Seafarers Log: Vol. 55 No. 5 (1993-05-01)

OFFIClAl OKGAN OF THt SEAFARIRS INTCRNATIONAl UNION • ATiAlffIC GUIF, LAKIS AND INLAND WATIR5 DISTRIQ • AFKIO

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Volume 55, Number 5 May 1993

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Seamen's
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BULLETIN—In a joint action, major seamen's
unions have filed suit in federal court against a Coast
Guard-imposed tax on seamen's documents and
licenses.

The action was announced by the heads of the
organizations: SlU President Michael Sacco; District
No. 1 MEBA/NMU Unlicensed Division Chairman
Louis Parise; District No. 1-PCD, ME^A President
Gordon Ward; AMO District 2 MEBA President
Raymond McKay and MM&P President Timothy
Brown. Two SlUNA Pacific District presidents—
Gunnar Lundeberg of the SUP and Henry Disley of
the MFOW—also joined the action. Page 3.

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2 SEAFMERSLOG MAY 1993

President's Report 1993 Paul Hall Lecture

Unfair Taxation of Seamen
In an effort to halt the charges the U.S. Coast Guard is now at­

taching to seamen's documents and licenses, the Seafarers and the
four other major seamen's unions filed a lawsuit against the agen­

cy in federal district court last month. The
Coast Guard put into effect on April 19 a
scheme it concocted three years ago to make
seamen and boatmen pay for their Coast Guard
required documents and licenses.

Basically, the government is charging the
men and women who earn their living working
on U.S.-flag vessels a "work tax." It is not a
practice in this democratic nation of ours to
make a person pay for the privilege of going to
work. Yet, that is exactly what seamen and
boatmen have to do now because of these so-
called Coast Guard user fees.

It has taken the U.S. Coast Guard two years to implement their
plan to charge fees for documents and licenses. The agency first
announced its intent to levy a fee in June 1991. The SIU raised im­
mediate and strong objections; so did thousands of individual
seamen. The SIU filed a lawsuit stating the fees were in reality a
tax and therefore unconstitutional and, on top of that, were deter­
mined unscientifically—based on bad and inconsistent data. The

Michael Sacco

Maritime Officers, which is also known as District 2 Marine
Engineers' Beneficial Association; District No. 1 -PCD Marine
Engineers' Beneficial Association and the International Organiza­
tion of Masters, Mates and Pilots (MM&P).

House Subcommittee Fights for Fairness
The House Subcommittee on Merchant Marine, chaired by Con­

gressman William Lipinski, recently brought about an end to the
unfair shipping practices of Kuwait. This nation, over which the
United States launched Operation Desert Shield, had promised
U.S.-flag carriers access to cargoes needed for rebuilding the na­
tion after the Gulf war. But it had reneged on the deal, putting all
the cargo on Kuwaiti ships.

Last year, Congresswoman Helen Delich Bentley demanded
the Kuwaiti government stop discriminating against U.S. shipping.
This year. Congressman Lipinski and the House Merchant Marine
and Fisheries Committee followed up by warning the Kuwaiti
government that if the situation did not change, the U.S. govern­
ment could begin an investigation that could result in big fines for
Kuwaiti ships if discrimination against U.S. ships was proven.

Last month, in response, Kuwait announced that up to 50 per­
cent of the cargoes directed at rebuilding activities would be car­
ried by U.S.-flag ships.

Congresswoman Bentley's work, the vigilance of Congressman
Lipinski, the support of the members of the House Merchant
Marine and Fisheries Committee and its subcommittees have
meant cargo for U.S. ships and consequently jobs for American
seafarers. But more importantly, their continued efforts to revitalize
the American merchant marine serve the entire nation and the world.
After all, a U.S.-flag fleet capable of a swift and massive sealift such
as the one which took place in Desert Shield/Desert Storm, is in the
nation's—and in some cases other countries'—security interests.

New Faces at MarAd
President Bill Clinton has nominated two top flight people to

key Maritime Administration posts. Retired Vice Admiral Albert
Herberger, appointed to the job of MarAd administrator, brings to,
the job 35 years of Navy experience and 18 years of sailing in the
U.S. merchant marine. The nominee for the position of MarAd
deputy administrator, Joan Yim, is a professional planner with a
strong background in infrastructure and government administration.

During his years as Deputy Commander-in-Chief of U.S.
Transportation Command, the military's transportation logistics
coordinating center, 1 had an opportunity to work with Vice Ad­
miral Herberger in my capacity as president of the SIU. Noting his
deep commitment to a U.S.-flag presence on the high seas, I
believe this country will be well served by the new Maritime Ad­
ministrator.

Certainly, both Vice Admiral Herberger and Ms. Yim have our
sincerest good wishes and pledge of cooperation in the future.

SIU Ships Spotless
Recently, I had an opportunity to visit with many Seafarers

aboard SlU-contracted vessels docked in the ports of San Francisco
and Oakland. The ships were spotless, well mn, and gleamirig—a per­
fect example of the SIIJ slogan "An SIU Ship Is a Clean Ship," / / /,

I'm proud of the job Seafarers are doing every day oh U.S.-flag
ships around the world. This makes me proud to represent
Seafarers, the best seamen in the world.

Gen, Cassidy Urges Speedy Action
tin a New U,S, Shipping Policy

judge assigned to the lawsuit would not hear the case. He said that
since the so-called user fee on marine documents and licenses was
just a proposal and no one had been actually hurt yet by the fee,
the matter was not ready for court review. While we did not get
our day in court then, I believe the lawsuit, as well as the protests
lodged with the Coast Guard, had the effect of delaying the im­
plementation of the scheme for more than a year.

Now thk the government has begun to implement this work tax
on seamen, we can have our day in court. The issue is so fun­
damental, so critical, that the major unions in maritime repre­
senting seamen have joined together in an effort to fight the work
tax, including District No. LMEBA/NMU Unlicensed Division,
which represents the seamen of the former National Maritime
Union seamen; and three marine officers' unions—American

The United States has been too
long in bringing forth a program to
provide this nation the merchant
marine it requires, charged retired
four-star Air Force General Duane
H. Cassidy, who gave the 1993 Paul
Hall Memorial Lecture.

Gen. Cassidy, who is now a
senior vice president for CSX
Transportation, urged the ad­
ministration, Congress and the in­
dustry to work together to craft
legislation for a U.S. shipping
policy that will ensure a U.S.-flag
fleet on the high seas. He warned,
"If this call to action is not heard, if
we do not do this now, if there is no
bill passed in the first year of the
new adminisratioil, then our
government will have succeeded in
doing what Hitler and the Third
Reich could not do, and that is to
sink the U.S. merchant marine...."

Speaking to an audience of
some 150 representatives of the
maritime industry, the administra-

General Duane Cassidy called for cooperation between the ad­
ministration, Congress and the industry to develop a program to save
the U.S. fleet.

In introducing General Cassidy,
Herbert Brand, chairman of the
Paul Hall Memorial Committee,
praised the speaker's "determina­
tion, gutsiness and leadership."

tion. Congress and academia on
April 22 in Washington, D.C., Gen.
Cassidy said he was "using this
forum dedicated to the most
courageous labor leader in our
time—Mr. Paul Hall" to issue "a
call for action," a plan to "save" the save
American merchant marine.

Hall's Legacy
In opening the session. Dr.

Robert Friedheirn, director of the
Sea Grant Program of the Univer­
sity of Southern California's Han­
cock Institute for Marine Studies,
said the lecture series is named for
Paul Hall, the late president of the
Seafarers International Union, and
supported through an endowment.

Before introducing Gen. Cas­
sidy, Herbert Brand, who serves as
chairman of the Paul Hall
Memorial Committee and worked
closely with the late SIU president
in many efforts to build the U.S.
maritime fleet, reminded the
audience how the endowment,
which was established in 1987 at
the University of Southern Califor­
nia, and its lecture program, got
started. "This series of lectures is
the result of efforts by friends and
associates of Paul Hall in the
maritime industry, organized labor,
in government and the private sec­
tor as a means of paying continuing
respect to the memory of a man
whose leadership contributed so
much to the industry—inspiration-
ally and pragmatically," he said.

' Brand said Paul Hall would have
been "intrigued" by the 1993 lec­
turer. "General Cassidy's vigor, his
detennination, gutsiness and leader­
ship abilities, his achievements as a
manager and people person, and his

unswerving commitment to a U.S.-
flag presence on the high seas would
have had Paul's unqualified respect
and admiration."

The general retired after 36
years in the armed forces after serv­
ing as the first commander of the
then newly established, globalU-S.
Transportation Command of the
military. Brand said. From his posi­
tion as chief of the military's
transport logistics arm. Gen. Cas­
sidy "set the adrenaline flowing in
the maritime industry's veins with
his quick grasp of the plight of
maritime and its effect on the na­
tional security. No one did more in
trying to move the White House to
take positive action in support of a
viable merchant marine," Brand
recalled.

Cassidy referred in his lecture to
that period in his life when he first
became acquainted with the U.S.-
flag merchant fleet.

"So here I was, an airman, a guy
with an airlift background, put in a
role that demarided a focus on
sealift," he told the audience. "I
wrote letters. I made speeches. I
met the people who operate the
ships. I met the people who built the
ships. I spent time at the Harry Lun-
deberg School of Seamanship.

"1 got a crash course in the mer­
chant marine and discovered what
many people here already know: it
gets in your blood. It gets in your
blood because of the awesome con­
tributions of the past and the need
yet to come."

The general pointed out that the
merchant marine is a vital part of
the nation's defense transportation
network.

"In times of national emergency,
such as the recent Persian Gulf war,
there is no acceptable alternative to a

powerful U.S. merchant marine
with its modern, competitive ships
and skilled American crews."

Can't Count on Runaways
Cassidy discounted the argu­

ment that vessels owned by
Americans but registered in nations
that fly a flag of convenience like
Panama, Liberia bf Vanuatu could
be counted on to aid the United
States in a time of crisis.

"Foreign-flagged ships may
mean that ownership and control
are no longer in U.S. hands, and the
loyalties and availability of crew-
members cannot be assured. This
makes military access to these vital
resources—including related inter-
modal systems—unpredictable.

"I spent a full career as a military
man attempting to create predict­
ability—the present situation un­
dermines all such training and
planning."

Proposed Changes
Four years ago, while he still

headed the Transpor' ition Com­
mand, a member of the congres­
sional committee asked Cassidy
whaf he would like to see done to
create a healthy merchant marine.
The general told his audience that
his words back then ring true today.

Among the changes he sug­
gested then and now were to reform
U.S. tax policies that place a heavy
burden on U.S.-flag carriers com­
pared to foreign-flag operators,
eliminate regulations that increase
the cost of U.S.-flag operations and
work out a different approach
toward subsidies.

At the conclusion of his address.
Dr. Friedheim presented Cassidy
with a glass etching in the likeness
of Paul Hall.

The full text of Cassidy's Paul Hall
Memorial Lecture is on pages 14-15.

Volume 55, Number 5 May 1993

The Seafarers LOG (ISSN 0160-2047) is published
monthly by the Seafarers International 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. Mines; Art, Bill
Brower.

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MAY 1993 SEAFARERS LOG 3

Seamen's Unions Unite to Fight 'Work Tax'
Concerned with the impact of

a work tax on American seamen,
major maritime unions have
Joined in a fight to knock out the
levy. On April 19, the unions
jointly filed a lawsuit in Federal
District Court aimed at having the
so-called user fees on marine
documents and licenses declared
unconstitutional.

Joining the lawsuit filed in the
U.S. District Court for the District
of Columbia are the Seafarers In­
ternational Union of North
America, the Unlicensed
Division of District No. 1 Marine
Engineers' Beneficial As.socia-
tion/National Maritime Union,
District No. 1—Pacific Coast
District Marine Engineers'
Beneficial Association, the

Firemen's Union, both of which
are affiliated with the Seafarers.

Five individual mariners-
Anthony Primeaux, William H.
Mulcahy, John Paul Hoskins,
James C. Oliver and Perry O.
Lawrence—also are plaintiffs in
the suit filed against the Coast
Guard and Federico Pena, the
secretary for the Department of
Transportation, which oversees
the Coast Guard.

American Maritime Officers Dis­
trict 2 MEBA and the Internationa
al Organization of Masters,
Mates and Pilots. Also joining in
the fight are the Sailors' Union of
the Pacific and the Marine

'Discriminatory Tax'
In announcing the suit, which

was filed April 15, SIU President
Michael Sacco said, "This is an
entirely inequitable and dis­
criminatory tax on seamen. It puts
a tax on a mariner obtaining
employment."

The suit contends the work tax
is unconstitutional and was calcu­
lated inaccurately by the federal
agency. The basis of the action is
that only Congress can pass a tax,
and the legislative body cannot

delegate authority to another
branch of government to devise
and levy such revenue raising.

The imposition of the work tax
has its origins in the 1990 Om­
nibus Budget Reconciliation Act.
Included in the bill was a repeal
of the long-standing statute that
prohibited the Coast Guard from
collecting fees for licenses for
certain shipboard positions.

The suit points out that the
Congress in the 1886 Shipping
Act prohibited the government
from charging for services estab­
lished by the 1852 Steamboat
Act, which set standards to
protect life and property at sea.
The then-commissioner of
navigation in his accompanying
1886 report stated that these
federal requirements were "for
the purpose of government and
not for the benefits of the shipping
interest.

When Congress passed the
1990 budget act, the suit contends

World's Giant Grain Exporters
Attempt to ScutUe Carriage
On U,S. Ships of Food Aid Cargo

Once again, the giant grain ex­
porters are seeking to scuttle the
law of the land that requires a
certain portion of U.S. govern­
ment-aid cargoes to be carried on
American-flag ships, a program
known as cargo preference.

Not satisfied with their profit-
swollen, U.S.-government sub­
sidized grain sales, the giant
agricultural commodity dealers
and their allies in Congress have
launched a vitriolic attack on U.S.
shipping. Their current platform
is the U.S.-government aid pro­
gram to Russia.

The $ 1.6 billion U.S. aid pack­
age to Russia was pre.sented by
President Bill Clinton to Russian
President Boris Yeltsin during an
April 3-4 weekend summit in
Vancouver, British Columbia. It
allocated $700 million of grain
and agricultural products credit.s,
$194 million of new direct food
aid (which brings the total direct
food a,ssi.stance to $425 million in
thecurrent-fiscal year), $215 mil­
lion for dismantling the Russian
nuclear arsenal and $50 million
for a joint Russian-American
enterprise fund to help establish
business opportunities for
American and Russian
entrepreneurs, among other
items. «

The $700 million of grain and
food credits come from the U.S.
government's Food for Progress
program. The terms of payment in
this program are extremely easy
and favorable—3 percent interest
rates, extended repayment plans
and a six-to-sevfen-year grace
period for payments. The U.S.
government in this program and
in any of its grain and food export
policies ensures that the agricul­
tural products commodity dealers
are paid, and paid at subsidized,
often inflated prices. The risk of
nonpayment is borne by the U.S.
government.

