY POINT

P.O. Box 75
Piney Point, MD 20674

(301) 994-0010
PORT EVERGLADES
2 West Dixie Highway

Dania, FL 33004
(305)921-5661

SAN FRANCISCO
350 Fremont St.

San Francisco, CA 94105
(415)543-5855

Government Services Division
(415)861-3400
SANTURCE

1057 Fernandez Juncos Ave.
Stop 161^

Santurce, PR 00907
(809)721-4033

SEATTLE
2505 First Ave.

Seattle, WA 98121
(206)441-1960

ST. LpUIS
4581 Gravois Ave.

St. Louis, MO 63116
(314) 752-6500

WILMINGTON
510 N. Broad Ave.

Wilmington, CA 90744
(310)549-4000

Dispatchers' Report for Great Lakes
DECEMBER 16,1992— JANUARY 15,1993

CL—;Company/Lakes L—^Lakes NP—Non Priority
•TOTAL REGISTERED

All Groups
TOTAL SHIPPED

All Groups
••REGISTERED ON BEACH

All Groups
Class CL Class L Class NP Class CL Class L Class NP Class CL Class L Class NP

Port

Algonac

Port

Algonac

Port

Algonac

Port

Algonac

DECK DEPARTMENT

0 27 0 0 5 0 0 32

ENGINE DEPARTMENT

0, . 12 ; y 1 0 4 2 0 12

STEWARD DEPARTMENT

0 6 1 0 4 1 0 7

ENTRY DEPARTMENT

0 16 4 0 0 0 0 22

1

4

1

7 •

Totals All Departments 0 61 6 0 13 3 0 73 13
.* "Total Registered" means the number of men who.actually registered for shipping at the port last month.

Dispatchers' Report for Inland Waters
DECEMBER 16,1992 — JANUARY 15,1993

•TOTAL REGISTERED
All Groups

TOTAL SHIPPED
All Groups

••REGISTERED ON BEACH
All Groups

Class A Class B Class C Class A Class B ClassC Class A Class B Class C
Region DECK DEPARTMENT
Atlantic Coast 5 0 • 0 3 0 0 55 4 0
Gulf Coast 4 8 9 1 0 2 12 11 20
Lakes 8c Inland Waters 26 . i.:0. 0 , 0 0 0 46 0 J
West Coast 3 0 5 46 0 4 23 0 16 ;
Totals 38 8 14 50 6 136 15 36
Region ENGINE DEPARTMENT
Atlantic Coast ,. -' A 2 0 0 0 0 .0- 0
Gulf Coast 0 1 2 0 0 0 0 0 •' 6 .;
Lakes & Inland Waters {i: 20 0 0 0 0 30 ••"••• '•ycytm mom
West Coast 0 0 0 0 0 0 0 0 0
Totals 22 1 2 0 0 0 40 1 6
Region STEWARD DEPARTMENT
Atlantic Coast ^|,, 0 .0.,:r 10 0
Gulf Coast 1 0 10 • o' 0 • 6 1 0 8
Lakes & Inland Waters 48,-:^§;' I'rvO'. 0 ; 0 12 .. a-v;
West Coast 1 0 0 0 0 0 .2 1
Totals 11 0 10 0 0 2 25 1 8

Totals All Departments 71 9 26 50 0 8 201 17 50
* 'Total Registered" means the number of men who actually registered for shipping at the port last month.
** "Registered on the Beach" means the total number of men registered at the port at the end of last month.

I «•

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^ SOUTH STREET

SEAPORT MUSEUM
SEEKS VOLUNTEERS

The South StreekSeaport Museum in
New York is seeking^en and women :
who are able to volunteer four hours per
week of their time to help the complex.
The volunteers would work with visitors
who are viewing the museum's ships
and galleries. Free special training clas­
ses for all interested volunteers will
begin Sunday, March 7 at the museum. ;
For more information, call Patricia
Sands or Catrin Perth at (212) 669-9400
weekdays between 9 a.m. and 5 p.m.
Eastern time. The South Street Seaport
Museum is located at 207 Front Street in
Manhattan.

CJ QMED GLASSES
AVAILTia;^

FOR UPGRADING-^
The Seafarers Harry Lundeberg

School of Seamanship at the Paul HaU
Center for Maritime Training,.alfd
Education in Piney Point, Mdi-Jfas en­
gine department upgrading classes
Available throughout the year. The ship­
ping rules state that QMEDs must
upgrade their classifications each year
until they reach QMED 1.

To find out more about classes like
Marine Electrical Maintenance, Diesel
Engine Technology, Welding,
Hydraulics and others, talk with a union
representative at any hall, a boarding
patrolman at payoff—or contact the
Seafarers Harry Lundeberg Upgrading
Center at P.O. Box 75, Piney Point, MD
20674.

Is

ATTENTION:
GREAT LAKES MEMBERS

Several vessels are having an early
fitout this year because of the mild
winter in the Great Lakes region. Please
stay in touch with the Algonac, Mich.
(313-794-4988) 6r Duluth, Minn. (218-
722-4110) hiring halls to get the latest
information on when vessels will return
to the Lakes.

9

mm

ATTENTION:
PORT ARTHUR, TEXAS
INLAND MEMBERS

9

A meeting for all inland members in
the Port Arthur area will be/held on
Wednesday, April 7, 1993 atjZ:00 p.m.
It will take place at the Ramada Inn on
Highway 87 in Port Arthur.

PENSIONER SEEKS
' INFORMATION ON POEM

Maxwell Wadlington, an SIU pen­
sioner, writes: "Long ago, shipping out
of New Orleans on the passenger ships
Del Sud and Del Norte, some crewmem-
bers were a bit literartly inclined. We sat
in the crew's lounge and recited poetry.
One such poem concerned a seaman of
long ago.

"I have tried librarians and have run
ads offering a reward to anyone who can
furnish the title and author of the poem
that contains the following verse, all that.
I can remember:

Tell me sailor and tell me true
Is my little boy, my Elihu

I Asailing with your jhip?
I The sailors eyes grew dim with.
; dew

What little boy, what ship?

Why it was just the other day
The white swan sailed away..."

Anyone who can help Pensioner
Wadlington find the title and author of
the above poem may write him at 15404
Chisholm Trail, Eustis, Fla. 32726.



FEBRUARY 1993 SEAFARERS LOG 19

Personal Touch on SlU-Crewed Constitution
' The call of duty for SIU mem­

bers working in the Hibiscus
Dining Room aboard the 55 Con­
stitution includes several items
outside of the usual taking orders
and serving meals. The members'
singing skills are called upon al­
most every evening.

"Many of the passengers
travelling with us are celebrating
a special occasion, like an an­
niversary or birthday," noted
Head Waiter Alex Borgogno.
"We try to make dinner on that
evening a special event for them."

Keeping up with who is
celebrating what is no small task.
With two seatings nightly for din­
ner, Borgogno works with Maitre
d' Hotel Bob McCioskey and As-

sistant Head Waiter Shawn
Canon to match who is celebrat­
ing what with their table and seat­
ing priorities.

Passengers Seek Changes
McCioskey works on the seat­

ing assignments each day because
people make friends on the seven-
day trip and want to visit with
them during dinner. In other
cases, when the American Hawaii
Cruises vessel still is in port, pas­
sengers may wish to stay ashore
to enjoy dinner and nightlife oh
one of the islands before return­
ing to the ship.

"It's a challenge, but we try to
work out something for those pas­
sengers seeking a change from

what they were assigned^Mc-
Gloskey said.

Before the Hibiscus doors
open to passengers for the eve­
ning med, McCioskey, Borgog­
no and Canon meet with the
waiters and assistant waiters to
advise them if anything is
planned for their sections. But,
sometimes it works in reverse.

"There have been times when
we've been told while serving
dinner that someone is celebrat­
ing a birthday," Waiter Tom
Bean recalled. "The people at the
table didn't know to tell the com­
pany or someone on ship in ad­
vance, and they want to know

Continued on page 24

Between-meal preparations are
handled by Waiter Jeff Gerow. Ready to take a drink order is Deck/

Lounge Stev/ard Christina Alo.

. #>•

Removing trays from a poolside tea stand,
lunch is Deck/Lounge Steward
Gino D. Freedum.

Assistant Waiter Steve Kuklis Singing "Happy Anniversary" to a couple are (left to right) Waiter
brings freshly cut lemons to the Marek Narzekalski, Head Waiter Alex Borgogno, Wine Steward

Evaristo Russo, Waiter Craig Naugle and Waiter Tom Bean.
Waiter Tara Bartolome verifies
meals with her order sheet.

Offering a slice of pie during a pool- Congratulating Waiter Pale Samuelu (center) on the birth of twin sons are Heading to his station with dinners Waiter Noel Nazareno has every-
side lunch is Waiter DebraMcRight. fellow Waiters Kitty Vandaal and Tom Bean. is Waiter Ed Cateil. thing under control

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20 SEAFARERS LOG FERRUARY1993

Roundtrip to India Takes 83 Days
Frances Hammer Crew Heads for Heme
After CompleUon of Long Journey

The port of Mobile, Ala. was a
welcome site to the crew of the
tug/barge Frances Hammer as
they returned home from an 83-
day voyage to India that included
very little shore time.

"This is a good, hard-working
crew," Bosun Rick Wilson, who
sails from the port of Jackson­
ville, Fla., told a reporter for the
Seafarers LOG shortly after the
vessel cleared U.S. Customs. "But
we are ready for some time off."

The Ocean Shipholding-
operated vessel was shutting
down for a brief layup for minor

repairs once its tanks were
cleaned. The crew had their gear
packed and airplane tickets for
home in hand, but still had
memories of India to share.

Chief Cook Toyo Gonzales
took advantage of his few hours
off the ship in the port of Paradip,
India (on the west coast) to
sightsee. "I took a horse-and-
buggy ride into town arid^had
delicious garlic shrimp at the
hotel," said the 12-year SIU
member who sails from Seattle. "I
also got to look at wood carvings
before heading back to the ship."

The voyage allowed AB Kevin
Hare of Houston to recall being in
India 20 years earlier. "The people
and sites appeared the same as I
remembered," he stated.

The vessel departed Jackson­
ville loaded with merchant grade
phosphoric acid. It delivered half
of the cargo to Paradip. The
remainder was offloaded at the
east coast town of Madras.

The Frances Hammer, like its
sister tug-barge, the Julius Ham-

The galley gang of Chief Cook Toyo Gonzales and Stewafd«aker
liquid fenilizer feedstock, Janet Pace discuss travel plans.

Mobile Patrolman Ed Kelly (right) answers a question for Engine Utility
John Kasbarian.

Checking out the galley a final AB George Roth catches up with
time is OS William Powell. the news in the Seafarers LOG.

Heading for his New York home is Ready to go ashore is AB Kevin Bosun Rick Wilson inspects deck
AB Joseph Humphrey. . Hare, an eight-year member. lines before signing off the ship.