In other Russian aid measures
of the Clinton administration, an
AP wire story reported the
governments of the two nations
are close to securing $2 billion
through the Export-Import Bank
to help the Russians purchase of
American oil and gas equipment

and services. Another govern­
ment agency has put forwarc
$150 million in financing for a
Conoco oil project in Russia.

On April 5, AP reported that
President Clinton said the Rus­
sian people would yield "immedi­
ate and tangible results" from the
$1.6 billion aid package, and that
it, would benefit Americans as
well. "The package includes
direct grants and credits for the
purchase of food and other
goods," the wire story said.

That U.S. businesses and
citizens would benefit from the
aid package is evident from the
list of programs proposed by the
Clinton administration.
American farmers, giant grain
dealers, American oil and gas
companies, and other American
businesses stand to receive a
share of the government's lar­
gesse.

This fact did not stop the
spokesman of the giant grain
dealers from an attempt to have
the U.S.-government supported,
U.S. grown grain shipped on
foreign-flag ships.

On April 6, in an AP wire
story, Steve McCoy, president of
the North American Export Grain
Association, launched an attack
on the U.S.-shipping component
of the aid program.

McCoy's North American Ex­
port Grain Association (NAEGA)
is the front organization for the
world's largest grain traders, in­
cluding many foreign companies
and many enterpri.ses with their
own foreign-flag shipping opera­
tions.

Among NAEGA's members
are Mitsubishi International
Corp., Mitsui Grain Corp., C.ltoh
& Co., Zen-Noh Unico American
Corp. (all of which are Japanese-
owned companies), Ferruzzi
USA, Central Soya Corp.,
Italgrani USA (three companies
with Italian ownership). Elders
Grain (Australian), Garnac (Swit­
zerland-based ownership). Car-
gill, Inc., Continental Grain,
ConAgra Grain Corp., among
others.

Following NAEGA's com­
ments, certain congressmen

began suggesting that the U.S.
government should allow the
U.S. food aid cargoes to be car­
ried on foreign-flag ships. Rep.
Bill Barrett (R-Neb.), for ex­
ample, has introduced three bills
that would waive cargo
preference rules that apply to the
Russian aid package.

As the LOG was going to press
on April 30, the Journal of Com­
merce reported the Clinton ad­
ministration had announced
there would be no presidential
waiver of cargo preference re­
quirements on upcoming food
aid shipments stemming from
the $700 million grain and food
aid package.

the purpose for dropping the ban
on fees for merchant documents
was to "increase revenue to fur­
ther reduce the budget deficit."

Iinprecise Data Used
The plaintiffs stated that the

Coast Guard used inaccurate in­
formation to establish the fee
levels. To back up the charge, the
suit noted the commanding of­
ficer of the agency's New York
Marine Inspection Office com­
plained that he had only one week
to respond to a headquarters re­
quest for the amount of time used
by Coast Guard personnel to
process merchant mariner docu­
ments and licenses. The officer
wrote that "those times and per­
centages noted are not an accurate
account concerning activity at
this... center."

Another flaw in determining
the scale for documents and licen­
ses, according to the suit, was the
Coast Guard's use of the annual
pay of "an average" merchant

The plaintiffs have asked the
federal court to declare the user
fees an unconstitutional imposi­
tion of a tax and seek an injunc­
tion against the implementation
of the rules requiring collection of
such fees.

Cost Ranges
The Coast Guard announced

on March 19 in the Federal
Register final rule on the work
tax. Costs, which the federal
agency did start collecting on
April 19, range from $35 for a
duplicate z-card, licen.se or cer^
tificate of registry to $272 for an
upper level license.

The Transportation Depart­
ment agency said it would collect
fees for issuance, examination
and evaluation purposes. For a
Seafarer seeking to upgrade from
ordinary seaman to able bodied
seaman, the cost would be
$135—$60 for an evaluation fee.

manner.
Job Differences Ignored

However, the federal agency
failed to consider the different
pay scales, shipping seasons and
nature of employment among the
various deep sea mariners and in­
land boatmen. The lawsuit stated,
"Based on these salary projec­
tions, the Coast Guard concluded
merchant seamen could afford the
licensing and documenting fees,
arguing that 'on an annualized
basi s, user fee costs to the average
employed seaman should repre­
sent significantly less than one
day's wages.'"

Not factored into these costs
was the fact that merchant
mariners continuously upgrade
and test based on their increased
experience and training. "It is
through the endorsement process
that these individuals augment
their training and responsibilities
for activities such as firefighting,
lifeboat duties and radar opera­
tions," the suit added.

$40 for an examination fee and
$35 for a new, updated z-card.

Noting the costs being charged
to maritime officers by the federal
agency, AMO District 2 MEBA
President Ray McKay stated,
"The U.S. Coast Guard's license
fees will discourage professional
advancement in an essential in­
dustry and aggravate the growing
shortage of qualified licensed
labor U.S. defense planners must
call on for sealift service in na­
tional security emergencies.
What civilian American seafarers
need are more jobs, not more bur­
dens."

Supporting McKay's com­
ments against the imposition of
the fees on the members of his
union as well as all merchant
mariners was Gordon Ward,
president of District No. 1-PCD,
MEBA. "It's kind of cynical to
stick our people with this bill
when Congress already caved in
to political pressure on recrea­
tional boating user fees," Ward

Continued on page 6

Herberger Named to Head MarAd
Joan Yim Appointed Deputy Administrator

Retired Vice Admiral Albert
Herberger, a career Navy man who
began-his life at sea as a merchant

mariner, has
been selected
by President
Bill Clinton
to be the next
head of the
U.S. Maritime
Administra­
tion (MarAd).

Announced
at the same
time to serve
as the deputy

Albert Herberger administra­
tor is Joan

Yim, a supervising planner at a
Honolulu construction firm who
also has experience in policy
analysis, community planning
and government affairs.

SIU President Michael Sacco
praised the selection of Herberger
to head MarAd. "President Clin­
ton would be hard pressed to find
another leading candidate who
would be as skilled and qualified as
Admiral Herberger," Sacco said.

The SIU president noted he
las worked with the nominee
when Herberger served on the
U.S. Transportation Command
and is "looking forward to work­
ing with him again."

Herberger is a graduate of the
U.S. Merchant Marine Academy in
Kings Point, N. Y. He sailed aboard
merchant vessels before joining the
Navy in 1958.

During his career in the
military service, Herberger ac­
cumulated more than 17 years of
executive experience involving
all aspects of managing man­
power resources including
recruiting, training, education,
distribution and logistics. The last
position he held before retiring
from active duty in April 1990
was deputy commander-in-chief
of the U.S. Transportation Corn-
mand. In that post, he was respon­
sible for developing and
implementing a strategy to promote
government and civil sector sup­
port for improvements in all modes
of national transportation.

In August 1990, the Albany,
N.Y. native became vice president
for maritime affairs at the Interna­
tional Planning and Analysis Center
of Arlington, Va. He has served as
the vice chairman of the sealift com­
mittee for the National Defense
Transportation Association. His in­
terest in maritime since the Navy
also included being a member of the
Navy League of the United States
Merchant Marine Affairs Commit­
tee and the Society of Navy

League Ar­
chitects and
Marine En-
g i n e e r s
Sealift Panel.

Yim brings
mpre than 17
years of com­
munity-based
planning,
policy
analysis, pro­
ject ^sign and
management. Joan Yim
inter-agency coordination and
government affairs to the position
of deputy administrator.

From 1975 to 1992, she
worked with the Hawaii Office of
State Planning as a planner on
issues relating to natural resource
and coastal zone management
and public infrastructure financ­
ing, among other issues.

In her present job, she is a super­
vising planner with the Honolulu-
firm of Parsons Brinckerhogg
Quade and Douglas. She holds a
bachelor's degree from Connec­
ticut College and pursued graduate
studies at the University of Hawaii.

The Senate Commerce,
Science and Transportation Com­
mittee is expected to hold its con­
firmation hearings for both
Herberger and Yim by summer.

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4 SEAFMBRSLOG MAY 1993

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Union Seeks U.S. Commitment
To independent Fishermen
in iWagnusen Reautberizatien

The SlU is urging Congress to
retool the national law that covers
the conservation and manage­
ment of U.S. fisheries resources,
known as the.Magnuson Act,
during hearings being held to
reauthorize the legislation for
another five years.

Speaking April 21 before the
House Fisheries Management
Subcommittee, Jessica Smith,
SIU director of communications,
told the panel that "the fruits of
the Magnuson Act have turned
sour.

"There is widespread disil­
lusionment with the role of the
government in the process of
fisheries management. There is a
feeling that the National Marine
Fisheries Service and the
Regional Fishery Management
Councils are in the business of
driving fishermen out of busi­
ness."

Smith, who was joined at the
congressional hearing by SIU-
member commercial fishermen
and fish-canning workers from
New Jersey, Washington and
Alaska, explained that the way
the system now works "the big
winners of the management
process are huge vertically in­
tegrated corporations with deep
enough pockets to withstand the
myriad requirements of various
federal, state and local regula­
tions."

Support for Family Fishermen
Among the many recommen­

dations for changes in the act of­
fered by the union was one calling
for support of family fishermen.

"The independent fisherman,
the small boat owner/operator,
those who have passed on a fish­
ing tradition from one generation
to another, are an invaluable part
of the fisheries system," Smith
said. "These fishermen and their
families also are ah integral part
of our coastal communities—

SIU Director of Communications
Jessica Smith testifies family fisher­
men are integral part of community.

from Maine to Alaska. They rep­
resent what America is supposed
to be about—the ability to earn a
livelihood which affords a home
and a college education for the
children."

Jobs In Community
The union listed the number of

businesses that are affected
within an average small coastal
community served by ap­
proximately 40 fishing vessels
that employ arourtd 160 fisher­
men.

These boats would generate
work for trucking companies,
dock.s, welding shops, engine
repair facilities, electronic goods
and repair shops, grocery stores
and marine supply stores, not to
mention the docks and boatyards.
In a town like New Bedford,
Mass., home to the largest per
catch fishing port in the continen­
tal U.S., the number of Jobs within
the community created by the fish­
ing fleet grows exponentially.

While pointing out that
decisions made by the Regional
Fishery Management Councils
are driving small-scale fishermen
out of business in favor of large
fleet operators, the SIU pointed
out that inclusion of support for
family fishermen in the Mag­
nuson Act would acknowledge
"that smaller operators have a
lifelong and generation-.spanning
commitment to fishing which
makes them intrinsically the best
conservators of the resource and
the environment. These fishermen
have a .stake in not depleting any
resource as their livelihoods and
those of their children depend oh
the continued presence of stocks."

As the House of Reprei-
sentatives looks into the act
reauthorization, the SIU said "it is
in the best interest of Congress to
change the way the fisheries are
managed." Smith stated the coun­
cils move too slowly and make
decisions without the input of
those affected by their plans. One
way to improve the situation
would be "to increase the number
of active fishermein on the coun­
cils," Smith testified.

The SIU urged Congress to
look into ways of helping small
operators and family fishermen

cover the costs of new equipment
for safety or conservation created
by changes in rules and regula­
tions.

"As it stands, those in the com­
mercial fishing .sector are taxed
twice by these policies," Smith
said. "First, they must finance
these expensive changes themsel­
ves, and, second, they lose either
through decreasing volumes of
fish or increased time at sea in
pursuit of this catch."

Another change proposed by
the SIU was the National Marine
Fisheries Service get out of the
business of enforcing its own
rules and regulations. The union
stated agencies like the Coast
Guard and local marine police are
available for such a role. The ra­
tionale for such a change would
be to create a consensus and in­
crease cooperation among com-
mercial fishermen, sport
fishermen and environmentalists.

The union also proposed
giving the councils a role in
protecting the fisheries habitat.

Hearings Nationwide
Representative Thomas Man-

ton (D-N.Y.), chairman of the
subcommittee, announced more
hearings would be held around
the country to gain the input of
fishermen so they would not have
to lose time at sea traveling tp
meetings.

Authorization of the Mag­
nuson Act expires September 30.
The law, which was passed in
1976, is named after the late
senator from Washington, War­
ren Magnuson, a champion of the
U.S. maritime industry. It was
designed to phase out foreign-
flag fishing along the U.S. coasts
and to create the 200-mile
fisheries conservation zone ad­
jacent to the coastline.

According to congressional
source;s, foreign-flag vessels ac­
counted for 71 percent of the total
catch in the 200-mile zone in
1977. By 1991, the percentage
was down to 0.2 percent.

The act created eight councils
responsible for allocating resour­
ces among various and often
competing users. The regions in­
clude New England, Mid-Atlan­
tic, South Atlantic, Gulf of
Mexico, Caribbean, Pacific,
North Pacific and Western
Pacific. The councils include
U.S. territories as well as states.

Howe Joins Government Affairs Staff
The Seafarers International

Union has named Allynn L.
Howe as a legislative repre­
sentative for the union's Political
Action and Government Rela­
tions Department.

Howe, who has extensive ex­
perience working on Capitol Hill,
primarily will track maritime
legislation and activity in the U.S.
House of Representatives, ac­
cording to Terry Turner, director
of the department.

Prior to coming to the
Seafarers, Howe served as the
director of government affairs for
the National Lumber and Build­
ing Material Dealers Association

in Washington. In that post, he
organized a national network of

volunteers into
political teams,
and represented
the organization
before Con­
gress.

His back-
I ground also in-
" eludes work

Allynn Howe with three trade
unions. From

1979 to 1986, Howe served as an
international union repre­
sentative for the American
Federation of State, County and
Municipal Employees. During

the next three years, he was a
legislative representative with the
American Federation of Govern­
ment Employees. From 1989 to
1991, he was associate director
for legislative and political affairs
with the United Brotherhood of
Carpenters.

A graduate of Concord (W. Va.)
College, Howe holds a master's
degree from West Virginia
University. After college, he was
an English teacher in Howard
County, Md. where he headed the
Howard County Education As­
sociation legislative and politi­
cal action committee.

Discussing the Magnuson Act with a subcommittee member are New
Jersey-based fishermen Jim Lovgren (left) and John Cole (center).

Panel's Vigilance Opens
Kuwait to U.S.-Fiag Ships

these same vessel operators and
merchant mariners who assisted
our governments in the sealift ef­
fort which preceded the liberation
of Kuwait."

Actions Sought for Years
Lipinski's letter pointed out

that the matter had been brought
to the attention of the Kuwaiti
government several times during
the last two years. "We are now
convinced that the responses
were apparently nothing more
than an effort to delay corrective
action until all of the project car­
goes had moved," the con­
gressman noted.

The letter, which was signed
by 12 other representatives in­
cluding Gerry Studds (D-Mass.)
who chairs the parent House Mer­
chant Marine and Fisheries Com­
mittee, warned the Kuwaiti
govemment that an investigation
by the Federal Maritime Com­
mission of such discriminatory
acts would be sought unless the
situation was corrected.

"It is with deep regret that your
government's actions to exclude
our carriers from participation in
this commercial market have
caused us to seek this type
redress, however we sincerely
believe this matter has gone un­
resolved far too long," Lipinski
wrote in closing.

On April 21, the govemment
of Kuwait announced U.S.-flag
vessels would be permitted to
carry Kuwaiti government-im­
pelled cargo to the nation's
rebuilding effort.

Beginning immediately, up to
50 percent of the materials
needed to aid in Kuwait's rebuild­
ing efforts will be carried to that
country aboard U.S.-flag vessels,
thanks to the efforts of the House
Merchant Marine Subcommittee.

Shortly after being named sub­
committee chairman last Decem­
ber, Representative William
Lipinski (D-Ill.) began looking
into the fact that Kuwait was shut­
ting out U.S.-flag shipping from
delivering cargo to the war-
ravaged nation. This was happen­
ing despite the fact Kuwait had
promised to include U.S. com­
panies in the rebuilding process
as a thank-you for America's ef­
fort in expelling Iraqi troops from
the Persian Gulf nation more than
two years ago.

Arab Shipping Given Rights
Immediately after its govern­

ment was re-established, Kuwait
gave the right of first refusal to
deliver goods to the United Arab
Shipping Company. More than
$2.25 billion worth of cargo was
shipped from the U.S. to Kuwait
between February 1991 (when
the war ended) and September
1992.

In a letter dated March 2 to Dr.
Mohammed Al-Sabah, the Kuwaiti
ambassador to the U.S., Lipinski
wrote on behalf of the subcommit­
tee: "From the evidence before us,
it appears that very little, if any, of
the cargo shipped to Kuwait from
the United States has moved on
U.S.-flag vessels. This is par­
ticularly disturbing in that it is

.

Katherlne Thomas, president ofthe Alaska Fishermen's Union, meets
with Rep. Dan Hamburg (D-Calif.), a subcommittee member.

''Tr.



• ^ ; '.;• ' V;' "

MAY 1993 SEAFARERS LOG 5

unnf Sets t^yanaing as Goal for l^Os
Organizing new members

enacting a national health care
program, re-establishing the
word "fair" in the nation's labor
laws and insisting on a truly fair
international trade agreemeni
were among the key issues ad­
dressed last month at the United
Industrial Workers' (UIW) ninth
quadrennial convention.

The UIW, an autonomous af­
filiate of the Seafarers Interna­
tional Union of North America,
represents workers employed in
the manufacturing, service ant
govemmeilt sectors.

Delegates to the convention,
which took place April 19-21 at
the Paul Hall Center for Maritime
Training and Education, also
elected new officers and voted to
restructure the union in order to
better serve the membership. The
delegates also approved a merger
with the i,500-member Alaska
Fishermen's Union.

Planning for the Future
In giving their respective

reports to the convention, UIW
officials emphasized the impor­
tance of organizing. UIW Nation­
al Director Steve Mney cited the
vast potential for recruiting new
members and added, "The future
belongs to those people who plan
for it and who fight for it. We can
win if we stick together and if we
dedicate ourselves to organiz­
ing."

Bill Dobbins, vice president of
the union's Great Lakes region,
stated that organizing new mem­
bers must be a focal point not only
for the UIW, but also for all of
organized labor.

Officials and delegates alike
concurred that the UIW will
redouble its efforts to organize.

Regarding a bill to ban the
practice ofailowing^scabs to t^e
away the jobs of workers who
have gone on strike. Rep. Steny
Hoyer (D-Md.), one of the guest
speakers, said he is certain the
House of Representatives this
year once again will enact a
"Workplace Fairness" bill. The
House passed such legislation
twice last year, but the bill fizzled
in the Senate. President Bush had
vowed to veto the measure if it
reached his desk; however. Presi­
dent Clinton has stated he will
sign the bill if given the chance.

'Important to a Free Society'
Hoyer, who as chairman of the

House Democratic Caucus is the
fourth highest ranking Democrat
in the body, called die right to
strike "the only real bargaining
leverage the trade union move­
ment has. If we take that away, we
have undermined what is at the
basis of free society." He added
that enactment of the Workplace
Fairness bill is essential "if in fact
in America we believe in a free
trade union movement."

SIU President Michael Sacco,
who was re-elected as president
of the UIW, said, "An effective
right to strike—not even an actual
strike—is an important tool in

Delegates and guests pack the Paul Hall Center auditorium on the
first day of the convention.

vehicle to transport American
factories south of the border," he
said.

"The last 10 years offer us a
glimpse of what NAFTA really
means to the American worker.
Since the onset of the Reagan free
trade era, American factories
transferred one million jobs to
Mexican-based maquiladora
plants. Conservative estimates
suggest that NAFTA would
result in the additional loss of
half a million more jobs in this
country.

"Who benefited from this

massive relocation? Not
American workers, who have
been forced to settle for low-
paying, part-time, unskilled
employment due to the closing of
factories here in the United
States. Not the Mexican workers
who labor at American-owned
Mexican production plants
without health benefits for wages
that are barely over a dollar an
hour."

Call for Health Care
Almost every speaker ad­

dressed the issue of the runaway
cost of health care. The UIW

summarized its position in
resolution calling for national
health care reform that "requires
all employers to contribute fairly
to the cost of care; and establishes
a public program for all those not
in the workforce—including
retirees, the unerriployed and
workers on strike."

The resolution further called
for a cap on the annual rate of
increases in health care spending,
and creation of a national inde­
pendent commission of consumers,
labor, business, government and
health care providers to administer
the systeih.

Regional Divisions Established
In other news firom the con­

vention:
• Delegates voted to adopt a

new constitution which replaces
localis with regional divisions.
This move is designed to give
greater flexibility to the mem­
bers, make it easier for them to
communicate with their regional
representatives and allow more
input from shop stewards.

• Officials and delegates con­
gratulated the rank-and-file mem­
bership for its successful efforts
to save the Queen Mary hotel and
restaurants, which employ 1,200
UIW members. Through a
grassroots campaign that in­
cluded packing city council meet-

ings, collecting signatures on
petitions, demonstrating, lobby­
ing and other activities, UIW
members prevented the reloca­
tion of the famed liner. A grand
re-opening of the Queen Mary is
scheduled for June.

• Maritime Trades Department
Administrator Frank Pecquex and
AFL-CIO Legislative Repre­
sentative Calvin Johnson ad­
dressed the convention about
various legislative happenings on
Capitol Hill.

• Delegates elated national
and regional officers.

Rep. Steny Hoyer (D-Md.) calls for
passage of striker replacement bill.

Lundeberg School Fine Tunes Hazmat Training
The Paul Hall Center for

Maritime Training and Education
recently expanded its hazardous-
materials (hazmat) curriculum for
Seafarers to include more
thorough training of safety, spill
prevention and containment and
chemical precautions necessary
to work aboard a vessel.
— Last iHonth, 40 students be­

came the first to complete the
Seafarers Harry Lundeberg
School of Seamanship's new 40-
hour health and safety course
covering Hazardous Waste and
Emergency Response (HAZ-
WOPER). This detailed course is
one of many hazmat classes avail­
able at the SIU training facility in
Piney Point, Md. It was imple­
mented in consideration of the
industry's continued strong em­
phasis on oil-spill and hazmat
raining.

Other hazmat courses taught at
the school—all of which meet or
exceed Coast Guard and Occupa-
ional Safety and Health Ad­

ministration (OSHA) standards
include: 40-hour Oil Spill Emer-
jency Containment and Cleanup;
24-hour Health and Safety for
hazardous Waste Operations and
mergency Response; 16-hour

iJenzene Safety; and 8-hour
Jealth and Safety/"First
?.esponder."

"It is our goal to ensure that
SIU members are properly

trained to respond to an oil or
hazardous materials spill in
safe, professional and efficient
manner, whether on board the
vessel or shoreside," said Lun­
deberg School Instructor Jim
Shaffer, who along with K.C.
Taylor, teaches the various haz­
mat courses.

Thorough Training
The 40-hour HAZWOPER

course features intensive hands-
on training as well as written
exams. Topics include legal over­
views of OSHA and Coast Guard
regulations; basic chemistry of
hazardous materials; use and care
of different safety and breathing
equipment; emergency first aid;
sampling techniques; emergency
response plans; decontamination;
and many other subjects.

(As of February 19,1993, any
vessel handling, storing,
transporting or lightering oil in
U.S. navigable waters must sub­
mit a response plan to the Coast
Guard. The plan must address
notification procedures, spill
mitigation procedures, shore-
based response activities and list
of contacts, among other things.
As of August 19, any such vessel
not operating under a plan may
not tranisport or handle oil in U.S.
waters.)

Persons completing this
course should be able to identify
the hazardous material, monitor

raising the standard of living for
millions of working Americans."

Joseph Sacco, who won re­
election as vice president of the
UIW's Gulf Coast Region, spoke
out against the proposed North
American Free Trade Agreement
(NAFTA)—a pact between the
United States, Canada and
Mexico which will be debated by
policy makers in Washington
within the next few months.
"NAFTA is not a free trade agree­
ment, but rather a thinly veiled

the danger level, select and use
the appropriate safety gear (such
as boots, gloves and protective
suits), contain the spill (whether
the hazardous material is only on
board the vessel or also is in the
water), identify the solution
needed for decontamination of
the equipment, and decon­
taminate the ̂ uipment. The haz­
ardous material may be any one
or more of thousands. "You name
it, if it's in the federal regulations,
we cover it," noted Shaffer.

The first group to complete the
course included Seafarers John
Thompson and Michael
Pressor, along with eight in­
dustry reps who are members of a
group called the Spill Coopera­
tive of the Upper Tidewater.

available for several years. The
two shorter courses primarily
cover identification of hazardous
materials, use of protective gear
and procedures for contacting
emergency response personnel.

Hundreds of Seafarers have
completed all but the 40-hour
HAZWOPER course, with the
majority taking the 40-hour oil
spill course or the 24-hour HAZ­
WOPER training.

Other Courses Available
Similarly, the Oil Spill Emer­

gency Containment and Cleanup
course—first offered at Piney

The 40-hour hazardous materials curriculum includes hands-on train­
ing as well as classroom lectures.

Point in 1989—consists of class­
room, laboratory and on-site
training. Students receive instruc­
tion in spill containment booms
and boom towing configurations
and anchoring operations. The
course also covers selection of
sorbents, suction equipment and
skimmers and their proper use.
Also included is an extensive sec­
tion on benzene.

While certain parts of these
courses (such as basic toxicol­
ogy) are rigid, Lundeberg School
instructors vary the hands-on
training "depending on the types
of vessels the students sail on, or
the ports they work from and the
types of ships there," Shaffer ex­
plained.

Persons completing the 40-
hour HAZWOPER or oil spill
containment courses are certified
as specialists, while those who
finish the 24-hour HAZWOPER
training are considered "hazmat
technicians," Shaffer reported.
They should be able to handle the
initial respon.ses to a hazmat spill.

That course, along with the 16-
and 8-hour courses, have been

Oil Spill Emergency Containment
and Cleanup is one of several
hazardous materials courses
taught at the Lundeberg School.

While much of the training is
complex, Shaffer said he has yet
to find a student who has not en­
joyed it. "The courses are chal­
lenging, but they also are
interesting."

Additionally, the Lundeberg
School now is offering a 48-hour
Incident Commanddr course. Shaf­
fer said that several SIU-contracted
companies have expressed interest
in this training, which will instruct
students on how to coordinate and
run a hazmat containment and
cleanup. "We haven't taught this
course yet, but we're ready to go
right now," Shaffer said.

•4-

-.'f{



• •• •'•':• A '.

v' ..•^.•:^-''

'i- f.'.'

6 SEAFARERS LOG MAY 1993

District No. 1 Pays Back Sill Loan
The fight for autonomy and

independence of the marine en­
gineers of District No. 1-PCD
MEBA has been successful, as
evident by the organization's
ability to pay off a loan from the
SIU ^ead of schedule.

The temporary loan for up to
$500,000, which was authorized by
the SIU membership at the
February 1, 1992 membership
meetings, was extended to District
No. 1 after its members, on January
15, 1992 voted to restore their
union to its original independent
structure which had existed prior to
a 1988 merger with another
maritime union, the NMU.

The action to reinstate the
marine engineers' original union
had its roots in their frustration
over the way in which the merged

structure—District No. 1
MEBA/NMU—had been used to
block the elected officers of the
marine engineers and to take
away the democratic rights of the
MEBA members.

The MEBA membership, in a
late-1990 election for officers of
their organization, had elected a
group of reform-minded rank-
and-file candidates—among
them Gordon M. Ward for the top
post. Gene DeFries, the head of
the organization at that time,
refused to relinquish power to the
newly elected candidates. De-
Fries and his group manipulated
the union's post-merger structure
to ensure their continued hold on
the organization and to under­
mine the Ward officers elected by
the MEBA rank-and-file.

The District No. 1 member­
ship, frustrated by more than a
year of DeFries' tactics, voted in
that January 1992 meeting to re­
store their structure to that which
had existed before the merger.
The move resulted in the marine
engineers' ability to collect their
own dues and manage their own
dfYsirs

The loan from the SIU was
used by District No. 1 for operat­
ing costs until the union had built
up its own treasury.

The pay off of the SIU loan, as
well as the early retirement of De-
Fries and District No. I's reinstate­
ment in their Washington, D.C.
office, are among the indications
that the marine engineers once
again have their autonomy and in­
dependence.

UMWA in FigM for Job Security,
AFL-CIO Unions Rally In Support

Seafarers were among the
hundreds of trade unionists who
descended on downtown St.
Louis on April 24 to show their
support for members of the
United Mine Workers (UMWA)
in their ongoing negotiations with
the Bituminous Coal Operators'
Association (BCOA).

The rally was held in the
hometown of the Peabody Hold­
ing Company, the nation's largest
coal producer. Mine Workers had
conducted a one-month strike
against the company during
February after the union charged
the BCOA, of which Peabody is a
member, was not negotiating in
good faith. The strike was called
off a day after the UMWA ex­
panded the walkout to five other
BCOA members and the coal
companies agreed to a 60-day
contract extension.

'You Take Us On'
Among the speakers at the St.