SEAFARERS
SCHOLARSHIPS
Members and
Dependents
Should Apply

NOW
All Seafarers and their spouses and children

who plan to attend college are encouraged to
apply for one of seven scholarships being given
out in 1993. Three will go to SIU members; the
other four will go to the spouses or dependent birth certificate, high school or collie
children of eligible Seafarers or SIU pensioners, transcripts, letters of reference and SAT or ACT

AprillS, 1993 is the last day in which applica- results.)
tions are being accepted for the Seafarer&Scholar- For most scholarship winners, receiving the
ship Program. (The application package includes cash grant can greatly ease the financial burden
not only the application form; it also includes an associated with attending college. Don't let the
autobiographical statement, photograph, copy of April 15 deadline pass you hy. Apply NOW!

' Scholarship Program booklet which contains eligibilit^
] -tTOformation, procedures for applying and the application form. j

• Name

I Book Number
I

j Address

[ City, State, Zip Code

Telephone Number

This application is for: Self Dependent

Pumpman William Dooling keeps an eye on the ballast tank gauges.

Mail this completed form to Scholarship Program, Seafarers Welfare Plan, '
5201 Auth Way, Camp Springs, MD 20746. I

2/93

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FEBRUARY 1993 SEAFARERSLOG 21

Digest of Ships Meetings
The Seafarers LOG attempts to print as many digests of union ship-

board minutes as possible. On occasion, because of space
limitatipns, some wiil be omitted^

Ships minutes first are reviewed by the union's conh^t department.
Those issues requiring attention or resolution are admssed by the
union upon receipt of the ships minutes. The minutes are then for-

warded to the Seafarers LOG.

ULTRAMAX(Sea\ift Inc.), Sept. 13
— Chairman Glen James, Secretary
Tamara Hanson, Educational Direc­
tor R. Gebbi, Deck Delegate
'Micbaeljohnson, Engine Delegate
Harry Rocb, Steward Delegate Fred
Lindsey. Chairman reported ship had
problems with boiler and evaporator.
Secretary said repair list items still
need to be addressed. Educational
director asked contracts department for
clarification on pumpman's duties. He
urged members to upgrade at Lun-
deberg School. Deck delegate reported
disputed OT. No beefs or disputed OT
reported by engine or steward
delegates. Crew gave vote of thanks to
steward department.

ILE DE FRANCE (Sea-Land Ser­
vice), Oct. 25 — Chairman J.R. Wil­
son, Secretary E. DofToh,
Educational Director W. Dooling,
Deck Delegate D. Christie, Engine
Delegate C. Zubowicz, Steward.
Delegate A. Algazalli. Chairman dis­
cussed importance of voting and pro­
cedures for filing absentee ballots.
Educational director encouraged
members to upgrade at Lundebergi
School. Engipe delegate reported dis­
puted OT. No beefs or disputed OT
reported by deck or steward
delegates. Crew discussed need for
caution when locking work spaces.
Crew expressed genuine thanks to
galley gang for otitstanding job. Next
port: Boston.

SEA-LAND INDEPENDENCE
(Sea-Land Service), Oct. 23 — Chair-
man'Francis Adams, Secretary
Nancy Heyden, Educational Director
Mike Devonish, Deck Delegate
Peter Bean, Engine Delegate S. All,
Steward Delegate C. Gubisch. Chair­
man thanked ^1 departments for job
well done. He noted importance of
donating to SPAD and MDL. Educa­
tional director urged members to
upgrade at Lundeberg School and
read Seafarers LOG. Deck delegate
asked contracts department for
clarification on sanitary. Engine
delegate reported beef. No beefs or
disputed OT reported by steward
delegate. Crew reported beef about
draws. Crew still needs new VCR.
Crew thanked steward department for
job well done.

t/LrF?4/ll4X(Sealiftlnc.),Oct. IS
— Chairman Glen James, Secretary
Tamara Hanson, Educational Direc­
tor R. Herian, Deck Delegate
Michael Johnson, Engine Delegate
James White, Steward Delegate Fred
Lindsey. Chairman announc^ payoff.
Secretary suggested pumpkin-carving
contest between departments. Educa­
tional director discussed shipping rules
and permanent jobs. He advised mem­
bers to upgrade at Lundeberg School
and thereby keep up with industry's
rising standards and requirements.
Deck and steward delegates reported
beefs. Engine delegate reported dis­
puted OT. Next port Houston.

CHARLES L. SHOWW (Trans­
oceanic Cable), Nov. 28 — Chairman
J. Harrington, Secretary Dennis
Prescott, Deck Delegate Richard
Morris, Engine Delegate J. Canada,
Steward Delegate William E. Smith.
Two of ship's three ice machines are
out of order. Chairman announced
payoff and upcoming cable operation.
No beefs or ̂ sputed OT reported. En­
gine delegate asked contracts depart­
ment for clarification on working dues.
Scenes for TV series "Raven " were
shot aboard the Charles L Brown,
with episode to air sometime in
January. Next port Honolulu.

NEDLLOYD HOLLAND (Sea Land
Service), Nov. 15 — Chairman F.
Goethe, Secretary V. Harper, Educa­
tional Director D. Bush, Deck
Delegate S. Luna, Engine Delegate
B. Hutching, Steward Delegate R.

Tarantino. Chairman reminded mem
hers to vote in SlU election. Engine
delegate reported disputed OT. No
beefs or disputed OT reported by
deck or steward delegates. Next port:
Boston.

ILE DE FRANCE (Sea-Land Ser­
vice), Nov. 29 — Chairman J, Wil-^
son. Secretary E. DofToh,
Educational Director W. Dooling,
Deck Delegate D. Christie, Engine
Delegate B. Davis, Steward Delegate
A. Algazalli. Chairman thanked crew
for fine work. Educational director ad
vised members to upgrade at Lun­
deberg School. No beefs or disputed
OT reported. Crew thanked QMED
C. Zubowicz for generosity in pur­
chasing new movies for crew.

LNG ARIES (ETC), Nov. 15 —
Chairman Robert Schwartz,
Secretary Dana Paradise, Education­
al Director Curtis Jackson, Deck
Delegate R. Mohamed, Engine ^
Delegate D. Panko, Steward
Delegate A. Fretta. Chairman
reminded crew to use proper techni­
que when lifting objects or pulling
lines. He congratulated AB Rami!
Mohamed, who is going to LNG
Gemini as bosun. Educational direc­
tor noted upgrading schedule is
posted. No beefs or disputed OT
reported. Crew asked contracts
department to have magazine sub­
scriptions included in next contract.
Crew thanked galley gang for good
eats and menus.

LNG LEO (ETC), Nov. 22 — Chair­
man Albert Pickford, Secretary
Henry Jones Jr., Educational Direc­
tor John Wong, Deck Delegate
Stephen Hill, Engine Delegate Hose
Quinones, Steward Delegate Rick
Juzang. Chairman spoke about U.S.
seamen being unofficial ambassadors
of their country. He noted deadline
for SIU scholarships. He discussed
importance of upgrading at Lun­
deberg School. Educational director
noted new books and movies are
available. Crew asked contracts
department to seek increases in dental
and optical benefits. Crew gave vote
of thanks to steward department for
good food and pool parties.

MV PATRIOT (Vulcan Carriers),
Nov. 25 — Chairman Ralph Gibbs,
Sepretary Joseph Williams, Educa­
tional Director M. Pryor, Deck
Delegate R. Desmarteau, Engine
Delegate Thad Hyatt, Steward
Delegate L. Jenkins. Chairman
reported ship will lay up for repairs.
Educational director urged members
to apply for SIU scholarship. Deck
delegate reported disputed OT.
Steward delegate reported minor
beef. No beefs or disputed OT
reported by engine delegate. Crew ob­
served one minute of silence in
memory of departed members.

OMI MISSOURI (Wulcan Carriers),
Nov. 30 — Chairman Marvin
Zimhro, Secretary Clyde Kreiss,
Deck Delegate C. Merida, Engine
Delegate R. Bunch, Steward
Delegate Jorge Bemardez. Chair­
man announced payoff. He asked
those who are signing off to strip
bunks and turn in dirty linen. No
beefs or disputed OT reported. Crew
will see patrolman about company
refusing to send money home. Crew
thanked galley gang for job well done.

OMI WILLAMETTE (OMI CorpO,
Nov. 22 — Chairman M. McDuifie,
Secretary Robert Scott, Educational
Director J. Badgett, Deck Delegate
1. Desaville, Engine Delegate Robert
Pricherd, Steward Delegate A.
Groode.jChairman encouraged all
members to attend union meetings.
Crew asked contracts department to
return to rotary shipping. Next port:
Long Beach, Calif.

Deck Delegate Arthur Sjaastad, En­
gine Delegate A. Jones, Steward
Delegate Lucas Martinez. No beefs
or disputed OT reported. Crew asked
contracts department to seek reduc­
tion from 120 days to 60 for mem­
bers to be eligible for vacation check.

OVERSEAS MARILYN(Mantime
Overseas), Nov. 29 — Chairman M.
Galliano, Secretary O. Castagnino,

SEA-LAND A TLANTIC (Sea-Land
Service), Nov. 22 — Chairman W.
Byrd, Secretary F. Costango, Educa­
tional Director Miguel Rivera, Deck
Delegate Ernesto Guarin, Engine
Delegate D. Walker, Steward
Delegate Eugene Perez. Chairman
announced payoff. Educational direc­
tor urged members to upgrade at Lun­
deberg School. Deck and steward
delegates reported disputed OT. No
beefs or disputed OT reported by en­
gine delegate. New chairs are needed
for crew lounge. Next port: Boston.

for use in tank cleaning. Crew en­
countered four days of rough weather
en route to Tacoma, Wash. On third
night, heavy seas pushed in a dining
room window. Main deck was awash
but entire unlicensed crew was in­
strumental in securing gangway, mop
ping sea water and providing damage
control at open window.

SEA-LAND CHALLENGER (Sea-
Land Service), Nov. 15 — Chairman
Roy Williams, Secretary H. Scypes,
Educational Director Dann Manthei,
Engine Delegate S. Padilla, Steward
Delegate Rivera Genaro. Chairman
reminded members to vote in SIU elec­
tion. Educational director advised
members to upgrade at Lundeberg
School. No b^fs or disputed OT
reported. Crew thanked steward depart­
ment for cookout and other good
meals. Crew observed one minute of
silence in memory of departed
brothers. Next port Elizabeth, N.J.

SEA-LAND PRODUCER (Sea-
Land Service), Nov. 29 — Chairman
L. Cope, Secretary L. Hoffman,
Deck Delegate Raymond Vicari, En­
gine Delegate Teddie Carter,
Steward Delegate Y, Isril. Chairman
announced annual Coast Guard in­
spection scheduled for Dec. 3 in
Long Beach, Calif. He reported
ship's gym is complete thanks to
recent additions of rowing machine,
stair-climber and universal weight
set. All equipment was paid for by in­
dividual crewmember donations. No
beefs or disputed OT reported. Crew
asked contracts department to review
possible amendment to shipping rules
to again limit A-books to 180 days, B
books to 120 d^ys and C-books to 60
days. Crew also suggested reducing
vacation pay requirement from 120
days to 90 days of sailing time. Next
port: Oakland, Calif.