Louis rally was SIU President
Michael Sacco, who told the
Mine Workers and others in at­
tendance, "When you take on the
United Mine Workers, you t^e
on the entire trade union move­
ment! You take us on and you
take on our allies!"

Sacco .pointed out that coal
mined by UMWA members
travels by rail, barge and ships to
reach plants that produce a
variety of construction and con­
sumer products.

"In every one of these in­
dustries, you will find union
workers," Sacco stated. "The
fight for the jobs of the Mine
Workers is a fight for the jobs of
every union worker!

Members of the United Chauffeurs, an SIU affiliate, show their support
for the Mine Workers. From the left are James Matthews, Robert
Scales, James Johnson and Alonzo Myers. .

Peabody is a subsidiary of a
London-based corporation
known as Hanson PLC that
reported more than $ 1.6 billion in
profits last year. "Peabody itself
had profits of $245 million and it
claims it can't afford decent
wages for its miners," Sacco told
the trade unionists. "That kind of
attitude has got to go!

'Times Have Changed'
"If Peabody and the other coal

companies of that association
want to take a crack at old-
fashioned union busting and old-
fashioned exploitation of
workers, then it is the job of every
trade unionist in America to show
these companies that times have
changed!

"Whatever it takes, this trade
union movement of the United

States and its rank-and-file mem­
bers are prepared to change cor­
porate attitudes toward working
people!"

Among the issues being
sought by the UMWA is job
security. While companies are
opening new mines by creating
non-union entities, union-con­
tracted mines have an average
remaining productivity of seven
years. The Mine Workers have
been seeking from the members
of the BCOA a list of mines
within their corporate structure
that have been opened as non­
union. During negotiations,
which began in August 1992, the
coal companies presented the
UMWA with three different
membership lists.

White-capped Seafarers join members of the United Mine Workers and other trade unionists to tell giant
coal company Peabody the time of corporate greed at the expense of workers has ended.

District No. 1-PCD MEBA President Gordon Ward presents SIU
President Michael Sacco with the last check for the loan payment

Seamen's Unions Join Forces
in Suit Against'Work Tax'
Continued from page 3
said.

"It is bad enough that current
laws allow US. shipping com­
panies to regi^er their vessels in
foreign ports to circumvent exist­
ing tax laws, while employing
foreign seamen who add nothing
to the tax rolls," added District
No. 1 MEBA/NMU Unlicensed
Division Chairman Louis Parise.
"Instead of imposing this
workers' tax on U.S. merchant
seamen, the Coast Guard should
enforce the Jones Act to its fullest
extent, prohibiting these ships
from doing business in U.S. ports
while avoiding payment of U.S.
taxes."

Timothy Brown, president of
International Organization of
Masters, Mates and Pilots noted it
is not in the public's interest for
the Coast Guard to make licens­
ing and documenting of mariners
more difficult. "It is not in the
public interest to further weaken
the American merchant marine
by decreasing the number of
trained mariners ready and will­
ing to serve the economic and
military needs of the United
States, or to make it more expen-
sive for American ships to
operate as such fees are passed on
to employers, shippers and con­
sumers."

When the Coast Guard first an­
nounced the idea of a user fee in
1991, the SIU filed a lawsuit
against the agency and its parent
department to prevent its im­
plementation. A federal court
ruled the suit could not be heard
because no one had been adverse­
ly affected by the proposal.

Majority Opposed
In the meantime, mariners

wrote letters and signed petitions
to the Coast Guard and members
of Congress to announce their op­
position to the work tax. Because
of the uproar created, the federal
agency opened two comment
periods to handle all the cor­
respondence. More than 3,000
letters and 15 petitions with 1,600
signatures were received. A vast
majority opposed the plan.

Shortly after the House Coast
Guard Subcommittee held a hear­
ing on the matter in February
1992, the subcommittee chair­
man—Representative W.J.
"Billy" Tauzin (D-La.)—offered
a bill to repeal the work tax. It was
approved unanimously by the
subcommittee but Congress ad­
journed before further action
could be taken.

The idea of placing a tax on
merchant documents and licenses
first was raised during the Reagan
administration in the mid-1980s.

Aquarius Crew Honored

Crewmembers from the LNG Aquarius recently were honored by
the Women's Propeller Club in New Jesey for their part in a 1991
rescue of 17 Filipinos 50 miles off the east coast of Taiwan. SIU
Vice President Atlantic Coast Jack Caffey represented the
Seafarers at the Women's Propeller Club luncheon on April 14 and
accepted on behalf of the unlicensed crew a heroism award. The
Aquar/usCoordinated the rescue at night and in 4Q-plus,knot winds
and 8- to lO-meter seas with three other vessels. The LNG ship,
operated by Energy Transportation Corporation (ETC), saved six
ot the crewmembers from the Panamanian-registered MV Marine
Future after they had abandoned ship.



K', ;" •
IMW,,

MAY 1993
•' • • "t-'ftiy'-y ;;y

SEAFARERS LOG 7

Capiain Praises OMI Leatler Crew for Securing Tanker
The tremendous winter stoim

that wreaked havoc on the eastern
half of the United States March
12-14 also brought out the finest
in seafaring skills among the SIU
members sailing aboard the OMI
Leader.

On the evening of March 13,
the tanker was bound for Boston
loaded with #6 fuel oil as it
navigated through the storm.
Weather alerts warned the storm
was "potentially dangerous and
life threatening" with hurricane
force winds, high seas and heavy

snow and rain. The ship was 120
miles southeast of Montauk
Point, N.Y. when it was engulfed
by a gigantic wave shortly after 8
p.m.

"I was on the bridge talking
with the captain," recalled Bosun
Clyde Smith. "We had no indica­
tion from the sea of what was
about to happen. The wave went
right over the flying bridge."

A sheet of water estimated at
more than 70 feet high slammed
the forward starboard side of the
superstructure. Smith stated

water was everywhere, including
in the wheelhouse. "It almost
knocked out all the bridge win­
dows," he added.

Captain Steven Fox ordered a
course change to get the Leader
out of the wind so a deck crew
could survey the damage anc
make any needed repairs.

Smith led a crew that includec
ABs Roy Blankenship, Eugene
Finley and Timothy Olvany
onto the deck in the foul weather
The damage report included the
galley and first engineer's room

Tugs, Barges, Riverboats Affected
By Flooding on Upper Mississippi

Rising waters on the Missis­
sippi River and its tributaries are
affecting everything on the water­
way'from tugs and barges to pas­
senger riverboats to gambling
boats.

"The Alton Belle has not been
able to sail for several days,"
noted Alton (111.) Port Employee
Patti Rogers. "The river width has
increased by 700 to 800 feet and
our mernbers have placed
sandbags all around the barge and
landing areas so guests are able to
park their cars and come aboard
to gamble."

While the town upstream from
Alton was under water on April
23, Rogers said massive pumps
were being used to keep the Mis­
sissippi from flowing over the
sandbags in the low-lying area
around the A/ton BeWc.

Further south on the river,
flooding in downtown St. Louis
prevented the SlU-crewed Mis­
sissippi Queen from docking in
the Missouri city on April 24. A
spokesperson for the Delta Queen
Steamboat Company said
provisions were made to land at
St. Genevieve, about 50 miles

Alton Belle maintenance crewmembers Dan Griggs (center) and Brad
Jones (right) check the sandbags and pumps while Deckhand John
Mills prepares to greet passengers.

downstream. The company was
watching weather conditions
upstream before determining
whether the riverboat would at­
tempt a scheduled docking in St.
Louis before the end of April.

The company's other vessel.

Steady rain and snow runoff have contributed to flooding along the
upper Mississippi River which has affected SlU-crewed tugs, barges
and riverboats.

Sandbags try to keep the Mississippi River from flowing into the
parking lot of the Alton Belle Riverboat Casino. The pilings nearly
underwater on the right are the normal banks for the river.

the Delta Queen, has not had to
alter its schedule as of press time
due to liver conditions. The pad-
dlewheeler was sailing from
Memphis to Cincinnati.

Meanwhile, five SlU-crewed
tug/barges operated by Orgulf are
hung up in the upper Mississippi
River because seven locks have
been closed due to high water and
flooding.

Ron Stillman, transportation
manager for the Cincinnati-based
company, said he expected delays
of up to four days "assuming there
is no more rain" because of the
river .conditions. He said some
locations are two-and-a-half feet
over flood stage.

Stillman also noted all Orgulf
tugs are pushing fewer barges be­
cause of the high waters and
treacherous currents on the rivers.

The flooding, reported as the
worst since 1973, has been caused
by continuous storm fronts dump­
ing rain in the northern plains and
midwestem states. Along with
the runoff from melting snow, the
Mississippi and its tributaries are
taking in more water than their
banks can handle.

Besides the Orgulf vessels,
more than 50 other tugs with bar­
ges are tied up in a 180-mile
region between Muscatine, Iowa
and Clarksville, Mo. waiting for
the locks to reopen.

A spokesman for the Army
Corps of Engineer said all the
locks could be operating again by
the first of May if there is no more
rain.

The high water to the north has
affected river operations as far
south as New Orleans. Nearly 100
tugs were forced to tie up before
being given clearance to sail
north, according to written ac­
counts.

portholes blown in, a deck star­
board ladder gone and the star­
board fire hoses missing.

The report from the en-
gineroom noted a potentially
serious situation as the deck
pumproom door was knocked
open and the pumproom ven­
tilators were swept off the vessel,
creating two three-foot openings
on the deck. Because the ship still
was within the storm, the pos­
sibility of flooding existed.

Smith's deck crew joined
QMED/Pumpman James Mc-
Daniel, Chief Mate Dana Haff
and Chief Ehgineer Longin Tybur
to secure all the openings created
by the massive wave. In a letter
dated March 18 and sent to the
OMI Corporation, Captain Fox
praised the efforts of the crew-
members to secure the ship.

"These men exposed themsel­
ves to personal danger when they

went on deck during the storm to
secure all pumproom openings,"
Fox wrote. "They worked as a
team and showed a high degree of
professionalism, spending mini­
mal time to accomplish their task.

"1 am convinced that without
their actions thfe damage to the
vessel would have been much
greater on the night of March 13,"
he concluded.

The Leader arrived in Boston
the following day and began
offloading.

Smith told a reporter for the
Seafarers LOG that storm was not
the worst weather he had seen in
his 42 years of sailing. "I've been
in sustained storms with rough
seas for days up to a week," he
remembered. "The waves would
crash over the whole ship, but.
those were older, smaller vessels.
This was only the one wave, but
it was enough."

AT&T Honors Unions
For 30 Years of Service

AT&T celebrated the 30th an­
niversary of its cable ship opera-
tions by saying a special
thankryou to the two unions "who
have provided the shipboard per­
sonnel: the SIU and the American
Maritime Officers District
2/MEBA (AMD).

In a ceremony April 28 aboard
the Global Link in Baltimore, SIU
President Michael Sacco and
AMD President Ray McKay each
received a commemorative pla­
que and framed paintings of
several of the company's five
cable ships. AT&T Vice Presi­
dent James Barrett made the
presentations.

"That's the whole purpose of
this celebration," Barrett said
prior to the ceremony, which also
was attended by other AT&T ex­
ecutives, guests and several SIU
crewmembers and officers from
the Global Link. "We want to say
thank you for the partnership."

In recognizing Sacco and
McKay, Barrett said that without
the Seafarers and the AMO, "We
wouldn't operate. We need both
unions. They have provided
qualified crewmembers to handle
state-of-the-art equipment. It's
because of this team—our
laboratories, our engineers, the
captains, the crews—^that this
works."

After accepting the plaque and
paintings, Sacco recounted how
AT&T's shipping company.
Transoceanic, started with one
cable ship: the Long Lines. "The
reason the one ship has become
five is a tribute to AT&T and its
willingness to pioneer and stay in

Chief Mate Miroslav Mavra shows
a sample of fiber optic cable to
SIU President Michael Sacco
aboard the Global Link.

the forefront of telecommunica­
tions technology," Sacco said. "It
is also a tribute to AT&T that
America's national security and
economic interests are served by
its vigorous fiber optic cable pro­
gram."

The plaques given to each
union read: "In recognition of 30
years of outstanding partnership
and excellent teamwork which
has contributed to the construc­
tion, operation and maintenance
of the highest quality, most ad­
vanced submarine cable network
in the world."

Besides the Global Link and
the Long Lines, AT&T's other
cable ships are the Charles
Brown, the Global Sentinel and
the Global Mariner. Crewmem­
bers aboard each ship specialize
in installing, maintaining and
repairing AT&T's underwater
fiber optic cables.

The ceremony in Baltimore
was preceded by a tour of the
Global Link.

'^1

AT&T Vice President James Barrett addresses guests at the
ceremony aboard Global Link. Seafarers currently sailing on the
U.S.-flag cable ship look on from the bridge level.

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8 SEAFARERSLOG MAY 1993

Seafarers aboard the USIVS
Pecos became a part of history
when the Military Sealift Com­
mand-Pacific Fleet (MSCPAC)
vessel hooked up with a Russian
navy ship during an underway
replenishment exercise in the
central Arabian Gulf in March.

"I honestly thought I would
never see or do anything like this
with our former adversaries, but
it was a treat for all hands," stated
Captain Jeff Cook of the USNS
Pecos when the event ended.

The unlicensed crewmernbers
of the Pecos are represented by the
Seafarers' Government Services
Division. The vessel serves as a
floating general store providing
fuel, groceries and other provisions
to American and allied military
vessels in the Pacific fleeL

The replenishment operation
did not come off without a few
hitches. While the Navy has been
utilizing the system since World
War II, the whole process is new
to the Russian navy.

Communications Probiems
As the Admiral Tributs (a

Udaloy-class destroyer assigned
to the Russian Pacific fleet) began
pulling alongside the Pecos, the
Russian crewmembers seemed to
be unaware of how to handle the
phone and distance lines that
went over with the fuel hoses. The
Russians also did not know how
to interpret the paddle signs com­
monly used to relay information.

The USNS Pecos, whose unlicensed crew is represented by the SlU's Government Services Division, took part in the history-making exercise.

so signal flags utilizing interna­
tional codes assisted the ship-to-
ship communications. Cook
greeted the crew of the 536-foot
destroyer in Russian, thanks to
some lessons he had received
from a Siberian friend.

Crewmembers noticed the
sailors on the Admiral Tributs did
not wear the personal protective
gear required on American ves­
sels during an at-sea replenish­
ment operation. While the
Americans were decked out in
hard hats, life preservers and
steel-toed shoes, the Russians,
were seen wearing sandals and
did not have on life jackets or
safety helmets.

The crews of both vessels ex­

changed gifts before parting. The
Pecos sent the Admiral Tributs a
ship's cap and plaque. The
American vessel received an Ad­
miral Tributs' ftdig and Russian
navy officer's cap.