SEA-LAND QUALITY(Sea-Land
Service), Nov. 29 — Chairman Car­
mine Bova, Secretary T. Smith,
Educational Director Harold Mes-

Celebrating Christmas at Sea

The entire crew abbard the LNG Taurus thanks the steward depart­
ment for a delicious holiday feast on Christmas Day. Steward
department members are, from left, Steward Assistants Ronald
Adriani and Vicky Echeverio, Chief Cook Mark Kalmus, Chief
Steward David Pappas and Steward Assistant Ralph McKee.

SEA-LAND DEVELOPER (Sea-
Land Service), Nov. 29 — Chairman
Pat Gallagher, Secretary L. Finn,
Educational Director Robert
Dehlbom, Deck Delegate Tillman
Churchman, Steward Delegate
Michael Baker. Chairman an­
nounced payoff and good work by
deck crew. Secretary thanked crew
for keeping ship clean. Educational
director reminded members to
upgrade at Lundeberg School and
urged members to donate to SPAD.
No beefs or disputed OT reported.
Crew asked contracts department to
seek addition of refrigeration main­
tenance man to crew. Crew thanked
steward department for job well
done. Next port: Tacoma, Wash.

SEA-LAND DISCOVERY (Sea-
Land Service), Nov. 29 — Chairman
N. Sala, Secretary J. Salazar, Educa­
tional Director J. Shuler, Deck
Delegate Ramon Castro, Steward
Delegate Osvaldo Rios. No beefs or .
disputed OT reported. Crew recom­
mended reduction in minimum re­
quirement for annual seatime for full
books. Next port: San Juan, F.R.

SEA-LAND EXPEDITION (Sea-
;^and Service), Nov. 22 — Chairman
Paulino Flores, Secretary E. Vaz­
quez, Educational Director D.
Beeman. Chairman reported every­
thing mnning smoothly. Educational
director conveyed thanks to galley
gang. No beefs or disputed OT
reported.

SEA-LAND PACIFIC (Sea-Land
Service), Nov. 26 — Chairman Wil­
liam Lough, Secretary John Han-
rahan. Deck Delegate Greg
Johnson, Engine Delegate Mike
Viegle, Steward Delegate John Ben­
nett. Chairman reminded members
that SIU elections are in progress. He
wished everyone a happy Thanksgiv­
ing. Engine delegate reported dis-
jjuted OT. No beefs pr disputed OT
reported by deck or steward
delegates. Crew reported need for
oxygen tester and other equipment

sick. Deck Delegate Jose Soto, En­
gine Delegate Ali Monsin, Steward
Delegate Tliomas McNeills. Chair­
man noted hospitable seamen's club
in La Porte, Texas. Educational direc­
tor advised members to upgrade at
Lundeberg School. No b^fs or dis­
puted OT reported. Crew requested
fans for each room. Crew gave vote
of thanks to steward department.
Next port: Boston.

SEA-LAND RELIANCE (Sea-Land
Service), Nov. 19 — Chairman R.
McGonagle, Secretary G. Sivley,
Educational Director A. Jaramillo,
Deck Delegate Thomas Schroeder,
Engine Delegate C. Aragou, Steward
Delegate J. McCree. Chairman
thanked crew for smooth trip. He
reminded crew to help keep laundry
room and rec room clean. No beefs or
disputed OT reported. New thermo­
stats have been ordered for all
crewmembers' rooms. Crew thanked
galley gang for job well done.

SEA-LAND TRADER (Sea-Land
Service), Nov. -29 — Chairman L.
Watson, Secretary J. Johnson,
Educational Director M. Phillips.
Educational director urged members
to upgrade at Lundeberg School. No
beefs or disputed OT reported. Crew
thanked steward department for good
job and particularly for fine
Thanksgiving dinner.

SUGAR ISLANDER (Pacific Gulf
Marine), Nov. 30 — Chairman Pete
Loik. Chairman thanked all depart­
ments for cooperation. Deck and
steward delegates reported disputed .
OT. No beefs or disputed OT
reported by engine delegate.

PFC DEWAYNE t. WILLIAMS
(Amsea), Nov. 8 — Chairman Alvin
McCants, Secretary Kenneth Whit­
field, Deck Delegate Frank Hedge,
Engine Delegate Steve Johnson,
Steward Delegate Dehorah Koen.
Chairman discussed U.S. elections.
He thanked all crewmembers for ex­
cellent job keeping ship clean. He dis­

cussed alcohol and drug testing.
Educational director encouraged
members to upgrade at Lundeberg
School. No beefs or disputed OT
reported. Steward delegate gave spe­
cial thanks to Chief Steward Whit­
field. Crew asked contracts
department to forward new copy of
contract. Repair list has been posted.
Galley gang thanked other crewmem­
bers for helping keep ship clean.

SGT. MATEJ KOCAK(Waterman
Steamship), Dec. 13 — Chairman B.
Hutcherson, Secretary Anthony
Piazza, Educational Director S.
Wilkinson, Deck Delegate E.
Gerena, Steward Delegate Albert
Hendricks. Chairman thanked
steward department for good food
and good service. Secretary thanked
deck and engine crews for coopera­
tion. No beefs or disputed OT
reported. Crew would like to see
posted in messhall at all times a
union contract for military vessels.

LNG AQUARIUS (ETC), Dec. 20 —
Chairman J. Gamer, Secretary F.
Robertson, Deck Delegate P. Jag-
ger. Chairman discussed need for all
SIU brothers and sisters to look out
for each other not only while aboard
a vessel but also when ashore.
Secretary advised members to start
new year right by upgrading at Lun­
deberg School. No beefs or disputed
OT reported.

LNG ARIES (ETC), Dec. 13 —
Chairman Robert Schwartz,
Secretary Dana Paradise, Education­
al Director Curtis Jackson, Deck .
Delegate R. Vargas, Engine
Delegate D, Panko, Steward
Delegate Al Fretta. Chairman
reported all going well. He.reminded
eligible members to upgrade at Lun­
deberg School. Educational director
discussed importance of working safe-,
ly. No beefs or disputed OT. Chief
Steward Paradise praised Chief Cook
Fretta and SAs Chad Rodriguez,
Kenneth Epps and Andre Graham
for job well done. Crew suggested
contracts department consider having
pensions based on a percentage of
base pay, thereby encouraging all ac­
tive members to upgrade frequently.
Crew gave vote of thanks to galley
gang for pool parties and being a
good feeder.

LNG CAPRICORN (ETC), Dec. 13
Chairman C. Kahl, Secretary N.

Duhe, Educational Director Brude^
( Smith, Steward Delegate Benedict

Opaon. Chairman thanked crew for
smooth work. Educational director
noted information about SIU scholar­
ships has been posted. No beefs or
disputed OT reported. Crew extended
vote of thanks to galley gang for very
good food.

LNG LIBRA (ETC), Dec. 2 —
Chairman Bill Darley, Secretary R.
Frazier, Educational Director Otis
Sessions, Deck Delegate George
Kehris, Engine Delegate David
Terry Jr., Steward Delegate Henry
Janiels. Chairman reminded crew to

be considerate of fellow crewmem­
bers by reducing noise. Educational
director reminded members to
upgrade at Lundeberg School and
apply for SIU scholarship. He urged
members to keep lounge clean.
Steward delegate reported one hour
of disputed OT. No beefs or disputed
OT reported by deck or engine
delegates. Washing machine has been
ordered. Basketball court will be
painted as soon as weather permits.
Crew thanked steward department for
Thanksgiving dinner. Crew observed
one minute of silence in memory of
departed brothers.

i VIV GROTON (Sheridan Transporta­
tion), Dec. 3 — Chairman Keith
Matthey, Secretary Marvin
Jeloatch, Educational Director

/ indreas Alexakis, Deck Delegate
trian Fountain, Engine Delegate
ames Perez, Steward Delegate
Hichael Hammock. Chairman an­

nounced payoff. He encouraged mem­
bers to donate to SPAD. Secretary
thanked crew for keeping mess room
clean. Educational director stressed
importance of upgrading at Lun­
deberg School. No beefs or disputed
OT reported. Crew thanked Chief
Steward Deloatch and Chief Cook
Hanunock for good meals, including
Jammock's firesh-baked pastries.
Next port: Stapleton, N.Y.

Continued on page 25

•;j;*v'

• : ' }f, '' :• •• •



22 SEAFARERS LOG FERRUARY1993

The Seafeirers Pension Plan
this month announces the

retirements of 18 members.
Eleven of those signing off sailed
in the deep sea division, while
five sailed in the inland division
and one each sailed in the Great
Lakes and Railroad Marine
divisions.

Recertified Bosun James
Mann is one of 11 new pen­
sioners who served in the U.S.
armed forces. Brother Mann
served in the Army from 1954 to
1955, and he received the Nation­
al Defense Service Medal and
the Army Occupation Medal.

Brief biographical sketches of
Brother Mann and the other new
pensioners follow.

DEEP SEA
PAUL
EVANS JR.,
65,joined
the SIU in
1971 in the
port of Bal­
timore. A na­
tive of
Halifax

County, N.C., he sailed in the
deck department. Brother Evans
served in the U.S. Navy from
1943 to 1946. He sailed in the
union's inland division before
converting his book to the deep
sea division in 1979. Brother
Evans has retired to Roanoke
Rapids, N.C.

JUAN GARCIA, 61, joined the
Seafarers in 1970 in the port of
San Francisco. Bom in Puerto
Rico, he sailed in the engine
department. Brother Garcia's
first SIU ship was Sea-Land
Service's SS Ponce. Brother Gar­
cia resides in Stockton, Calif.

EDWIN HARRIS, 65, joined
the union in 1956 in the port of
New York. He was bom in Geor­
gia and sailed in the engine
department. Brother Harris
upgraded frequently at the Lun-
deberg School. He lives in
Washington, Ga.

WILBURT
RYDER, 65,
joined the
SIU in 1971
in the port of
San Francis­
co. The na­
tive of
Missouri
sailed in the engine department.
Brother Hyder upgraded frequent­
ly at the Lundeberg School. He
served in the U.S. Army from
1946 to 1947 and from 1951 to
1954. Brother Hyder has retired
to Reno, Nev.

LEWIS
LAM-
PHERE, 58,
joined the
Seafarers in
1964 in his
native New
York. He
completed

the steward recertification course
at the Lundeberg School in 1982.
Brother Lamphere also served in
the U.S. Navy from 1953 to
1961. He resides in Seattle.

HORACE
LEDWELL,
64, joined
the SIU in
1955 in the
port of New
Orleans. A
native of
Johnson
City, Tenn., he sailed in the en­
gine department. Brother Led-

To Our New Pensioners
... Thanks for a Job Well Done

Each month inthe Seafarers LOG, the names of SIU members who recently have become
pensioners appear with a brief biographical sketch. These men and women have served

the maritime industry well, and the SIU and all their union brothers and sisters wish them
happiness and health in the days ahead.

well upgraded frequently at the
Lundeberg School. He lives in
Bristol, Tenn.