First Mission a Success
Because of the success

achieved in this first mission, an
MSCPAC spokesperson said
more such exercises are expected
to take place. Underway
replenishment involves two
moving vessels separated by a
distance of 150 feet with steel
wires and heavy fiiel lines being
passed from one vessel to the
other. Once secured onto the
second vessel, the transfer of fuel
and stores can begin.

Photo by Walt Wells, USNS Pecos
A Pecos crewmember watches as the Admiral Tributs maneuvers to
begin replenishment operations with the MSCPAC vessel.

On SIU Ships in San Francisco
While in San Francisco on

business, SIU President Michael
Sacco took the opportunity to go
aboard three different union^
crewed ships — the Sea-Land In­
dependence, Matson's Matsonia
and the President Lincoln of
American President Lines—to
meet with Seafarers.

Members of the Sea-Land Independence crevj hold a union meeting
conducted by SIU President Michael Sacco (left) aboard the con-
tainership last month in San Francisco.

Ready to go through the President Lincoln's serving line are Chief
Cook Michael Fields, SIU President Michael Sacco, Chief Steward Celona.
Leslie Propheter and SIU Secretary-Treasurer John Fay.

Crewmembers discussed with
Sacco and SIU Secretary-
Treasurer John Fay, who accom­
panied Sacco, programs being Touring the galley of the Pres/ofenfL/nco/n are Chief Steward Gomez
considered by Congress and the Zuluagag, SIU President Michael Sacco, Asst. Cook Utiity Wilfredo
Clinton administration to revital- Rodriguez and SIU Secretary-Treasurer John Fay.
ize the U.S.-flag merchant fleet
and how union members and their
families can show their support
for the merchant marine. Sacco
also advised members what they
can do to ensure job satisfaction
and security and updated them on
new maritime technology and
training programs at the Lun-
deberg School.

Also meeting with the crew­
members were West Coast Vice
President George McCartney arid ,

Ce"ona^"^'^'^^ Agent Nick The galley gang on the/Wafson/a receives an update from President
Michael Sacco.

The Matsonia galley gang greets the union president and secretary-
treasurer. Standing from the left are West Coast Vice President
George McCartney, Chief Steward Donald Polzin, SIU President
Michael Sacco, SA Moon Wong, SA All Mutania, Asst. Cook Marcos
Legaspi and SIU Secretary-Treasurer John Fay. Kneeling is SA
Hussein Saleh.

Kwlllf Tnl M® Sea-Land/ndependen^ are, from left to right (kneeling) steward member

itone!ca Mate John Schoelstine, OMU Greo

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Hoisting a landing boat
from winter storage on the
Paul Thayer is AB/Wheeis-
man John Kemohan.

Ready for work ashore is
Deckhand A! Damarofthe
Sam Laud.

Checking offloading operations is Conveyorman
Rick Springs on the American Republic.

Bosun Terry Henrietta Cleaning up what winter left Spring also means fix-up as Gateman
heaves a line as the behind on tfie R/charafRe/ss Randy Frank prepares to change a
American R^bfcdocks. is Gateman David Hubbard, conveyor roller on the Sam Laud.

All SlU-contracted companies on the Great
Lakes are reporting their sailing season is well
under way as fitout wrapped up by mid-April.
Cement ships, bulkers and self-unloaders could
be found steaming on all five Great Lakes,
declaring an end to winter.

Seafarers began crewing vessels as early as
February, thanks to a mild winter. Very little ice
had formed on any of the lakes until a strong
storm in mid-March blew across the eastern half
of the United States. Whatever ice that formed
was light and developed around ports and har­
bors, not in the shipping channels.

After a majority of the vessels began fitting
out in late March and early April, the bulkers and
self-unloaders were able to break through the ice
with little or no problems.

"It feels good to be back out here," noted
ABAVheelsman Larry English aboard the
Richard Reiss. "I like having the time off, but I
was ready to come back to work."

That sentiment was echoed by a crewmember
aboard the Sam Laud. "I had a good winter, but
it was time to report to the ship," said Roy Calo
who sails as the second cook.

For crewmembers aboard the American
Republic, the season began a month early in
February. "That was quite a surprise, but
everyone has enjoyed the extra pay," stated Con­
veyorman Rick Springs. "We are looking for­
ward to the rest of the year being as good as the
beginning."

Most vessels run on the Great Lakes from the
spring fitout until late December or early January
when the ships are forced into port by winter.
SlU-crewed ships generally carry iron ore, ce­
ment, stone, grain and gypsum to ports between
Lake Superior and Lake Ontario.

Aboard the Laud, QMED Pete McCabe
uses a come-along to secure oil drums
for the upcoming voyage.

Adjusting the gangway ladder on the
American Republic is Deck Utility Dave
Gapske.

QMED Dave Cameron keeps'his eyes on Retrieving a heaving line from
the Amer/canRepuW/cengineroom control the Reiss' dunnage room is
board. Deckhand Joe Schmanski.

No iob is done until the paperwork Moving an oil drum on the Thayeraxe Wiper Deckhands on the Paul Thayer secure the landing Releasing a line used to tie up the land-
is oomoleted as PortS^aleh Ahmed Mussed (left) and Third Assistant boat as the self-unloader gets ready for another ing boat aboard the TTiayeris Deckhand
^eed discovers on the Re/ss. Engineer David Healey. season on the Great Ukes. Tom Hocking.

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10 SEAFARERS LOG MAY 1993

Cesar Chavez Dies at 66;
Organized Farm Workers

Seafarers Harold Younce (left) and David Scott/along witti AMO member Mike Burke, are filmed by a
local television station during a rally against a non-union stevedoring company outside the Port
Everglades (Fla.) Authority headquarters.

SlU Members Rally with Port Council
To Protest Fink Stevedoring Company

Union representatives also ar­
gued the company was undercut­
ting its competitors by hiring
temporary workers off the streets
to perform hazardous cargo load­
ing operations.

The International Long­
shoremen's Association (ILA)
has been picketing the company
since 1986, when Florida
Transportation switched to most­
ly non-union employees. (Florida
is a right-to-work state.) The
company's last union employees,
eight crane operators, went on
strike in November.

SIU members walked an infor­
mational picket line with more
than 300 fellow trade unionists to
urge the Port Everglades (Fla.)
Authority to cancel a stevedoring
contract with an injury-plagued,
non-union company.

The Greater South Florida
Maritime Trades Council or­
ganized the March 29 rally out­
side the port authority's
headquarters in Fort Lauderdale
to highlight the problems created
by Rorida Transportation Ser­
vices in the port.

The trade council noted a port
authority report that 60 out of the

90 cargo-related' accidents
recorded since 1990 involved the
fink firm, which handles less than
10 percent of the cargo at the
facility.

Included on the list of reported
incidents were an employee
whose legs were run over by a
30,000-pound forklift and
$44,681 in damages to Port
Everglades and private property.
Former company emplqyees tes­
tified to horrendous worWng con­
ditions, including unqualified
heavy equipment operators and
work shifts of more than 38 hours
in duration.

Moran Seafaims Horn Sfcflls
At Lumlelwrg Sdwol Course

Twelve Seafarers employed
by Moran Towing of Texas, as
well as management repre­
sentatives from the company,
recently completed special
workshops covering pollution
prevention, vessel response
plans, communications skills and
company policies at the Paul Hall
Center for Maritime Training
and Education.

The workshops, which took
place for several days in mid-
March, were structured to meet
the specific needs of Moran of
Texas personnel. Most of the par­
ticipants had attended other
workshops at the Paul Hall Cen­
ter last year which included
health and safety training, oil
spill containment and vessel
simulator demonstrations.

The March workshops
marked the third time that the
Seafarers Harry Lundeberg
School of Seamanship has
provided specialized training for
Moran Towing. Captain Russell
McVay of Moran commended
the school for the course and
added that the employees "look
forward to these courses. The
members' reaction always is
very positive." He noted that the
workshops have helped improve
the already-good relations be­
tween management and SIU
members.

The program in March fea­
tured "quality management"
training. Using materials and
techniques shared with the Lun­
deberg School by Sea-Land Ser­
vice, Instructor Kate Richardson

presented management concepts,
led discussions which identified
potential barriers to putting the
ideas into practice, and finally
demonstrated problem-solving
strategies. Both the SIU mem­
bers and Moran representatives
participated in this training and
said it helped them realize how
the concepts of quality manage­
ment can improve job satisfac­
tion and productivity.

The Seafarers who completed
the workshops were Aubrey
Kennedy, John Sparks, Ernest
Gingles Jr., Richard Heath,
Ronald Lambert, Douglas
Crawford, Charles Tuck, Her­
bert Zehnder H, Glen Arnaud,
Louis Barra, Dominic Bailey
and Gustavo Flores.

Cesar Chavez, president of the
United Farm Workers of
America, AFL-CIO (UFW),
passed away April 23 in San Luis,
Ariz., where he was staying on
business. He recently had
finished two days of testimony in
a state court case for the UFW. He
was 66.

Brother Chavez was bom on
a small farm near Yuma, Ariz. His
family took to the road as migrant
workers when he was 10.

"We were the strikingest fami­
ly in all of farm labor," he said
when he delivered his mother's
eulogy in December 1991.
"Whenever we were working
where there was a strike or when
the workers got fed up and
walked off the job, she'd be the
first one to back up our dad's
decision to join the strike."

In 1952, Chavez was working
in the apricot orchards outside of
San Jose when he met an or­
ganizer for the Community Ser­
vice Organization (CSO), a
self-help group based in
California's Mexican-American
community.

His dream, however, was to
create an organization to help the
farm workers whose suffering he
had shared. In 1962, after failing
to convince CSO to commit itself
to farm worker organizing, he
resigned his paid CSO job, moved
his wife and eight smdl children
to Delano, Calif., and founded the
National Farm Workers Associa­
tion (NFWA).

In September 1965, Chavez'
NFWA, with 1,200 member
families, joined the AFL-CIO's
Agricultural Workers Organizing
Committee (AWOC) in a strike
against Delano area table and
wine grape growers.

Through his successful boycott,
Cesar Chavez made the country
aware of the plight of farm workers.

In 1966, the NFWA and
AWOC merged to form the UFW
and became affiliated with the
AFL-CIO.

Chavez led a successful five-
year strike-boycott against grapes
that rallied millions of supporters
to the UFW and forced a national
support coalition of unions,
church groups, students,
minorities and consumers. The
SIU extended its assistannce to
the boycott efforts.

In a letter to the late SIU presi­
dent, Paul Hall, read during the
S.IUNA Fourteenth Biennial
Convention in 1969, Chavez
wrote, "We are proud to be stand­
ing together wi^ the Seafarers in
the trade union movement and in
the struggle for justice, decent
wages and safe working condi­
tions for all farm workers."

At the time of his death.
Brother Chavez continued to run
the California table grape
joycott, as well as conduct con­

tract negotiations for farm
workers across California's
agricultural valleys.

Completing the special workshops on March 18 are (from left, front row) Emest Gingles, Dominic Bailey,
Richard Heath, John Sparks, Glen Arnaud, Charles Tuck, (second row) Ronald Lambert, Herbert
Zehnder, Aubrey Kennedy, Douglas Crawford, Louis Barra and Gustavo Flores.

Is It the Photo or the List?

it s not the list of a ship or a crooked back, the angle of this photo
IS due to the photographic efforts of SIU Vice Great Lakes
President Byron Kelley who captured Bosun Brett FIschbach
tying up the landing boat on the deck of the Paul Thayer.



MAY 1993

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• .'•' •• «f

Appalling Conditions Prevail on Foreign Rustbucket

Runaway-Flag Ship Restricted by Coast GuanF
of

a'
Since the first week

January, the MV Advance
flag-of-convenience dry cargo
ship—has been restricted to port
in Norfolk, Va. due to a Safety of
Life at Sea (SOLAS) intervention
mandated by international law.

The Advance serves as yet
another example of the dangers of
runaway registers. The rust-
plagued, rat-infested ship is owned
by Denver Shipping Ltd. of
Venezuela; flies the flag of Malta;
is managed by World-Wide Ship
Management of Chile; and has a
crew of 24 Ecuadoneans.

A joint investigation of the Ad­
vance by the U.S. Coast Guard and
the International Transport
Workei^ Federation (ITF), with as­
sistance from other organizations,
has led to charges of 85 violations
of an International Labor Or­
ganization treaty (ILO 147) which
combines a number of treaties on
basic shipboard conditions.

Numerous Problems
The list of problems with the

452-foot Advance is staggering.
Some repairs have been made on
the 19-year-old vessel, but ac­
cording to reports from the Coast
Guard and the ITF, as well as
news reports:

• The ship's sewage system
has not worked for two years, and
since then waste has been
pumped into the sea. During the
first month the vessel was tied up
in Norfolk, toilets were emptied
into the engineroom. Crewmem-

iwrence Jackson
The rust-plagued, rat-infested Advance serves as an example of the
dangers of runaway registers.

bers eventually were required by
the Coast Guard to shovel the
ankle-deep waste into buckets,
which then were taken to a dis­
posal truck.

• Living quarters are, infested
with rats and roaches.

• The fire pumps do not work
and the lifeboats cannot be
released.

• The crew's drinking water is
contaminated.

• There have been regular
shortages of stores.

• There are no medical supplies
on board, and many ill crewmem-
bers were denied medical treat­
ment. A number of crewmembers
had or have serious rasheS and
lesions. A steward department
member has intestinal problems in­
cluding worms or parasites.

• There are no survival suits or

winter clothing on board.
• Crewmembers were being

paid less than what they were
promised, and some were being
forced to work 16 hours per day
or longer without overtime pay.

Unsafe Conditions
Additionally, those who

cooperated with the Coast Guard
and the ITF were punished with
assignments such as painting and
chipping outside in the dark and
cold, and in unventilated areas in­
side for long stretches—some
lasting until approximately 4 a.m.
No respiratory protection is avail­
able.

• Crewmembers each have
only one sheet and one towel.

• There is no hand soap or
laundry soap on board.

• For an entire week, a
stowaway was not permitted to

take a shower.
Coast Guard Chief Jim Brickett,

head of the agency's foreign affairs
office in Norfolk, described the
Advance's condition as
"deplorable. It's an abomination in
just about all aspects. The only
thing I've seen in worse condition
had been Severely damaged in a
hurricane." He added that the ship
is a danger to the port, other vessels,
the environment and those aboard.

'Disaster at Sea...'
Additionally, The Virginian-

Pilot, a Norfolk newspaper which
has covered the situation, described
the Advance as "a disaster at sea
waiting to happen." The paper
noted foe ship's deck is "a sheet of
rust, crunching like comfleikes un­
derfoot At foe top of the gangway is
a hole that would send foe unwary
plunging into the water. Hatch
covers are severely corroded. Links
on foe anchor chain ate corroded to
a centimeter's width."