JAMES
MANN, 65,
joined the
Seafarers in
1947 in his
native Savan­
nah, Ga. He
inteiTupted
his maritime

career to serve in the Army from
1954 to 1955, then retumed to
sailing in the deck department.
Brother Mann completed the
bosun recertification course at
the Lundeberg School in 1982.
He has retired to Houston.

PETER
MAZZI-
TELLI,65,
joined the
union in
1951 in his
native New
York. He
sailed in the
steward department. Brother
Mazzitelli has retired to Jackson­
ville, Fla.

RUPERTO
RIVERA,
59, joined
the SIU in
1977 in the
port of New
York. Bom
in Puerto
Rico, he

sailed in the steward department.
Brother Rivera resides in
Carolina, P.R.

JOHN SAMUELS, 62, joined .
the Seafarers in 1957 in the port
of Baltimore. The native of
Mobile, Ala. completed the
steward recertification course at
the Lundeberg School in 1982.
Brother Samuels served in the
U.S. Army from 1951 to 1953.
He still c£dls Mobile home.

SAL-
VATORE
SBRIGLIO,
63, joined
the SIU in
1959 in the
port of Hous­
ton. He was
bom in Mas­
sachusetts and in 1976 completed
the bosun recertification course
at the Lundeberg School. Brother
Sbriglio has retired to Hender­
son, Nev.

INLAND
CHARLES
CHISHOLM,
64, joined
the union in
1963 in the
port of Port
Arthur,
Texas. He
was bom in

the British West Indies and
sailed in the deck department.
Boatman Chisholm served in the
U.S. Army from 1948 to 1954.
He lives in Port Arthur.

port of Port Arthur, Texas. Bom
in East Broussard, La., he sailed
in the deck department. Boatman
Duhon spent nearly 20 years of
his maritime career working as a
captain for Higman Towing and
for Westem Towing. He also
served in the U.S. Navy from
1945 to 1950 and in the Army
from 1950 to 1953. Boatman
Duhon lives in Kaplan, La.

VICTOR
SCHERER,
62, joined
the union in
1970 in his
native Bal­
timore. He
sailed in the
engine
department. Boatman Scherer
served in the U.S. Navy from
1949 to 1952. He has retired to
Glen Bumie, Md.

EDWIN CARTER, 64, joined
the union in 1961 in the port of
Norfolk, Va. The North Carolina
native sailed in the deck depart­
ment. Boatman Carter served in
the U.S. Army from 1952 to
1954. He has retired to
Portsmouth, Va.

ALAN
WRIGHT,
66, joined
the union in
1978 in the
port of Wil­
mington,
Calif. A na­
tive of

Washington, he sailed in the
deck department. Boatman
Wright upgraded at the Lun­
deberg School in 1981. He
served in the U.S. Army from
1945 to 1976. Boatman Wright
lives in San Diego.

RAILROAD MARINE
WILLIAM CALLIS, 62, joined
the union in 1959 in the port of
Norfolk, Va. The Virginia native
sailed in the deck department.
Brother Callis has retired to
Hudgins, Va.

GREAT LAKES
JAMES
BURNS, 60,
joined the
Seafarers in
1961 in his
native New
York. He
sailed in the
deck depart­

ment. Brother Bums served in
the U.S. Army from 1949 to
1952. He has retired to Lorain,
Ohio.

Correction
The December 1992 issue

of the Seafarers LOG con­
tained incorrect information
about new pensioner William
Hawkins. Brother Hawkins
joined the Marine Cooks and
Stewards in 1944, not 1963. In
'63 he sailed with Weyer-
hauser Lines for the first time.
Brother Hawkins, 69, lives in
San Francisco.

CLEMENT DUHON, 65,
joined the union in 1964 in the

Pensioner Skittman's Career by Rescues
Editor's note: SIU pen­

sioner Anthony Skillman, 72,
was an active Seafarer for 34
years (1944-78). Last month his
niece, Yvette Paris, a freelance
writer, wrote and submitted the
following feature story about
Brother Skillman, who most
recently sailed as a bosun.

Even before he became a
merchant mariner, Anthony
Skillman—affectionately
known as Uncle Tony or Sea
Dog to me and the rest of his
family—somehow seemed
drawn to water.

But it wasn't always
pleasant. At age 14, dressed in
a new blue suit that his parents
really couldn't afford, Tony
headed forms confirmation at a
local Catholic church in Brook­
lyn, N Y. Halfway to the
church, he heard screams for
help coming from the East
River.

A young boy was drowning.
Tony, new suit and all,

jumped into the water and
saved the boy. He then con­
tinued on to the church, after
wiping off as much of the river
mud as he could.

Ten years later, in 1944,
Tony joined the SIU in the port
of Baltimore. He soon took part
in another rescue, this one
aboard the Bull Steamship
Beatrice.

On unstable seas, the chief
mate went to check the anchor
cha:ins when a huge wave
washed over the side of the
ship. Tony was looking out of a
porthole when the chief mate
washed past him.

Tony ran out on the slippery
deck and carried the uncon­
scious man to safety.

Amazingly, Tony's involve­
ment in rescues continued on its
"schedule" of one every 10
years or so, although the next
one took place on land. In 1955,
while back on the beach in
Brooklyn, Tony was passing a
tenerpent when he noticed
black smoke billowing from a
window of one of the first-floor
apartments.

With fire trucks en route,
Tony shifted through the flames
and helped a mother and her
three children to safety. Not
until they were back on the
street did Tony understand the
mother's hysterical plea to save
her newborn, who was still in
his crib inside the building.

The firemen would arrive at
any moment, but Tony refused
to wait. He re-entered the apart­
ment and grabbed the baby, but
by then the thick smoke virtual­
ly had eliminated all visibility.

Still holding the infant,
Tony finally got back outside.
He was rushed to the hospital
and received treatment for
smoke inhalation and minor
bums. He also received recog­
nition for his heroic acts when
the New York Daily News put
him on the front page.

Five years ago, Tony met
one of the children he helped
save from that fire. Now grown
and with a family of his own,
the erstwhile fire victim ex­
pressed his most sincere thanks.

A Natural Seafarer
One might say that Tony had

sailing in his blood. His father
sailed in the Austrian navy and,
after immigrating to the United
States, worked as a chief mate.

SIU Pensioner Anthony Skillman
recounts exciting stories atx)ut
his career at sea. With him is the
family pet, Red Bear.

./ .
After his initial stint as a

merchant mariner, Tony served
in the U.S. Army. He advanced
to sergeant and served during
World War II, but decided to
return to the sea. (He also sailed
during the war.)

Tony has been all over the
world, seemingly visiting each
port several times. He sailed to
Egypt, down the Amazon River
and through the Bermuda Tri­
angle as often as a landlubber
might stroll down Main Street.

Uncle Tony now is covered
by faded blue tatoos, but he still
is in "shipshape." And when he
occasionally recounts the excit­
ing and funny stories about his
long career, there is no doubt
that his heart still belongs to the
SIU and to the sea.



FEBRUARY 1993

/- Summary Annual Report
Great Lakes Tug and Dredge Pension Plan
This is a summary of the annual report of the Great Lakes Tug and

Dredge Pension Fund EIN13-1953878 for the year ended December 31,
1991. The annual report has ben filed with the btemal Revenue Service,
as required under the Employee Retirement Income Security Act of 197^
(ERISA).

Baste Financial Statement
Benefits under the plan are provided by the Trust.
Plan exiwnses were $836,142. These expenses included $155,221 in

administrative expenses and $680,921 in benefits paid to participants
and beneficiaries. A total of 546 persons were participants in or
beneficiaries of the plan at the end of the plan year, although not all of
these persons had yet eamed the right to receive benefits.

The value of plan assets, after subtracting liabilities of the plan, was
$17,097,845 as of December 31, 1991 compared to $14,571,440 as of
January 1,1991.

During the plan year, the plan experienced an increase in its net assets
of $2,526,405. This increase included unrealized appreciation (deprecia­
tion) in the value of plan assets; that is, the difference between the current
value of assets at the beginning of the year plus the cost of any assets
acquired during the year less the current value of assets at the end of the
year. The plan had total income of $3,362,547 including employer
contributions of $212,284, employee contributions of $90,120, gain of
$536,112 from the sale of assets, and earnings from investments of
$2,524,031.

Minimum Funding Standards
An actuary's statement shows that enough money was contributed

to the plan to keep it funded in accordance with the minimum funding
standards of ERISA.

Your Rights to Additional information
You have the right to receive a copy of the full annual report, or any

part thereof, on request. The items listed below are included in that
report:.

1. An accountant's report.
2. Assets held for investment.
3. Actuarial information regarding the funding of the plan.
4. Service provider and trustee information.
To obtain a copy of the full annual report, or any part thereof, write

or call the office of Mr. Nick Marrone, who is the plan administrator,
5201 Auth Way, Camp Springs, MD 20746; (301) 899-0675.

The charge to cover copying costs will be $2.10 for the full annual
report, or $. 10 per page for any part thereof.

You also have the right to receive from the plan administrator, on
request arid at no charge, a statement of the assets and liabilities of the
plan and accompanying notes, or a statement of income and expenses
of the plan and accompanying notes, or both. If you request a copy of
the full annual report form the plan administrator, these two statements
and accompanying notes will be included as part of that report. The
charge to cover copying costs given above does not include a charge for
the copying of these portions of the report because these portions are
furnished without charge.

You also have the legally protected right to examine the annual report
at the main office of the plan at 5201 Auth Way, Camp Springs, MD
20746 and at the U.S. Department of Labor in Washin^on, DC, or to
obtain a copy from the U.S. Department of Labor upon payment of
copying costs. Requests to the Department should be addressed to:
Public Disclosure, Room N4677, Pension and Welfare Benefit
Programs, Department of Labor, 200 Constitution Avenue, N.W.,
Washington, DC 20216.

Supplementary Information
In accordance with Department of Labor Regulations, the net real­

ized gain of $536,112, as shown above, is computed on the "market-to-
market basis'—^the difference between the sale price and market value
of an asset as of January 1, 1991, or if the asset was both acquired and
disposed of within the plan year, it is the difference between the purchase
and sale price.

Included in the net appreciation (depreciation) in fair value of invest­
ments of $2,030,822, as shown on the financial statements, is $739,951
of net realized gain which is the difference between the sales price and
the original cost of the assets.

Letters to the Editor
Thirty-five Years
And No Regrets

Once again the John W. Brown
appears from the past as a reminder
of the type of living conditions in
which she sailed in serving our
country during WWII.

Being built in the early '40s by
American men and women with
American steel and know-how, she
served well in carrying men and
supplies to wherever needed, put­
ting countless sea miles astern of
her.

It seems she. was destined for
fame from the moment she was
launched, hitting the water with a
big splash, no doubt. She served
well in wartime, otherwise she
wouldn't be a sight to see in the
present day of seamanship as a
museum piece for the seamen and
seawomen of today and the fu­
ture.

Today's seafarers should com­

pare the living conditions of her
with the vessels of today. Un­
believable is the only word to
describe the difference.

These conditions didn't come
easy aboard the ships of today and
will improve even more for future
seafarers.

The union fought very, veiy
hard to get my conditions when I
started sailing in 1951, which were
just great. Two men to a room, a
sink, a locker per man and, at
times, a desk, and shower in pas­
sageway. As my years of sailing
continued, I had a room to myself,
2 big lockers, bunk bed with
drawers under it, sink, shower,
writing desk and even piped-in
music. There weren't any port­
holes, instead there were windows,
even a swimming pool (since it
was a former passenger ship be­
sides carrying a regular load of
cargo).

It was paradise, and gettiri^ a

I

SEAFMERSLOG 23

Know Your Rights
FINANCIAL REPORTS.

The constitution of the SIU Atlan­
tic, Gulf, Lakes and Inland Waters
District makes specific provision
for safeguarding the membership's
money and union finances. The
constitution requires a detailed
audit by certified public account­
ants every year, which is to be sub­
mitted to the membership by the
secretary-treasurer. A yearly finance
committee of rank-and-file mem­
bers, elected by the membership,
each year examines the finances of
the union and reports fully their find­
ings and recommendations. Mem­
bers of this committee may make
dissenting reports, specific recom­
mendations and separate findings.

TRUST FUNDS. All trust
funds of the SIU Atlantic, Gulf,
Lakes and Inland Waters District
are administered in accordance
with the provisions of various trust
fund agreements. All these agree­
ments specify that the trustees in
charge of these funds shall equally
consist of union and management
representatives and their alter­
nates. All expenditures and disbur­
sements of trust funds are made
only upon approval by a majority
of fte trustees. All trust fund finan­
cial records are available at the
headquarters of the various trust
funds.

SHIPPING RIGHTS. A
member's shipping rights and
seniority are protected exclusively
by contracts between the union and
the employers. Members should
get to know their shipping rights.
Copies of these contracts are
posted and available in all union
halls. If members believe there
have been violations of their ship­
ping or seniority rights as con­
tained in the contracts between the
union and the employers, they
should notify the Seafarers Ap­
peals Board by certified mail,
return receipt requested. The
proper address for this isi^—

Augustin Tellez, Chairman
Seafarers Appeals Board

5201 Auth Way
Camp Springs, MD 20746
Full copies of contracts as

referred to are available to-members
at all times, either by writing directly
to the union or to the Seafarers Ap­
peals Board.

CONTRACTS. Copies of all
SIU contracts are available in all SIU
halls. These contracts specify the
wages and conditions under which

an SIU member works and lives
aboard a ship or boat. Members
should know their contract rights,
as well as their obligations, such as
filing for overtime (OT) on the
proper sheets and in the proper
manner. If, at-uny tithe, a member
believes that an SIU patrolman or
other union official fails to protect
their contractual rights properly
he or she should contact the nearest
SIU port agent.

EDITORIAL POLICY —
THE SEAFARERS LOG. The
Seafarers LOG traditionally has
refrained from publishing any ar­
ticle serving the political purposes
of any individual in the union, of­
ficer or member. It also has
refrained from publishing articles
deemed harmful to the union or its
collective membership. This estab­
lished policy has been reaffirmec
by membership action at the Sep­
tember 1960 meetings in all con­
stitutional ports. The
responsibility for Seafarers LOG
policy is vested in an editorial
board which consists of the ex­
ecutive board of the union. The
executive board may delegate,
from among its ranks, one in­
dividual to carry out this respon­
sibility.

PAYMENT OF MONIES. No
monies are to be paid to anyone in
any official capacity in the SIU un­
less an official union receipt is given
for same. Under no circumstances
should any member pay any money
for any reason unless he is given such
receipt. In the event anyone attempts
to require any such payment be m^e
without supplying a receipt, or if a
member is requii^ to maJce a pay­
ment and is given an official receipt,
but feels that he or she should not
iave been required to make such
payment, this should immediately be
reported to union headquarters.

CONSTITUTIONAL
RIGHTS AND OBLIGA­
TIONS. Copies of the SIU con­
stitution are available in all union
haUs. All members should obtain
copies of this constitution so as to
familiarize themselves with its con­
tents. Any time a member feels any
other member or officer is attempt­
ing to deprive him or hCT of any
constitutional right or obligation by
any methods, such as dealing with
charges, trials, etc., as well as all
other details, the member so affected
should immediately notify head­
quarters.

EQUAL RIGHTS. All mem­
bers are guaranteed equal rights in
employment and as members of
the SIU. These rights are clearly set
forth in the SIU constitution and in
the contracts which the union has
negotiated with the employers.
Consequently, no member may be
discriminated against because of
race, creed, color, sex, national or
geogra^ic origin. If any member
feels that he or she is denied the
equal rights to which he or she is
entitled, the member should notify
union headquarters.

SEAFARERS POLITICAL
ACTIVITY DONATION —
SPAD. SPAD is a separate
segregated fund. Its process are
used to further its objects and pur­
poses including, but not limited to,
furthering the political, social and
economic interests of maritime
workers, the preservation and fur­
thering of the American merchant
marine with improved employ­
ment opportunities for seamen and
boatmen and the advancement of
trade union concepts. In connec­
tion with such objects, SPAD sup­
ports and contributes to political
candidates for elective office. All
contributions are voluntary. No
contribution may be solicited or
received because of force, job dis­
crimination, financial reprisal, or
threat of such conduct, or as a con­
dition of membership in the union
or of employment. If a contribution
is made by reason of the above
improper conduct, the member
should notify the Seafarers Inter­
national Union or SPAD by cer­
tified mail within 30 days of the
contribution for investigation and
appropriate action and refund, if
involuntary. A member should
support SPAD to protect and fur­
ther his or her economic, political
and social interests, and
American trade union concepts.

If at any time a member feels
1 hat any of the above rights have
been violated, or that he or she
tas been denied the constitution­
al right of access to union
records or information, the
member should immediately
notify SIU President Michael
Sacco at headquarters by cer­
tified mail, return receipt re­
quested. The address is:

Michael Sacco, President
Seafarers International Union

5201 Auth Way
Camp Springs, MD 20746.

good salary to go with it—along
with the food. >

As I've said, my conditions and
yours didn't come easy, so
whatever is asked of you by the
union, do it, 'cause the leadershp
has your interest in mind.

Whenever the John W. Brown
appears in the LOG, I look very
closely at the forward gun tub,
thinking I can see the spot that I
was assigned to, not as a gunnner
of the Navy but as a high school
student of Metropolitan Vocation­
al High School in 1948. The spot I
look for was my first assigned job
aboard a real ship and it was a CSR
(chipping, scraping, redleading)
job which I was proud to do.

I honestly feel to this date that I
did the best CSR of the entire class,
which encouraged me to a sailing
career that ended in 1986./ ,

Thirty-five big years with the
SIU without regretting one year of
it, even when asked by MSTS per­

sonnel to sail with them.
Walter Karlak
35-20 62nd Street
Woodside Queens, NY 11377

Editor's Note: Brother Karlak
collects stamps and has many
duplicates from around the world.
Any stamp collectors who are in­
terested in his free duplicates
should write him at the above ad­
dress.

4. 4. 4.

Steward Assistant on Charger
A Credit to the SIU

In today's world of finger
pointing and blame spreading, I
ask for your attention in a different
perspective. I bring to you not a
letter of malice, accusation or
defense; but a letter of respect and
pvation. I seek-to deserv^ly turn
your attention to a member of your
union, Donald Meder.

Having the pleasure of sailing

with Don for the last four months,
I can attest to his ability, conviction
and enthusiasm. Don is a man who
knows his job and goes beyond the
call of duty. He is always there,
always polite and always busy. He
is overwhelmingly the best
steward assistant I have ever sailed
with. Don always has a first-day-
on-the-job enthusiasm. I was
surprised to learn he has been
going to sea for more thian 42 years.

A credit to his ship, his union
and the American merchant
marine: Donald Meder deserves
noteworthy acclaim.
Second Mate Robert Lee
OMI Charger

' . •" '-v, =

' • ••



24 SEAFARERS LOG iwmuutrisos

Dining Room Members
Do More than Serve
Continued from page 19

then if we can do anything spe­
cial."

The something special—
whether known in advance or at
the spur of the moment—usually
means a visit from the maitre d',
a head waiter and as many of the
waiters and assistant waiters as
are available to sing around the
table. Leis are presented and des­
sert is served.

"We try to make it something
they'll remember," added Waiter
Kitty Vandaal.

Final Evening Parade
On the last evening of the

cruise, the dining room staff
presents its famous baked Alaska

parade. Immediately after the
dinner plates have been cleared,
the house lights go out. Then all
the waiters and assistant waiters
march in single file from the gal­
ley carrying trays of flaming
baked Alaska while the ship's or­
chestra plays "When the Saints
Go Marching In." They parade
throughout the dining room
before the house lights go back on
and the dessert is served. Maitre d'Hdtel Bob McCloskey (left) leads the Constitution dining room staff in singing "Aloha."

Finally, the sound of a conch-
shell horn sounds throughout the
room. That call rallies the waiters
and assistant waiters to the stairs
in the front of the dining room
where, led by McCloskey, they
sing "Aloha" to bid farewell to
the passengers departing the ship
in the morning.

f

' 00 to i

With his tray loaded with dirty Dessert is always a treat aboard
glasses and silverware is Assis- the Constitution, as Waiter Rasa
tant Waiter Roger Jackson. Clark well knows.

I •
m m

The job is not over until the plates
are clean, as Assistant Waiter Ally
Baldomero conveys.

Discussing the next day's tours with a passenger is Assistant Waiter
Tony Eyans.

/

' I if 1
Bartender David Lee stands ready to answer a passenger's call.

Serving a passenger in the dining
room is Deck/Lounge Steward
Cheryl Heflin.

Assistant Waiter Alex Garrett Jr.
serves butter to guests at the
captain's table.

/

•'Hanging loose" aboard the Con­
stitution is Waiter Glenn Dennehy. Waiter John Mark helps a passenger make his dinner selection.

Stewards.
Upgrade Your Skills

Make the most of your union benefits
by increasing your learning as well as

Deck/Lounge Steward Mike
Pownall heads back to the bar
with a drink request. \

your earning potential!
A number of courses have been

scheduled this year at the Lundeberg
School for training assistant cooks, cooks
and bakers, chief cooks and chief
stewards.

See page 27 of this month's Seafarers
LOG for an application form to apply for
one of these upgrading programs. Waiter Kevin Gushing presents

dinner to a passenger.

%

j.
•;1:



. ».,.

N^,:

FEBRUARY 1993 SEAFARERS LOG 25

Final Departures
DEEP SEA
DAVID CRAWFORD

David Craw­
ford, 38,
passed away
November 18.
A native of
South
Carolina, he
graduated
from the Lun-
dfeberg School
in 1972.

Brother Crawford sailed in the
steward department.

JAMES CURRAN
Pensioner James Curran, 69, died
December 9. Bom in Oxnard, Calif.,
he joined the SIU in 1969 in the port
of Seattle. Brother Curran sailed in
the deck department. He served in the
U.S. Navy from 1941 until 1961.
Brother Curran began receiving his
SIU pension in January 1988.