The crew signed on the Ad­
vance in Brazil, then went to Nor­
folk by way of Trinidad. The ship
carried cocoa beans (some of
which were damaged) and un­
refined sugar. The beans were un­
loaded in Norfolk; the sugar is to
be taken to Baltimore whenever
the ship is seaworthy—although
the Advance then must return to
Norfolk for additional repairs, ac­
cording to the Coast Guard.

ITF Inspector Fdd Morris, who
has worked on foe case, noted that
foe Norfolk Coast Guard office ex­

tended itself by "investigating
rather than just chasing the ship
out of port. Those people have put
in a lot of extra hours on this, and
they -don't get paid overtime,"
said Morris, who also works as a
special representative of the^
Seafarers Harry Lundeberg
School of Seamanship.

SIU member Elsa Mlilier, a
steward assistant who sails from
the port of Norfolk, voluntarily
has assisted Morris in the inves­
tigation. She speaks fluent
Spanish, the language Of the
Advance's crewmembers, "and
deserves much praise for her ex­
tensive help," Morris said.

The Hampton Roads United
States Coast Guard Maritime
Safety Office also spent many
evenings and weekends working
to correct foe ship's unsafe condi­
tions.

Additionally, the Seamen's
Friendship House and Father
Frias of foe Apostleship of foe Sea
also took active parts in helping
foe distressed seamen.

SIU Patrolman Bobby Clin­
ton, a deputy ITF affiliate inspec­
tor, joined Miller several times in
meeting with the crew and ad­
dressing their problems.

Like the recent Braer dis­
aster—in which a runaway-flag
tanker spilled 26 million gallons
of oil into a channel near the Shet­
land Islands—the Advance spot-
lights the dangers posed by
runaway-flag shipping.

Panamaaiaii Vessef Detaiiwd
Following Smuggling Attempt

U.S. government agencies still
are investigating a failed attempt
by a Panamanian-flagged vessel
to smuggle more than 500
Chir/ese nationals into Hawaii.

A federal grand jury in
Honolulu has indicted Kok Ahi
Chew as the person allegedly in
Charge of the smuggling opera­
tion. Chew was taken into cus­
tody by the Immigration and
Naturalization Service after the
MV East Wood was escorted by a
Coast Guard cutter to an Army
base on Kwajalein Atoll in the
Marshall Islands.

The agencies are trying to
determine if a hijacking actually
took place, if two missing crew­
members were thrown overboard
by the alleged hijackers, if the
captain or crew was involved in
the botched smuggling operation
and if this was part of a larger
attempt to smuggle Chinese na­
tionals into U.S. territories.

Indicted by Grand Jury
Chew initially identified him­

self as Phua Hung Chye when a

Coast Guard boarding party ar­
rived to assist foe vessel which
was dead in the water 1,500 miles
southwest of Hawaii. Chew was
listed as the East Wood's chief
steward on one manifest and as a
passenger on another.

The SlU-crewed Patriot was
the first vessel to arrive on the
scene after the Coast Guard
monitored a mayday signal from
the foreign-flag vessel, manned
with a Burmese captain and In­
donesian crew. According to
Bosun Ralph Gibbs, it was like
nothing he had seen in his 33
years of sailing.

"We saw a few people on the
deck with rifles," Gibbs recalled.
"The captain kept the vessel far
enough away that we wouldn't be
shot at."

The Patriot, which was sailing
from Korea to Panama, was
diverted on January 30 to assist
the East Wood after a call was
received that the ship had been
hijacked and the crew thrown
overboard.

We were asked to perform an
S.A.R. (search-and-rescue),"
Gibbs said. "The ship was dead and
the whole crew was supposed to be
in the water. We were told the ship
was taken over by bandits."

By the time the Vulcan Car­
riers tanker had arrived, all the
crewmembers except the second
engineer and the radio officer
were back aboard the East Wood.
No trace of the pair could be
found. According to the Coast
Guard, the second engineer had
disabled the ship, causing it to
stop, while the radio officer had
sent the initial reports of the
hijacking.

A Coast Guard airplane drops food nearthe East Wood. Bosun Ralph
Gibbs of the Pa/r/of provided the Seafarers LOG with the photographs
accompanying this story.

Pafr/of crewmembers gather on the bridge wing following the search-
and-rescue operation. From left to right are GSU Mohamed H.
Ghaleb, AS Don DeSchutter, AS Karel Sumilat, AB Jeff Mateer,
QMED Jeff Scott, AB Alex Relojo, QMED Louis Hardy, AB "Jimmy"
Relojo and Bosun Ralph Gibbs.

SIU Member Translates
The Patriot was unable to es­

tablish radio contact with the East
Wood until a Coast Guard aircraft
dropped portable radios onto the
decks of both vessels. Indonesian-
bom AB Karel Sumilat estab­
lished contact with the East Wood
and translated what had happened
for foe Patriot crew.

"We spoke with the ship every
hour," Gibbs stated. "Sumilat
would speak in Indonesian which
would upset the Chinese because
they could not understand. That is
how the East Wood crew ex­
plained the hijacking to us."

The East Wood set sail in bal­
last on December 27 from Hong
Kong for Taiwan when it was
diverted to Shangchuan Dao,
China where it picked up the pas­
sengers who were placed in the
holds without proper sanitation or
cooking facilities. According to
the Coast Guard, the East Wood
was planning to offload its pas­
sengers in Hawaii.

The Patriot stood by for ap­

proximately 24 hours and rigged
a system to transfer 50-gallon
dmms of fresh water to the East
Wood, all the time maintaining a
safe distance from foe vessel. "The
captain didn't want to get close
enough so that the passengers
would be jumping off and swim­
ming to us," Gibbs added. "We
had no idea what was going on."

After standing by for nearly a
day, the Coast Guard released the
tanker to resume its voyage while
a Coast Guard cutter raced to the
scene. An armed boarding party
from the cutter Rush surveyed
the situation upon arrival.

Conditions 'Depiorable'
The Coast Guard reported

conditions on the East Wood as
being "deplorable," and feared
for the lives of the passengers
trapped in the holds. Coast Guard
aircraft dropped food and other
supplies so the Rush galley could
prepare meals for the crew and
passengers. The vessel also made
drinking water for the
Pan^anian-flagged ship.

Passengers had been cooking
with open fires in the cargo holds
as well as eating what was being
lowered to them from the deck.
The boarding party noted that
passengers in the holds may have
paid people topside to provide

food and water during foe voyage
from China.

After a Coast Guard crew
repaired one of foe East Wood's
two generators, the Rush escorted
the vessel to the Army base at
Kwajalein. Once there, the pas­
sengers boarded an Air Force
plane and were flown back to
China. The crewmembers were
returned to their homes, while
Chew was taken to Honolulu to
stand trial.

Rear Admiral William C.
Donnell of the Coast Guard's
14th District (which oversees
Hawaii), stated, "If this is an in­
dication of things to come, we've
got a problem" concerning the
magnitude of the East Wood
smuggling operation. The Coast
Guard announced the
Panamanian-flag vessel was foe
fifth ship caught attempting to
smuggle illegal aliens into
Hawaii in the past year.

Donnell also praised foe ef­
forts of the Patriot's crew for its
role in the situation. "My con­
gratulations to Captain Kurt Hal-
lier and foe crew of the Patriot for
playing such an integral part in
this operation. Your timely and
professional response to this re­
quest for assistance is in keeping
with the time honored traditions
of foe U.S. merchant marine."

SEAFARERS LOG 11

•j;' •, , -'v-



12 SEAFARERS LOG MAY 1993
^. -V'.

• --v

Murmansk—-'42: THE DIARY OF WYMONDD. HENDERSON
Last month, the Seafarers

LOG published part of a diary
written by Wymond D. Hender­
son, a Seafarer who was part of
the vital yet treacherous supply
run in World War II to Russia
known as {he Murmansk Run.

Henderson was killed in an
automobile accident in 1959,
but the family sailing tradition
lives on. Two of his sons—Ben^
33, and George, 35—are SIU
members. His widow, Wilhel-
mina, lives in Portland, Ore.

Part III of Brother
Henderson's diary left off on
July 4 with the Yaka joining her
convoy across the Arctic Circle
and approaching the North
Cape of Iceland—only to be
caught in the middle of ex­
plosions all around her.

This is the final installment of
Brother Henderson's fascinat­
ing diary.

PartIV
All this in the most extreme

state of confusion, with ships
going every which way,
visibility limited to two or three
ships' lengths, the light rain and
spume driven on a strong cold
wind across the rough, turbulent
seas. Add to this the ghastly un­
certainty of what actually was
coming at us and where it was
coming from. One was prepared
any moment for the jolt of a hit.

We steered to the left of the
Massmar and continued full
speed on into the gloom. Soon
no more detonations were heard.

The general consensus was
that a very large surfaced sub­
marine was firing both tor­
pedoes and five-inch shells at us.
However, I did not hear the
crack of the rifle preceding or
following the explosions in the
water near us. I heard no depth
charges being dropped. So either
no destroyers got there in time,
or else the submarines did not
submerge, but escaped into the
fog and the storm.

We all stood around on deck
for some time in little groups
talking rapidly of what we had
seen and felt. Of course,
everyone was keyed up, but no
one that I saw actually lost his
head.

About 10:30 a light spot ap­
peared on the horizon to port.
Visibility had increased some­
what. I thought it might be
smoke. Soon, however, it proved
to be a thin spot in the cloud
curtain against which could
barely be discerned the high
dark bastions of a cliff.

So we were on the tip of
Iceland! Soon, between the dark
sea and the opaque cloud roof,
was a line of light breaks through
which not sunlight but just a
greater clearness streamed down
on a chain of grand high cliffs
like the coast of South Africa
from Table Mt. to Cape Agulus.
The effect was ominous, moody,
prophetic, as only a manifesta­
tion of nature can be. It reminded
one of old biblical prints in light
and shade, depicting the "Com­
ing of the Lord"—the opening
up of heaven through the clouds
with thunder and lightening.

Soon we had gained the lee of
the island aiid the sea had gone
down. By the time I went on
lookout at 3:00 a.m., the sea was
oily, ashen, metallic, brooding
with a disturbed, repressed rip­
ple seeming to run along under
the surface as the sea breathed in
hot quiet breaths from its recent

exertions. Without there being a
single streak or ray of pure light,
or without the sky being visible,
the clouds themselves had taken
on the quality of light. Or rather
it was as though the sea, beneath
the rugged, high buttress-on-
buttress of coastline, radiated a
light from deep within itself,
throwing it up into the sky with
its own surface catching only a
little of it, while the clouds
above absorbed and glowed with
it.

And there was color in it. In
this cold, luminous gray, there
was also color. Not a color you
could isolate or recognize. It was
rather that the living gray, itself,
was animated by an inner vision
which it did not reveal to the
world, but still was its mood and
soul, and which you felt rather
than saw.

And the mood of the un­
broken gray of the sky was red.
A purplish, dead cerise. And the
hidden motive of the sea was
green. It was a most unholy, an
impersonal, a dread green. But it
was green.

And the black, silhouetted
cliffs, choked like wedges be­
tween the absolutes of sky and
sea, were also green. It was like
the dawn of creation. That color
in the hard, luminous gray was
as impersonal as the first experi­
ment of life in the inanimate
world.

And it grew into h completely
pastel sunrise. The sun never
shone, and the sky never broke
of cloud, yet the cumulus clouds
beneath the nimbus ceiling
glowed with soft diffused red.

When I awoke at noon, it was
clear, calm, hot. The sun was
bright. The sea temperature was
up 14 degrees. ^

Out of the Night
It was a new day. The face of

the world had changed. Death
and destruction are not foreign
to human life. We become
quickly accustomed to it.

A patrol bomber flew around
most of the day. We are 12 ships
now. There were 19 last night.
There was only one sloop with
us ' til about 3:00 p.m. when two
corvettes came up from behind.

Where is the rest of the es­
cort? Where are the other mer­
chant men? We only know of
one being sunk for sure. Perhaps
some of the others will come on
later. The Panamanian came in
behind us down by the head with
water in #1, 2 and 3 holds, and
two Navy tugs on the sides.

We could see Reykjavik from
a long way off and approached it
slowly by a circuitous route.

I was called to go on watch at
11:30 p.m. and got up to find the
ship gliding slowly between
low, grassy islets in the harbor.
The air was warm, fresh. To the
left, the massive mountains,
rearing a sheer cliff that bears a
resemblance to Table Top
Mountain itself, dominated a
brief flatland that is very green •
with grass. There is not one tree
in all the landscape. Before us
the land rose gently in undulat­
ing green hills, soft with shadow.
Back of these were almost iso­
lated mesas and peaks, rising as
such peaks so characteristically
do out of the lowlands of Brazil
and El Salvador. While to the
right, nestled in the shallow fold
of the hills and running down to
the waterline of a protruding
peninsula, spread and compact.

neat little town of Reykjavik.
From behipd shore the clean
bright reds of a brilliant sunrise
streamed out of the sea.

I have never been to Den­
mark, but this restful, graceful,
pastoral setting by the sea is ex­
actly as I should have expected
to find the country between, say,
Copenhagen and Elsenor—of
course not considering the
mountains to the left. Then, too,
the low, red-topped town, built
close over the flat hills, bears a
resemblance to part of Havana
seen from her inner harbor.

July 7. Beautiful warm day in
Reykjavik harbor. No shore
leave. Sailed at 9:40 p.m. with
13 ships, three escorts and a
bomber overhead.

July 8. Warm day at sea.
July 9. This morning at 2:00

a.m. was our first darkness in
several months. From 1:00 to
3:00 a.m., deep twilight, with
2:00 a.m. really dark. Colorful
red and gold sunsets and sun­

rises. Some 15 rounds of shells
fired by one of the escort ships
this morning. Heard depth char­
ges today and passed floating
mines.

July 10. Quite dark from
12:00 to 4:00 a.m. At 1:45 p.m.,
unidentified aircraft was
reported. The guns were made
ready. Then the "Friendly" sig­
nal went up. About the same
time, another convoy was
sighted on the horizon. The
plane, when it came over, was a
huge British four-motored job.

When our convoy gets rear­
ranged, I guess we'll be off for
the States at last.

July 11. Fog in patches and
misty rain all day, setting in
thick this evening. I suppose
we'll be lost by morning as
usual!

Many of the fellows are get­
ting quite nervous now. It's the
last stretch that hurts. Yes, "Ad­
venture is still a one-way ticket."
Even for them, whatever adven­
ture they are able to find in this
business is dissipated on the long

voyage home.
They are moving their mat­

tresses up on the poop deck in
the rain, seeking that last module
of safety where there just is no
safety to be had.