JOHN DEHRING
Pensioner John Dehring, 68, passed
away December 16. The native of
New Orleans Joined the Seafarers in
1955 in the port of New York.
Brother Dehring sailed in the deck
department. He served in the U.S.
Navy from 1943 to 1945. Brother
Dehring retired in July 1985.

ALFRED DEREPENTIGNY
Pensioner Alfred Derepentigny, 90,
died October 26. He was bom in
Manchester, N.H. and in 1954 joined
the Marine Cooks anc} Steward in the
port of San Francisco, before that
union merged with the AGLIWD.
Brother Derepentigny began receiv­
ing his pension in Febmary 1980.

ROBERT DILLON
Robert Dillon, 66, passed away Oc­
tober 30. Bom in Danville, Va., he
joined the SIU in 1945 in the port of
Galveston, Texas. Brother Dillon
completed the bosun recertification
course at the Lundeberg School in
1981. He served in the U.S. Navy
from 1940 to 1944. Brother Dillon
was an active member at the time of
his death.

PETER GEBBIA
Pensioner Peter Gebbia, 63, died
November 20. He joined the

Seafarers in 1958 in his native New
Orleans. Brother Gebbia completed
the steward recertification course at
the Lundeberg School in 1981. He
retired in October 1986.

ERIC HAYES
Pensioner
Eric Hayes,
88, passed
away Decem­
ber 14. A na­
tive of British
Guiana, he
joined the
union in 1944
in the port of
New York.

Brother Hayes sailed in the engine
department. He began receiving his
pension in January 1971.

ALVIN JOHNSON
Alvin
Johnson, 53,
died Novem­
ber 15. Bom
in St. Louis,
he joined the
SIU in 1962
in the port of
San Francis­
co. Brother
Johnson com­

pleted the steward recertification
course at the Lundeberg School in
1991. He served in the U.S. Army
from 1951 to 1953. Brother Johnson
was an active member at the time of
his death.

FRANK KING
Pensioner
Frank King,
76, passed
away Decem­
ber 11. He
was bom in
Georgia and
in 1965 joined
the Seafarers
in the port of
New York.

brother King sailed in the engine
department. He served in the U.S.
Navy from 1942 to 1945. Brother
King retired in December 1983.

WILLIAM MEEHAN
Pensioner William Meehan, 75, died
October 31. He joined the SIU in
1958 in his native New Orleans.

Brother Meehan sailed in the steward
department. He served in the U.S.
Arniy from 1941 to 1945. Brother
Meehan began receiving his pension
in September 1982.

JOSEPH MICHAEL
Pensioner
Joseph
Michael, 73,
passed away
November 8.
He joined the
Seafarers in
1951 in his na­
tive Bal­
timore.
Brother

Michael completed'the bosun recer­
tification course at the Lundeberg
School in 1974. He retired in August
1985.

WILLIAM MILLET
Pensioner Wil­
liam Millet,
70, died of a
heart attack
December 3.
A native of
Lovell, Wyo.,
he joined the
union in 1968
in the port of
New York.

Brother Millet sailed in die deck de­
partment He retired in februaiy 1987.

KENNETH SANFORD
Pensioner Kenneth Sanford, 67,
passed away December 9. Bom in
Texas, he joined the SIU in 1955 in
the port of Lake Charles, La. Brother
Sanford sailed in the engine depart­
ment. He served in the U.S. Navy
from 1943 to 1946. Brother Sanford
retired in December 1990.

WILLIAM SMITH
Pensioner Wil­
liam Smith,
75, died
November 14.
He joined the
Seafarers in
1955 in his na­
tive New
York. Brother
Smith sailed
in the engine

department. He began receiving his
pension in March 1982.

DENNIS SMITH
Pensioner Dennis Smith, 91, passed
away December 9. The native of
Florida joined the SIU in 1949 in the
port of Tampa, Fla. Brother Smith
sailed in the engine department. He
retired in October 1968.

GERVACIO VINLUAN
Pensioner Ger-
vacio Vin-
luan, 85, died
December 9.
He was bom
in Binalonan,
Philippines,
and in 1947
joined the
Seafarers in
the port of

New York. Brother Vinluan sailed in
the steward department. He served in
the U.S. Navy from 1942 to 1945.
Brother Vinluan spent most of his
SIU career sailing with American
President Lines. He retired in August
1972.

INLAND
EMMETT BERTRAND

Pensioner Em-
mett Bertrand,
55, passed
away October
20. A native
of Oberline,
La., he joined
the union in
1961 in the
port of Port
Arthur, Texas.

Boatman Bertrand sailed in the deck
department. He began receiving his
pension in June 1989.

GEORGE DAVIS
Pensioner
George Davis,
68, died
December 4.
Bom in
Paulsboro,
N.j., he joined
the union in
1973 in the
port of
Philadelphia.

Boatman Davis sailed in the steward
department. He served in the U.S. Air
Force from 1943 to 1949. He retired
in December 1987.

ROLAND WRIGHT
Pensioner
Roland
Wright, 67,
passed away
November 24.
He joined the
Seafarers In-
temational
Union in 1950
in his native
Galveston,

Texas. Boatman Wright sailed in the
engine department. He began receiv­
ing his pension in October 1985.

GREAT LAKES

VIRGIL APPLETON
Pensioner Vir­
gil Appleton,
79, died
November 20.
The Michigan
nati ve joined
the Seafarers
Intemational
Union in 1953
in the port of
Frank- fort.

Mich! Brother Appleton sailed in the
deck department. He retired in
August 1975.

GAYLORD DRAGOO
Pensioner
Gaylord
Dragoo, 84,
passed away
December 12.
Bom in
Michigan, he
joined the
Seafarers In­
temational
Union in 1956

Vlich. Brother in the port of Elberta,
Dragoo sailed in the deck depart­
ment. He began receiving his pension
in November 1973.

Ships Digest
Continued from page 21

MV RANGER (Vulcan Carriers),
Dec. 27 — Chairman H. Johnson,
Deck Delegate Casey Downing, En­
gine Delegate Michael Johnson,
Steward Delegate Karriem Allah.
Crew asked contracts department for
clarification on conversion to stand­
ard tanker agreement. Educational
director informed members about
SIU scholarships. Deck and engine
delegates reported disputed OT. No
beefs or disputed OT reported by
steward delegate. Crew thanked gal­
ley gang for good job and great .
holiday meals. Next port:
Providence, R.I.

NEWARK BA Y (Sea Land Ser
vice), Dec. 14 — Chairman Pedro
Sanchez, Educational Director
Richard Johnson, Deck Delegate
Fred Collins, Engine Delegate P.
Pardovich. Chairman announced
payoff and thanked deck crew for job
well done. No beefs or disputed OT
reported. New TV and VCR for
lounge are on order. Crew thanked
steward department for job well
done. Next port: Elizabeth, N.J.

NUEVO SAN JUAN (Puerto Rico
Marine), Dec. 1 — Chairman W.
Card, Secretary G. Prescott, Educa­
tional Director C. Gallagher,
Steward Delegate Brian McEleney.
Chairman stressed importance of
safety. No beefs or disputed OT
reported. Crew was reminded to
separate plastics from trash.

NUEVO SAN JUAN (Puerto Rico
Marine), Dec. 22— Chairman W.
Card, Secretary G. Prescott, Educa­
tional Director C. Gallagher, Deck
Delegate R. Davis, Engine Delegate
John Leiter, Steward Delegate

Brian McEleney. Educational direc­
tor urged members to upgrade at Lun­
deberg School. No beefs or disputed
OT reported.

PFC EUGENE OBREGON (Water­
man Steamship), Dec. 13 — Chair­
man Henry Bouganim, Secretary
Patrick Helton, Deck Delegate
Reeves Hornby, Engine Delegate
John McCabe, Steward Delegate
Mariano Martinez. Chairman an­
nounced payoff. Educational director
urged members to upgrade at Lun­
deberg School to help ensure themsel­
ves of future employment. No beefs
or disputed OT reported. Crew
thanked galley gang for great trip,
especially Thanksgiving.

OMI DYNACHEM(OMl Corp.),
Dec. 13 — Chairman Lawrence
Kunc, Secretary Steven Wagner,
Educational Director Randy Snay,
Deck Delegate M. De La Cerda, En­
gine Delegate Michael Harmanson,
Steward Delegate Beverly Harris.
Chairman reported beef about reliefs.
Educational director urged members
to upgrade at Lundeberg School. No
beefs or disputed OT reported by
department delegates. Crew gave
vote of thanks to steward department.
Next port: Lake Charles, La.

OMI HUDSON (OMI Corp.), Dec.
30 — Chairman David Smolen,
Secretary F. King, Educational Direc­
tor James Raible. Steward delegate
reported beef. No beefs br disputed
OT reported by deck or engine
delegates. Crew reported no launch ser­
vice in Mexico. Next port: Houston.

announced payoff. He noted request
has been submitted for new washing
machine and dryer. Secretary urged
members to upgrade at Lundeberg
School and support SFAD. Engine
delegate reported disputed OT. No
beefs br disputed OT reported by
deck or steward delegates. Crew re­
quested antenna for lounge. Crew
thanked steward department for
Thanksgiving dinner and job well
done.

OVERSEAS ALICE (Maritime
Overseas), Dec. 30 — Chairman
Cesar Gutierrez, Secretary Paul
Stubblefield, Educational Director
Dennis Riley, Deck Delegate T.
Thomas, Engine Delegate F. Bolton,
Steward Delegate S. Deanda.
Steward delegate reported beef. No
beefs or disputed OT reported by
deck or engine delegates. Crew rec'
room needs new sofa and chairs. TV
and radio antennas also need repair or
replacement. Crew gave vote of
thanks to galley gang.

Jordan Jr. No beefs or disputed OT
reported, but steward delegate will
speak with patrolmen about voucher
for OT not paid due to mistake on
OT sheet. Chairman reminded crew
about alcohol testing.

RALEIGH DAYfSea-Land Ser­
vice), Dec. 20 ̂ Chairman Howard
Knox, Secretary J. Speller, Educa­
tional Director David Dukehart
Educational director reminded mem­
bers to upgrade at Lundeberg School.
No beefs or disputed OT reported..
Crew thanked steward department for
job well done.

OMI STAR (OMI Corp.), Dec. 12 —
Chairman Eugene Granthan,
Secretary K. Jones, Educational
Director J. Anderson, Deck
Delegate John Wolfe, Engine
Delegate Terrance Reed, Steward
Delegate Coy Hendricks. Chairman

OVERSEAS PHILADELPHIA
(Maritime Overseas), Dec. 27 —
Chairman E. Slwaeard, Secretary
Jose Rivera, Educational Director
Ross Hardy, Deck Delegate Robert
Pacheco, Engine Delegate D.
Vasquez, Steward Delegate Billy
Mitchell. Chairman reported smooth
trip. Secretary wished a Merry
Christmas and Happy New Ye^ to
all SIU brothers. He thanked deck
and engine departments for keeping
ship clean. No beefs or disputed OT
reported. Crew thanked steward
departmeht for good food and job
well done, especially Christmas din­
ner. Next port: Providence, R.I.

OMI WABASH (OMI Corp.), Dec.
2 — Chairman H. Jones, Secretary
R. Jones, Educational Director J.
Trent, Engine Delegate William
Beatty, Steward Delegate Anderson

SEA-LAND CHALLENGER (Sea-
Land Service), Dec. 13 — Chairman
R. Williams, Secretary H. Scypes,
Educational Director Ronald Smith,
Deck Delegate Juan Ayala, Steward
Delegate Genaro Rivera. No beefs
or disputed OT reported. Crew
thanked galley gang. Crew observed
one minute of silence in memory of
departed brothers. Next port:
Elizabeth, N.J.

They will be sorry to see him hang
up his apron for good! Next port:
Long Beach, Calif.

SEA-LAND EXPLORER (Sea-Land
Service), Dec. 27 — Chairman Jack
Kingsley, Secretary W. Burdette,
Educational Director Guy Pollard-
Lowsleyi Deck Delegate D. Roth-
man, Engine Eielegate B. Tapia,
Steward Delegate George Lee. No
beefs or disputed OT reported.

SEA-LAND HA WAII (Sea-Und
Service), Dec. 20 — Chairman J.
Carter, Secretary J. Jones, Educa­
tional Director D. Gordius, Steward
Delegate J. Laureta. Secretary
reported malfunction of freezer boxes
which resulted in lost stores. No
beefs or disputed OT reported.

SEA-LAND CONSUMER (Sea-
Land Service), Dec. 12 — Chairman
William Mortier^ Secretary G.
Boop, Educational Director die
Webber, Deck Delegate R. Funk.
No beefs or disputed OT reported.
SEA-LAND ENDURANCE (Sea-
Land Service), Dec. 6 — Chairman
E. Sierra, Secretary M. Kohs, Educa­
tional Director G. Evosevich. Educa­
tional director discussed importance
of upgrading at Lundeberg School.
He noted scholarships available to
SIU members and their dependents.
No beefs or disputed OT reported.
Crew gave special thanks to steward
department for Thanksgiving feast.
Crew extended sincere best wishes to
Chief Cook Roland Francisco, who
is retiring after 47 years with SIU.

SEA-LAND INTEGRITY (Sea-
Land Service), Dec. 27 —; Chairman
Stephen Argay, Secretary Pedro
Laboy, Steward Delegate William
Muniz. Chairman reminded mem­
bers who wish to sail on tankers that
mandatory benzene testing is nW
under way. He discussed importance
of working safely. No beefs or dis­
puted OT reported. Crew gave vote
of thanks to galley gang.

SEA-LAND NAVIGATOR (Sea-
Land Service), Dec. 13 — Chairman
Werner Becher, Secretary R. Spin-
gat, Educational Director W.
Stevens, Deck Delegate BUI Rack-
ley, Engine Delegate R. Zurfluh,
Steward Delegate Raymond Garcia.
Chairman reported good trip. Educa­
tional director discussed upgrading
opportunities available at Lundeberg
School. No beefs or disputed OT
reported. Crew thanked steward
department for excellent Thanksgiv­
ing dinner and in general the fine
food served on board. Crew lounge
needs new coffee machine. Next
port: Tacoma, Wash.

ir r

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••V • •



26 SEAFAREKSLOG FEBRUARY 1993

Lundeberg School Graduating Classes

Trainee Lifeboat Class 506—Graduating from trainee lifeboat class 506 are
(from left, kneeling) Raul Hernandez III, Adele George, Steven Roquemore, Kevin
Bowden, Casey Sutton, Adam Talucci, Lloyd Bates, Ben Cusic (instructor), (second
row) Sean Adkins, Darren Watson, Carol MacDonald, Cindy Winter, James Cedeno,
Cameron Brintley, Donas Armstrong, Ryan Reedy, (third row) Brett Hopsori, Brian
Sargen, Steve Stepanski, Justin Collins, Herbert Anderson Jr., (fourth row) Scott
Brietzke, Keith White, Troy Arrowoood, Robert Sweat III and Matthew Booth.

Able Bodied Seaman—Completing the AB course on December 7,1992 are
(from left, kneeling) Casey Taylor (instructor), Kamin Raji, P. Paul Staib Jr., Carl Nelson
Jr., James Keevan, James Speer, Marius Louw, Enrique Crespo, (second row) Joseph
J. Arnold, Martin Knezevich, Paul J. Fehling, David Elston, Joe Mieluchowski, Wayne
Powers, Dwyen Ringbauer, Andrew Eastman, (third row) Benjamin Shupp, John Wills,
Russell Williams, Greyson Brantley, Timothy Johnston, Thomas Zemiamek and Carlos
Bonilla.

Lifeboat- -Members of the December Third Mate
isr f992 graduating class receiving their lifeboat endorse­
ments are (from left, front row) Gabrial Williams, Tom Priscu,
John Brooks, Nick Reyes Jr., (second row) Uirry Rose,
Justin Golub, Walt Filleman Jr., George Demetropoulos and
J^e Karaczynski (instructor).

Graduating from the third mate course
on December 3, 1992 are (from left, front row) Ron
Raykowski (instructor), Tracy Reed, Anna Buyvid, John
Baker, (second row) Henry Scott III, Kevin Combs, Jim
Burt, George Davig, (third row) Patrick R. Hanning, Mark
Holman and Ray Snow. Not pictured is William Payne.

Hydraulics—Completing the hydraulics class on
December 15,1992 are (from left) Bill Foley (instructor),
Eric Bain, Jon Beard, Bruce Zenon, Richard Natoli, Troy
Robin, Darren Henderson, Daniel Johnson, Monroe
Monseur.

Silas Bent 7 Have Unplanned ̂ Reunion' at Piney Point
Seafarer Darryl Smith signed

off the USNS Silas Bent in Oc­
tober, but when he recently ar­
rived at the Lundeberg School to
upgrade to AB, for a moment he
must have thought he was back
aboard the oceanographic survey
ship.

Six of Smith's shipmates from
the Silas Bent already were
upgrading at the school when he
arrived in Piney Point, Md. "It felt
like a family reunion when I saw
all of them," he said. "Maybe it's
just a coincidence we're all here,
but I think more and more people
are getting the message that
upgrading is the only way to go."

Like Smith, Clay Swidas is
upgrading to AB. Faustino
Pereira is taking the QMED
course, while galley gang mem­
bers Daniel Idos, Gary Mooney
and Jeanette Ball each are taking
cook and baker. Additionally,
Mobney is taking lifeboat train­
ing and the GEO course, while
Ball is taking firefighting and
sealift.

Dick Higgins was enrolled in
celestial navigation, but in late
January he rejoined the crew of
the Mar Ship Operators vessel.

Higgins and Ball in fate 1991
were part of another unplanned
Silas Bent 'reunion' at the school.
They and three other shipmates
upgraded at the same time. In
fact, one of those five is Danyl
Smith's father, Donald, who sails
in the engine department and

From left. Clay Swidas, Daniel Idos, Gary Mooney, Faustino Pereira,
Darryl Smith and Jeanette Ball recently sailed together and now are
upgrading at the Lundeberg School. Not pictured is Dick Higgins.

joined the SlU four years ago,
after a 20-year career in the Navy.

Encouraged to Upgrade

For Idos, attending shipboard
union meetings, helped him real­
ize the benefits of upgrading. "In
every meeting, we always were
encouraged to upgrade," said the
30-year-old Seafarer, who joined
the union in August 1991. "That
definitely helped our awareness."

Idos, who often writes to crew-
members still on board the Silas
Bent, said he is impressed by the
quality and breadth of the school
at the Paul Hall Center for
Maritime Training and Education,
but he also appreciates the one-on-

one contact with instructors.
In the cook and baker course,

he is enjoying learning "how to
prepare breakfast on the grill and
how to make biscuits."

Idos added that upgrading is
more important than ever, largely
because of competition for jobs.

Ball, who joined the SlU two
years ago in Wilmington, Calif.,
said she has a simple reason for
upgrading frequently. "I'll be
very honest. 1 need to make more
money, and the way to do that is
to increase your skills and
knowledge—get better at your
job."

The native of Georgia said the
best part about the Lundeberg

School "is the instructors. They
are informative and friendly."

Ball, 48, signed off the Silas
Bent in November, following
voyages to Japan and Hong Kong.
"1 love the travel that goes with
my job, and 1 don't mind the
shopping in places like Hong
Kong, either,'' she said with a
laugh.

, Similarly, Mooney chuckles
"when 1 go home and see ads on TV
offering trips to Hawaii for $400 or
whatever amount. I've sailed there
and gotten paid for it."

Like most of his fellow
upgraders from the Silas Bent,
Mooney, 27, is fairly new to the
SlU. He joined in San Francisco
in June 1991.

But again like the others, he
headed for the Lundeberg School
as soon as he had enough sea time
to be eligible to upgrade. "1 like
the variety of classes that are
available," he said. "Upgrading
will help me in my career and help
me get a better-paying job."

Moreover, Mooney and the
others all praised the captain of
the Silas Bent, Ernest Queck, for
his professionalism and leader­
ship. "He was like a father fig­
ure," Mooney said. "Really, he
and all the other officers are ter­
rific to work with."

School Rewards Effort
The six Seafarers interviewed

for this story agree that the Lun­
deberg School rewards the am­

bitious. Opportunities abound at
Piney Point, they said, but it is up
to each individual to maximize
his or her chances to learn, im­
prove and hone skills.

"This school is fabulous, and it
definitely makes people more effi­
cient at their jobs when they return
to the ships," said Pereira, 66. "This
is an opportune time , for me to
upgrade, and I'm enjoying it."

Swidas, a 25-year member of
the union, said he likes the down-
to-earth nature of the Lundeberg
School instructors. "They're like
your shipmates," said the native
of Cleveland.

Swidas added that he was
pleasantly surprised when he met
his old Silas Bent shipmates at the
school. "It's nice to know a few
people right off the bat."

For Smith, the school has been
everything his seafaring father
said it is. "He always kept telling
me, 'Go to that school. The
facilities are great.' Well, he was
100 percent right," said the deck
department member. "Not many
organizations have something
like this school—not only the
facilities but the staff."

Smith has been with the SlU
since August 1991. He already
has a long-range goal: to continue
upgrading in order to become a
third mate.

"The opportunities certainly
are here," he said. "1 plan to con­
tinue advancing, and 1 hope that
makes my father proud."

-J

- m...



FEBRUARY 1^ SEAFARERS IM 27

LUHDEBBRG SCHOOL
1993 UPGRADING COURSE SCHEDULE

The following is the current course schedule for classes beginning between
March and July 1993 at the Seafarers Harry Lundeberg School of Seamanship
located at the Paul Hall Center for Maritime Training and Education in Piney Point,
Md. All programs are geared to improve job skills of Seafarers and to promote the
American maritime industry.

The course schedule may change to reflect the needs of the membership, the
maritime industry and—^in times of conflict—the nation's security.

Deck Upgrading Courses
Check-In Completion

Course Date Date
Able Seaman March 29 May 7

May 24 July 2
July 19 August 27

All students must take the Oil Spill Prevention and Containment class.