Of course, reasonable
precaution is only common
sense wherever one is. But
beyond that. Damn the Danger!

Life for me is merely a
vehicle for doing the things I
want to do; for tasting certain
experiences.

Life is not a thing in itself to
be carefully guarded, to be
frugally proportioned.

When one seeks safety as an
abstraction, beyond one's func­
tion through his desires and fan­
cies into life, he suddenly has
nothing left to hold but a pale
narcissistic existence with no
sparkle to it.

No, I shall leave the wrangle
with destiny to Lady Luck, who
looks after those who love her
and regale her with a grand in­
difference.

WWII — Another Perspective
A LEUER FROM WILHELMINA HENDERSON

Wymond ("Bill") Henderson married Wilhelmina, a young Dutch girl he met in Rotterdam, on April 9,1948.
This photo was taken in Rotterdam on December 20,1947—the first day they met.

The following is a letter
from Wilhelmina Henderson,
received at the Seafarers LOG
office following publication of
the first installment of her
husband's diary of his ex­
periences in World War II on
the Murmansk Run [February
1993].

I'm writing to thank you for
publishing the first installment
of my late husband's WWII
diaries. As you may imagine, it
brought back many memories
of my early life with him and
the children we had together.

It was from Bill that I first
learned of the enormous impor­
tance of the merchant marine
and of the brave men who serve
its global needs. I also heard
firsthand of the extraordinary
heroism of the crews of the
ships on the Murmansk Run.
Bill's stories and the example
of his own life gave me the
determination to help my sons
achieve seafaring careers.

I think our story gains more
poignancy when I tell you that

Bill met, fell in love with and
married a young Dutch girl
who grew up in war-torn
Europe: a young girl who daily
foraged for scraps of bread and
lumps of coal in the dock area
of Rotterdam, knowing that the
German soldiers had orders to
shoot on sight anyone they
thought was stealing from the
Third Reich; a young girl
whose knees were blown apart
by an English bomb during an
air raid and whose life was
saved by a Nazi surgeon; a
young girl (and her little dog)
who gained an early taste of life
at sea when, during an intense
air raid, she was taken into shel­
ter in a docked U-boat.

The crew assured her it
would all be over soon. It
wasn't. It grew worse, and the
U-boat was ordered to sea.
Again, the crew assured her
that she would soon be back
home. She wasn't. The U-boat
was ordered to attack an Allied
convoy moving through the
English Channel. So the young
girl and her little dog lived

through the nerve-wracking or­
deal of submarine warfare.

These wartime events were
part of a s^uence that brought
her and Bill together. Shortly
after the war, when Rotterdam
was still a bomb-devastated
city, there was one oasis for
visiting seafarers—the Ambas­
sador restaurant and nightclub,
where the singer was related to
the young Dutch girl of this
stoty. One evening, the singer
invited her young friend to the
nightclub—the same evening
during which Bill and his cap­
tain walked in. Bill saw the
young Dutch girl and, as the
saying goes, the rest is his­
tory.

I tell you these things be­
cause seeing Bill's diary in
print brought back so many of
the things that held us togeAer.
As you can imagine, I never
had the chance to do much
schooling as I grew up, but I
don't need schooling to say that
any woman who gives sons to
her country's seafaring tradi­
tion can live proudly all her life.

•v--.. - ...



»-•

mrma SEAFARERS LOG 13

Chipping and Painting Leads to Patent for Retiree
What do paint brushes and

Seafarers have in common? Plen­
ty, if a deck department member
is asked this question.

Because of his firsthand
knowledge of paint brushes ac­
quired during 26 years of chip­
ping and painting, retired AB
Robert Mull has-used his time
since signing off to create some­
thing that would extend the life of
the average brush. With his home
as his shop. Brother Mull created
the "Paint Brush Storage Bag As­
sembly."

"I did a lot of painting on ships,
and I saw a lot of good paint
brushes thrown away after a few
uses because they dried out. I
wanted to create something to
save the paint brushes so that they
could be reused," Mull told a
reporter from the Seafarers LOG.
"After I stopped sailing, I had a
lot of time on my hands and my
mind was racing 90 miles per

Pensioner Mull poses with his
paint brush storage bag and the
patent for his invention.

hour," Mull added.
The retiree spent a year

designing a device that would
clean and save paint brushes so
they could be used repeatedly

rather than drying out after a
couple of jobs. What Mull created
is a freestanding, self-supporting
bag made of multi-ply material
closed with a rubber seal. The
device allows the painter to soak
a brush in water or solvent until it
is time to paint again. The brus
stands up in the bag, secured air­
tight with a rubber seal, and hangs
just above the bottom of the ba
to prevent the bristles from get
ting bent during storage. The foi
material of the bag wraps arounc
the bristles, allowing them to
keep their shape while the added
solution keeps the bristles like
new. Mull said that he has left a
brush in, the assembly for as Ion
as a year, and it came out perfect

After two unsuccessful at
tempts at getting a patent for the
invention, final approval for the
assembly came in December
1992.

"This device is going' to

Lupinacci's Cookbook Available
Romeo Lupinacci, corporate

executive chef of the Paul Hall
Center for Maritime and Educa­
tion, recently announced the pub­
lication of his book entitled
"From Chef Romeo's Recipe
Collection."

The paperback book (printed
on 7-by-8 V^-inch paper) contains
more than 400 pages of recipes
for appetizers, beverages, soups,
breads, salads, dressings, sauces,
preserves and relishes, eggs,
cheese, pasta, vegetables, game,
beef, lamb, pork, veal, poultry,
seafood and desserts.

The book is available at the
Sea Chest store at the Paul Hall
Center, or by mail order. To order
a copy, send a money order for
$15 ($12.50 for the book plus
$2.50 for shipping and handling)
to: Comptroller, Seafarers Harry

Lundeberg School of Seaman­
ship, Piney Point, MD 20674.
ONLY MONEY ORDERS
WILL BE ACCEPTED FOR
MAIL ORDERS. Be sure to in­
clude your return address.

Lupinacci is a member of.
many culinary associations and
has won numerous awards in his
field. He occasionally writes
columns for several newspapers
in Pennsylvania and recently was
the subject of a feature story in
The National Culinary Review, a
monthly magazine published by
the American Culinary Federa­
tion.

Lupinacci's book features
hundreds of recipes, from rela­
tively basic items such as ginger
ale punch to more complicated
dishes like lobster and celery
salad in tarragon mayonnaise.

Not surprisingly, the chapter
of seafood dishes is extensive
More than 50 recipes are listed
for meals such as Lobster Or­
leans, Oysters Rockefeller
poached salmon, imperial crab,
avocado crab cutlets, Che
Romeo's crab cakes, bass in beer
and many others.

Similarly, anyone with a sweet
tooth will find plenty to choose
from in the chapter on desserts,
where nearly 100 recipes are
listed. In this section, Lupinacci
shares his methods for creating
such dishes as apple mousse
gatinaise, biscuit tortbni, cannoli
cheesecake bars, Hungarian
cheesecake, pickled peaches,
pumpkin pie, strawberries
Romanoff, Viennese almond
crescents and more.

Dream Comes True for New AB
Fereuza Gifford is about to

experience her lifetime dream:
talung control of the wheel of a
deep sea vessel. Last month, the
Military Sealift. Command
(MSC) civilian mariner acquired
her able bodied seaman's endor­
sement.

"You cannot believe how I
feel," the new AB told a reporter
for the Seafarers LOG. "1 am so
proud that I accomplished this."

The member of the SIU's
Government Services Division
(which sails MSC-Pacific Fleet
vessels) has been sailing since
1948. One of the goals of the
steward department member
through all those years was to be­
come a helmsman.

Age never has gotten in the
way of Sister Gifford, who turned
76 this month. She attended the
Seafarers Harry Lundeberg
School of Seamanship for the first
time last year and graduated from
lifeboat training.

However, it was not her first
attempt to prove she still can
learn. At age 64, she graduated
from the Community College of
San Francisco with an associate's
degree in geography. She told the
LOG. in a story published in
March 1990, "I'm always willing
to study. I just wanted to show
that I could do it."

Despite the fact that she just
acquired the AB ticket, Gifford is
not ready to rest on her laurels. "I

will be buying a com­
puter so I can get all the
software to continue
studying and learning. I
plan to keep all my books
with me and review
everything I've ac­
complished.

"I don't want to forget
anything because I want
to move up to third
mate," she added.

Her interest in the sea
began shortly after World
War II when she and her
late husband, with their
6-year-old daughter,
sailed as part of the crew
of a foreign-flag vessel
from California to the
Philippines. Gifford
sailed in the steward
department. When she
would take night lunch to
the bridge, she would
stay up there in hopes of
learning more about han­
dling the wheel.

After joining the SIU,
Gifford stayed in the gal­
ley. Within the last three
years, she decided to go
for her dream and
switched to the deck department.
She sailed as an ordinary seaman
on the USNS Chauvenet during
the Persian Gulf war. With her
discharge in hand, she was able to
join her local Veterans of Foreign
Wars post and even has been

AB Fereuza Gifford runs out the sea
painter during lifeboat drills at the Lun­
deberg School.

asked to run for office in the
group. "I'm too busy sailing to do
that," she noted with a grin.

Sister Gifford urged other SIU
members to upgrade at the school.
"This is the only school outside
the militaiy that does anything for
workers."

revolutionize the use of the paint
brush. In fact, 1 think it will be­
come as common as the brush
itself," Mull stated.

Brother Mull recently received
approval on a Canadian patent for
his invention. He has had offers
from Rorida, Ohio, California and
overseas to manufacture and
market the device.

Brother Mull joined the SIU in
1957 in the port of Detroit. He
sailed on the Great Lakes for
three years before signing oh as a
deep sea member in 1964 in New
York where he was presented his
book by the late SIU President

Paul Hall. "It was the highlight of
my life," Mull said.

In 1977 he began sailing in the
inland division on tugboats with
Crowley Maritime out of the port
of Jacksonville, Fla. and retired in
1983. "Being a Seafarer was the
greatest adventure of my life,"
Mull added.

Two of Mull's sons are mer­
chant mariners. David Mull sails
as a second engineer with Amsea
while Victor Mull ships as a
QMED. His youngest son, Vinr
cent Mull, also plans to become a
Seafarer after he finishes high
school.

Recertified Steward Paulson
Completes Golfing Manual

Richard Paulson works in the new galley at Piney Point whiie com­
pleting the steward recertification course.

Recertified Steward Richard
Paulson has a simple explanation
for why he became an avid golfer
at age 11. "My parents' house
backs up to a golf course," says
Paulson, 35. "I liked the game
right away, and I just stuck with
it.'

Capitalizing on his home's
proximity to the links, Paulson
took an almost obsessive ap­
proach when he began golfing. "It
took me exactly 185 days to get
good," he recalls. "1 went out that
many times (in a row)."

Paulson, who grew up in Mar­
tinez, Calif, near Oakland, says he
does not play very often
nowadays, although he has not
lost his touch. But he fondly
recalls several highlights from his
more active days: three holes-in-
one, all on different courses and
all on par-3 holes; and a personal
t)est score of 85 on a par-72
course. (Most golfers never shoot
lelow 1(K).)

"My first hole-in-one went in
on the fly," says Paulson, who
oined the Marine Cooks and

Stewards (MCS) on the West
Coast in 1976, two years before
that union merged with the SIU.
"It hit the pin and just dropped
right in. Fortunately, I had wit­
nesses each time I made an ace."

While the holes-in-one were
unexpected thrills, Paulson takes
more pride in the 86-page instruc­
tional manual on golfing he wrote
about three years ago. He remains
lopeful of getting the book pub-
ished, although thus far he only
las heard from one of a multitude
of publishers to whom he sub­
mitted copies.

It took Paulson several years to
Inish the manual, entitled "Golf:

. liasy as One, Two, Three." As the
title indicates, the book, which
Features large photographs and
concise captions, gives step-by-

step instructions on every facet of
the game: from basics like grip
and stance, to comparatively
complex techniques such as chip
shots and intentional hook
swings.

"There are thousands of golf
books out there," Paulson says,
acknowledging the odds are
against him getting his manual
published. "But just completing
the book was a dream come true."

Considering his love for the
game, it is not surprising that
Paulson once wanted to play
professionally. But the odds of
making it to golfs "big time" are
astronomical. Most aspiring pros
start and end their careers by
playing a seemingly endless
series of small, low-paying tour­
naments. In fact, the hefty entry
fees for those tours were enough
to nip Paulson's career in the bud.
You really have to pay a lot just

to get in," he says.
Paulson worked at his back­

yard course for more than 10
years, giving lessons and helping
the club pros, then decided it was
time to move on.

He joined the MCS and sub­
sequently showed the same drive
and dedication to his maritime
career as he displayed during his
first year of golf. "My first time
upgrading at the Lundeberg
School was 1980. I upgraded to
assistant cook, and I knew then
that 1 had to continue upgrading
in order to get the most out of my
career," he says. Paulson
upgraded again in 1981, '86, '87
and '91 before completing the
recertification course last month.

Paulson, who still lives in
Vlartinez, is proud of the fact that
'they don't just pick anybody"
For the recertification course.
I'm glad to get the endorsement

and I'm looking forward to going
back out to sea." l

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14 SEAFARERS LOG MArms

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Former Military Transcom Chief Speaks Out

Cassidy Issues a Call
To Action for the U.S.-
Flag Merchant Marine

General Duane H. Cassidy, senior vice president-
sales and marketing at CSX Transportation Inc.,
delivered the 1993 Paul Hall Memoridl Lecture this
month in Washington, D.C. The text of General
Cassidy's lecture, entitled "A Call to Action—Again,"
appears on these two pages.

Prior to joining CSX Transportation in late 1989,
General Cassi<fy served 36 years in the United States Air
Force. A pilot with more than 8,000 hours flying time,
his final military assignment was commander in chief of
the U.S. Transportation Command. In this position, he
was responsible for all global land, sea and air transpor­
tation support for the U.S. armed forces. It was during
this time that he became well known to the U.S. maritime
community.

. The Memorial Lecture Program is one in a series
begun in 1987 by the Paul Hall Memorial Endowment
at the University of Southern California. The endowment
was established shortly after SlU President Paul Hall
died in 1980by friends and associates in organized labor
and the maritime industry. It honors distinguished con­
tributors to marine transportation, bringing to the public
their thoughts in the form of an annual lecture series.

PAUL HALL MEMORIAL LECTURE

Idid not know Paul Hall—I wish I had. I admire what
he did. Moreover, I admire those who followed him

and the work they have continued. I know he would be
proud today as they carry on in his footsteps.