Shiphandling AprU2i5 May 7
June 21 July 2

^dar Observer - Unliniited j March 1 March 5
April 19 April23
May 17 May 21 • . - July 12 July 16

Celestial Navigation March 15 April 9
May 24 June 18
July 19 August 13

Third Mate May 3 August 13

Safety Specialty Courses
Check-In Completion

Course Date Date
Oil Spill Prevention and March 15 March 19

Containment May 24 May 29
Lifeboatman March 1 March 12

March 29 April 9
April 26 May 7
May 24 June 4
June 21 July 2
July 19 July 30

Tankerman April 26 May 21

Basic/Advanced Fire Fighting March 16 March 26 Basic/Advanced Fire Fighting
May 11 May 21
July 13 July 23

Sealift Operations & Maintenance March 22 April 16
May 10 June 4
July 5 July 30

UPGRADING APPUCATWH
Name Date of Birth

Address.
(Last) (Fiist) (Middle) Month/Day/Year

(Street)
Telephone _L

(Oty) (State) (Zip Code) (Area Code)

Deep Sea Member D Lakes Member IZJ Inland Waters Member Q Pacific IZI

If the following information is hot filled out completely, your application will not
be processed.

Social Security #.

Seniority

Book#

. Department

if.S. Citizen: • Yes • No Home Port.

Endorsement(s) or License(s) now held '

Are you a graduate of the SHLSS trainee program?

If yes, which program: from to

• Yes GNO

Last grade of school completed

Have you attended any SHLSS upgrading courses?

If yes, course(s) taken

• Yes • No

Have you taken any SHLSS Sealift Operations courses?

If yes, how many weeks have you^pompleted?_

• Yes GNO

Do you hold the U.S. Coast Guard Lifeboatman Endorsement?

• Yes GNO Firefighting: G Yes ONO CPR:GYes. GNO

Date available for training • ;• ^

Primary language spoken ' • •- • ;•

Course

RecertmcaUon Pmgnuns
Check-In
Date

Completion
Date

Bosun Recertification

Steward Recertification

March 29

June 28

May 3

August 2

StewanI Up^iHng Courses

Course
Check-In
Date

Completion
Date

Assistant Cook» Cook and Baker

Chief Cook, Chief Steward

All open-ended (icontact admissions
office for starting dates)

All open-ended (contact admissions
office for starting dates)

.<-r:

Oigfne UpgrarHag Courses
Check-In Completion

Course Date Date
QMED-Any Rating Aprill2 July 2

July 19 October 8
Fireman/Watertender and Oiler April 12 May 21

June 7 July 16
All students must take the Oil Spill Prevention and Containment class.
Pumproom Maint. & Operations June 21 July 30
Refrigeration Maint. & Operations March 29 May 7

July 6 August 13
Marine Electronics—^Technican H March 15 AprU23
Hydraulics June 7 July 2
Welding March 29 Apra23
Diesel Engine Technology March 1 March 26
Refrigerated Container

A a a » ^ 1 1 •
May 10 June 18

1992'93 Adult Education Schedule
The following courses are available through the Seafarers Harry Lundeberg
School. Please contact the admissions office for enrollment information.

Course
Check-In
Date

Completion
Date

High School Equivalency (GED)
Adult Basic Education (ABE)
English as a Second Language (ESL)

All open-ended (contact
admissions office for starting
dates)

College Program Schedule for 1993
FULL 8-week sessions April 17 June 4

With this application COPIES of your discharges must be submitted showing sufficient
time to qualify yourself for*the course(sj requested You also must submit a COPY of
each of the following: the first page of your union book indicating your department
and seniority, your clinic card and the front and back of your Lundeberg School
identification card listing the course(s) you have taken and completed The Admissions
Office WILL NOT schedule you until all of the above are received.

RATING DATE DATE OF
VESSEL HELD SHIPFED DISCHARGE

SIGNATURE. .DATE.

I am interested in the following
courts) checked below or indicated
here if not listed

•

•

•

•
•
•
•
•

DECK
AB/Sealift
Jst Class Pilot
Third Mate
Radar Observer Unlimited

•
•

•

•

•
•
•

Master Inspected Towing
Vessel
Towboat Operator Inland
Celestial Navigation
Simulator Course

•
•
•
•

Marine Electrical
Maintenance
Pumproom Maintenance &
Operation
Refrigeration Systems
Maintenance & Operation
Diesel Engine Technology
Assistant Engineer/Chief
Engineer Motor Vessel
Original 3rd Engineer Steam
or Motor
Refrigeriated Containers
Advanced Maintenance
Electro-Hydraulic Systems
Automation
Hydraulics
Marine Electronics
Technician

•
•

•

•

ALL DEPARTMENTS
Welding
Lifeboatman (must be taken
with another course)
Oil Spill Prevention &
Containment
Basic/Advanced
Fire Fighting

•
•

•
•

ENGINE
• FOWT
n QMED—Any Rating

' D Variable Speed DC Drive
Systems (Marine Electronics)

•
•
•
•
•

STEWARD
Assistant Cook Utility
Cook and Baker
CThief Cook
Chief Steward
Towboat Inland Cook

•

ADULT EDUCATION
DEPARTMENT

Adult Basic Education (ABE)
High School Equivalency
Program (GED)
Developmental Studies (DVS)
English as a Second
Language (ESL)
ABE/ESL Lifeboat
Preparation

•
COLLEGE PROGRAM

Associate in Arts Degree

Transportation will be paid in accordance with the scheduling letter oidy if you present original receipts and successfully
piele the course. If you have any questions, contact your port agent before departing for Piney Point
RETURN COMPLETED APPLICATION TO: Uindeberg Upgrading Center, P.O. Bo* 75, Piney Point MD 20674. ,

2/93

.<-
'{.U' v;'

.11.

... .'^0':' • •• ••



SEAEUaXS
Volume 55, Number 2 February 1993

SUMMARY ANNUAL
REPORT

Great Lakes Tug and
Dredge Pension Plan

Page 23

New OS Learns Meaning of Trust from LNG Crew
For any crewmember boarding

a vessel for the first time, the mean­
ing of one word is learned very
quickly in order to have any chance
of success. That word is "trust."

OS Debbie Textor learns about
trust on her first time at sea.

To a graduate of the Seafarers
Harry Lundeberg School of
Seamanship working on her first
vessel since leaving Piney Point,
the meaning of that word was
driven home from the first day.

"When you spend every day
with the same people working
and relaxing, you learn you have
to depend on them and be honest

OS Terrence "T-Bone" Boney
heads for his quarters.

with them," OS Debbie Textor
told the Seafarers LOG shortly
after she signe'd off the LNG
Capricorn. "You cannot lie to
your shipmates because they are
depending on you as much as you
depend on them. What else do
you have to build trust with your
fellow crewmembers?"

Textor boarded the 946-foot
vessel in August 1992 after suc­
cessfully completing the trainee
and LNG programs at the Lun­
deberg School. "At first I was
scared and shy. Then, when you
are working with and seeing the
same people, you get chummy
and friendly."

Airlift Preparations
She witnessed firsthand how

trust worked when a crewmember
went into an epileptic seizure.
"Everyone pulled together. No
questions were asked. Each mem­
ber accepted his Or her assign­
ment to make sure the member
could be airlifted safely. We
knew it had to be done."

The Capricorn was a day out
of Japan when the attack started
after dark. The captain radioed
the U.S. military base at Okinawa
for help. The air ambulance could
not arrive until dawn, so crew-
members took turns watching
over their friend between their
own shifts as the liquified natural
gas vessel changed course until
the helicopter arrived.

When crewmembers went
ashore, trust once again played an
important role. Textor stated each
new member was advised as to
which places were safe and wel­
comed Americans, especially iti
Indonesia where the LNG vessels
operated by ETC have two ports
of call.

"Indonesia is an Islamic na­
tion. Women there can be com­
pletely covered except for their
eyes and hands, even when the
temperature reaches 110 degrees.
The guys on the ship showed us
the ropes so we knew what we
could do."

Crew 'Very Helpful'
The member of Lundeberg

class 499 had nothing but praise
for the crew headed by Bosun
Charlie Kahl. "They are fantas­
tic. Being new, I had a lot of ques­
tions. Everyone took the time to
show me or teach me the right
way to do what was needed on
ship."

Textor was one of two females
aboard the Capricorn. Although
the years of experience among the
crew varied from decades to new­
comers, the only place where
Textor encountered any supersti­
tions about women on board a
ship took place on land in Japan.

"In Japan, they believe any
woman on a ship is bad luck," she
noted. "And if there is a woman
on the ship, it's automatic that
they are in the galley washing
dishes or making beds. When
Japanese men and women] heard
worked on the deck, it was un­

real to them."

Boats Chased by Devil
Another superstition that Tex­

tor heard about and had to react to
was the one held by Japanese
fishermen that the devil chases
their boats at sea.

"When we would enter a
Japanese port, extra watches were
posted to make sure none of the
fishing boats were cutting too
close across our bow. These boats
are like our pleasure boats—14 to

:.'L .:v r •

Barbecues are special occasions on the LNG vessel. Crewmembers
enjoy the food and fellowship while storm clouds gather behind them.

The "bow gang" waits for the tug in Himeji, Japan. They are, from left:
OS John Gillespie, 3rd Mate Jim Seliskar, Bosun Charlie Kahl, AB
Ken Steiner and AB Zain Basir.

The galley gang of (from left) SA Henry Freeman, SA Larry Anderson
and Chief Steward Norman Duhe watch over the grill.

Standing in front of the LNG Capncom tied up at a pier in Bontang, Indonesia is SA Henry Freeman. OS
Textor provided the Seafarers LOG with the photos on this page.

30 feet in length. They try to cut
across our bow as close as pos­
sible in the belief that if any large
ship gets between them and the
devil, they can sail on to their
fishing grounds arid have good
luck fishing because the devil will
not find them.

"At any one time, there could
be five or six boats trying to cut
across our bow. We repeatedly
had to change course to keep from
hitting them."

Textor plans to upgrade in the
engine department as soon as she
has the time. She praised the Lun­
deberg School especially for the
LNG course which she said
"helped me to know what I would
be doing when I arrived." She
enjoyed seeing Iridonesia, Japan
and the Philippines while work­
ing on the LNG vessel and looks
forward to visiting more df the
world in her travels.

OS Kevin Young chips a
monitor on the vessel's bow.

Help Find This Missing Child
The National Center for

Missing arid Exploited Children
has asked the Seafarers Interna­
tional Union to assist them in
locating Leigh Marine Occhi, a
13-year-old from Tupelo, Miss.

Missing since August 27,
1992, the child was last seen at
her home. Foul play is
suspected.

At the time of her disap­
pearance, the blonde-haired,
hazel-eyed girl was 5 ft. 2 in. tall
and weighed 95 pounds. She
wears glasses.

Anyone having information
on the disappearance of Leigh
Marine Occhi should contact
the National Center for Missing
and Exploited Children at (800)
843-5678 or the Tupelo (Miss.)

Police Department's Missing
Persons Unitat (604) 841-6490.

Leigh Marine Occhi

• ••• --''I'-'