When I consider those who have spoken before me...
when you look at my credentials to speak... I am amazed
I am here. As honored as I am, I do not have the
credentials needed to address this group in honor of Paul
Hall. I have never sailed a ship! I did not go through
Kings Point! I'm not a member of the Seafarers Interna­
tional Union... . In fact, I have spent most of my life
flying airplanes.

The only legitimacy for my appearance here is a great
respect and love for the U.S. merchant marine. That was
developed some years ago when I became the first
commander in chief of the U.S. Transportation Com­
mand. I realized very quickly that to do my job, as
specified by the president and secretary of defense, I
would have to depend on the U.S. merchant marine.

When I assessed the merchant marine, I discovered
that I was counting on something that was in decline; no,
not just decline, but something that was settling to the
bottom—and nobody seemed to care. Since World War
n, there has been a steady decline in the fleet. In 1970,
we had 18 major liner shipping companies, each operat­
ing five or more ships; today there are five. In 1970, we
had 905 U.S. flagships; now there are only 364.

So here I was, an airman, n guy with an airlift back­
ground, put in a role that demanded a focus on sealift. I
believed it was something necessary to do; it was needed
and I was anxious to do it—I got hooked.

I wrote letters. I made speeches. I met the people who
operate the ships, I met the people who built the ships. I
went to labor—I spent time at the Harry Lundeberg
School of Seamanship at Piney Point. I crawled all over
the ClOs, D9s, SL7s... the Ready Reserve Fleet. I got a
crash course in the merchant marine and discovered
what many people here already know: It gets in your
blood. It gets in your blood because of its awesome
contributions of the past and the need yet to come.

At the same time, I learned that only 4 percent of our
trade was carried on U.S.-flagged vessels. That fact has
been emphasized by all who have preceded me here. Our
market share has frittered away in the past two
decades—yet nobody seemed to care. The survival of
the U.S. shipping industiy was in jeopardy and no one
was doing anything.

In 1988,1 told the New York Propeller Club of my
concerns for the maritime industry. I said it then and I'll
say it again:

"We have a crying need for more sealift and a viable
merchant marine. We have a new administration—^and
a new Congress—which offers us a great opportunity for
a fresh effort."

When I made those remarks I was struck by the fact
that we had a moment in time to do something about our
sealift policy. Unfortunately, over the years, nothing has
happened. We developed a (National Security) sealift
policy in 1988, but quite frai^y it was neutered by the
Bush administration. We worked long and hard on a
national policy that was gutted by the White House at
the 11th hour.

I don't have to tell you what needs to be done. Andy
Gibson told you that in his lecture last yem-. It's been
debated and discussed many times, yet nothing ever gets
done.

In 1989,1 restated the need for a healthy merchant
marine in testimony to the Congress. I said if I were
"king for a day," I would make five decrees:

• Decouple the U.S.-flag carrier industry and the
shipbuilding industry. The continued yoking of these

7/ would be totally incon­
sistent with our history for

the United States to be
without a strong merchant

marine. ̂

two industries stifles competition for both. Carriers, to
be competitive, need to buy new ships where the market
dictates, like any other U.S. business.

• Gain government support for shipyards in order to
level the playing field against subsidized foreign shipr
building. But the shipyard cure can't cripple U.S. car­
riers or we'll defeat the purpose.

• Eliminate regulations that increase the cost of U.S.-
flag ship operations. Ships in international commerce
are governed by a uniform code of standards that have
been set by the International,Maritime Organization.

The U.S. Coast Guard, however, has added standards of
its own that creates a further cost disadvantage for U.S.-
flag ships.

• Reform U.S. tax policies that place U.S. operators
at a disadvantage to their competitors. The tax burden
has hurt U.S. operators, while foreign competitors do not
have such a liability. Other countries allow more liberal
depreciation schedules for ships flying their flags. Al­
though it is difficult to make simple comparisons, some
offer accelerated write-downs in the first year. Korea and
Hong Kong, for example, allow 50 percent and 60 per­
cent in the first year^ compared with 10 percent in the
United States.

Current taxes on U.S. ship earnings can be deferred
by placing them in the Capital Construction Fund, but
only for the purpose of building U.S.-flag merchant
ships in the United States. The CCF is not useful because
it requires that ships be built in U.S. yards.

• Work out a different approach to subsidy, it hasn't
worked in the past and it isn't working now. We need a
reserve of some kind to ensure a pool of skilled mariners
and a fleet under our flag.

(By the way, there is a program today, proposed by a
coalition of carriers that provides for the problem I
outlined in 1989; a Maritime Security Heet Program
under which those vessels committed to the program
would earn an annual contingency payment to offset
costs of operating under the U.S. flag.)

It was a call to action and everybody agreed. But
nothing was done.

The irony is undeniable as John Snow, chairman of
CSX Corporation, recently noted: 'Today, at a time
when America stands as the only remaining global
militaiy power... with the most influential economy on

; the planet... our maritime policy lies in shambles.
"The fundamental question is simple and direct... Do

we want to take the necessary steps to revitalize the
U.S.-flag merchant fleet.. . or witness its demise and the
end of its role as a critical component of our national
defense and commerce."

You look around and have to wonder. U.S.-flag ves­
sels are subject to higher operating costs^ rougher ship
regulations, higher maintenance costs (50 percent duties
on foreign repairs), and less favorable tax treatment than
their foreign-flagged competition. Moreover, U.S. liners
receive fewer preferential cargoes from the U.S. govern­
ment today as a result of cuts in U.S. troops stationed
overseas.

The man for whom this lecture series is named would
be appalled.

I do not believe our citizens want to see their national
maritime capability become extinct. However, that pos­
sibility is predictable if our current course is not
reversed—^it is happening before your eyes.

Defense transportation is essential to U.S. national
strategy because it provides a credible deterrent to war,
as well as a safety net for national emergencies and
humanitarian efforts. It would be totally inconsistent
with our history for the United States to be without a
strong merchant marine.

In times of national emergency, such as the recent
Persian Gulf war, there is no acceptable alternative to a
powerful U.S. merchant marine with its modem, com­
petitive ships and skilled American crewmembers.

During the gulf war, the Department of Defense
called on U.S. liner companies to carry 29 percent of all
military cargoes and all the military' s container traffic—
38,519 containers—into the theater of war. U.S.-flag
ships, crewed by civilian mariners, delivered 90 percent
of tire cargo from the U.S. to the troops in Saudi Arabia
and Kuwait. Virtually all the container loads needed by
the military were carried on U.S.-flag ships, and U.S. .
liners were transferred from commercial service and
chartered to the Military Sealift Command for its ex­
clusive use.

Foreign-flagged ships may mean that ownership and
control are no longer in U.S. hands, and the loyalties and
availability of crewmembers cannot be assured. This
makes military access to these vital resources—^includ-

^ \'

V' ^'1'" l;'.*

MAri993 SEAFARERS LOG 15

More than 150 representatives from maritime labor and Industry attended the 1993 Paul Hall Memorial Lecture In Washington.

ing related intermodal systems—unpredictable. I spent
a full career as a military man attempting to create
predictability—the present situation undermines all
such training and planning.

Cliff Sayre, a retired vice president at E.I. DuPont de
Nemours, put it this way at a hearing of the Advisory
Commission on Conferences in Ocean Shipping: "The
presence of a U.S.-flag liner gives you a place at the
table, and, if you lack that.,. you can be handicapped as
a nation."

Given the intensity of global competition today and
the important role of exports in spurring the growth of
the domestic economy, the loss of a U.S. merchant
marine would be a setback to economic growth. We've
already seen the results. South Korea moves 54 percent
of its commercial shipping on Korean vessels. Taiwan
is expanding its fleet to carry 60 percent of its oil imports.
Japan carries roughly 50 percent of its imports and 35
percent of its exports in Japanese-flag ships. Here's the
kicker: Only 19 percent of America's foreign seaborne
trade is carried on U.S.-flag liners.

^For the first time in recent
history, U.S. liner carriers
and maritime labor are in

agreement on specific
changes to create operat­

ing parity with foreign
competitors.^

cargo ships will shrink from 140 to about 30 by the year
2005. That's not unrealistic, considering that many of
our ships today are at least a quarter of a century old and
woefully outmoded.

However, there is always hope. For the first time in
recent history, U.S. liner carriers and maritime labor are
in agreement on specific changes to create operating
parity with foreign competitors. There is common
ground and no excuses this time for government not to
act.

So here I am again... now a private businessman—^as
a matter of fact a railroader now—following four giants
of this industry: Herb Brand,-Henry Marcus, Clint
Whitehurst and Andy Gibson, calling once again to
anyone who will hear... for action—^not work or good
intentions—action!

Unfortunately, I would have to admit to Paul Hall-

We got that way because of fewer and fewer incen­
tives. American shipping lines—while world leaders in
quality service and efficiency—face substantial cost
penalties by operating under the U.S. flag rather than
under a foreign registry.

The military is cutting back on its overseas commit­
ments, thus reducing the amount of government cargo
reserved for U.S.-flag ships. In 1990, Department of
Defense global shipments totaled $506 million in
revenue; by 1995, they are expected to fall to only $253
million.

As peacetime shipments continue to decline and sub­
sidy contracts expire, U.S. liners find it increasingly
difficult to remain both cost competitive and
U.S. flagged, despite their desire to be avail­
able in time of national emergency.

If there is no change in policy, U.S. car­
riers will be forced to reflag their ships off­
shore. The Maritime Administration
estimates that the U.S.-flag fleet of general

General Duane Cas­
sidy was given a stand­
ing ovation by ttie
audience at the con­
clusion of his remarks.

Dr. Robert Friedhelm
(left), director of the DSC

Sea Grant Program
which administers the

Paul Hall Memorial En­
dowment, presents

General Duane Cassidy
with an etching In glass

of the late SlU president.

were he here today—^so far, I have failed! Nothing is yet
accomplished. But I must wam you and the country's
private and public leadership again that it's time—^past
time—to make certain the bickering is behind us and
demand that our new administration and this Congress
take action.

In 1991, we were in total chaos. The Congrera was
blaming industiy; industry was blaming labor; labor was
blaming both Congress and industry, and nothing was
getting done.

Last year, Andy Gibson reported to this group that
two leaders of the industry—^John Snow, chairman of
CSX, of which Sea-Land Service is a subsidiary; and
John Lillie, chairman of American President Com­
panies, were carrying the ball. They stepped forward
and said, "We are 80 percent of this U.S.-flag business.
Here is our position: We can no longer afford to recapi­
talize the ships that we are operating. In fact, we are not
going to put any more capitd into this industry until we
find out our govemment's position on the ne^ for a U.S.
merchant marine. Do you need us? Do you want us or
not? Just tell us!"

They took their message to the White House. They
took it to the Pentagon. They took it to the Department
of Transportation. They took it to the Department of
Commerce. And everyone agreed, "Yes, we need... we
want a U.S. merchant marine."

In fact, the 1936 Merchant Marine Act says we're
required to have a merchant marine that is sufficient "to
carry its waterbome domestic commerce and a substan­
tial portion of the waterbome export and import of
foreign commerce of the United States...capable of serv­

ing as a naval and military auxiliary in time of war or
national emergency."

We have ignor^ the law of the land.
Last year, the administration submitted a Maritime

Reform Bill, but it became bogged down in congres­
sional committees and failed. This time, however, it
wasn't for a lack of caring. Everyone cared, but for very
parochial reasons: The ship builders, the ship operators,
the unions, the government, the Department of Defense;
everyone seems to have their individual interest at heart.

^If this call to action is not
heard, then our govern­

ment will have succeeded
in doing what Hitler and
the Third Reich could not
do, and that is to sink the
U.S. Merchant Marine. ̂

A ship operator once described the industiy to me as one
where each wanted his share—and part of the other
guy's, too.

Now, using this forum dedicated to the most
courageous labor leader in our time—Mr. Paul Hall—I
stand here with a call for action. Not to do good things
for the merchant marine, to .vavc {?.

It will take a united industry with practical, unselfish
goals; an active Department of Transportation, a coali­
tion of government agencies and Congress; a supportive
administration; and increased public awareness of the
current plight. Who among us will lead that charge?

Without substantive maritime reform, our destiny
will be one of default rather than design. We will hav^ a
national sealift policy. The only question is whether it
will be done now in a deliberate, timely fashion or forced
upon us later by sudden suffering.

A decision to forgo government action is a decision
to lose a large part of the remaining U.S. maritime
capability, a decision that is not in the national interest.
A critical part of that maritime capability is maritime
labor because the pool of skilled personnel employed on
U.S.-flag vessels is considered a national security asset,
able to meet surge-shipping requirements. I wonder if
we could do Desert Shield today?

Therefore President Clinton, therefore Secretary
Pena, therefore Secretary Aspin, you have an oppor­
tunity. . . you have a moment in time with a Congress
that will listen. President Clinton, you have shown the
leadership qualities and the role you play is crucial.
Secretary Pena, you can be objective and must be the one
who steers this ship. Secretary Aspin, no one knows the -
issues better thari you. If we've ever had a secretary who
understood the need for sealift, it is you.

We can be encouraged by the early signs, particularly
Secretary Pena, who has been willing to meet with all
segments of the maritime industry and appears genuine­
ly interested in pushing for maritime reform this year.
But we have been here before and nothing happened.

If this call to action is not heard, if we do not do this
now, if there is no bill passed in the first year of the new
administration, then our government will have suc­
ceeded in doing what Hitler and the Third Reich could
not do, and that is to sink the U.S. Merchant Marine; and,
the next lecturer in the Paul Hall series will be telling
you of its history.

• '.A '• > ••••. . •• (I

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16 SEAFA6ERSL0G MAY 1993

>.V

PINEY POINT

The Best of Both
Vacation Worlds

If modern history is what you seek, the
Patuxent Naval Air Station in Lexington
Park contains the nation's only museum
dedicated to the full scope of testing and
evaluation of U.S. Navy aircraft.

Major Cities Nearby
For those seeking and wanting more,

the metropolitan areas of Washington and
Baltimore are within two hours of the
Paul Hall Center. While history abounds
from Fort McHenry near Baltimore to
Arlington National Cemetery outside o
the nation's capital, there is much more
available.

For animal loveirs, Washington's Na­
tional Zoo can keep the family enter­
tained all day. Most of the animals on
display live in natural habitat compounds
rather than cages. From elephants to
eagles and panthers to the panda, a trip to
the zoo is fun and educational.

Located between the Capitol and the
Washington Monument are the museums
of the Smithsonian Institution. Known as
"America's Attic," the Smithsonian col­
lects and displays artifacts of American

Say your idea of a perfect vacation is
to get away from it dl. No people, no
bustle, no noise, no worry. Just relax and
commune with nature. The Paul Hall
Center for Maritime Training and Educa­
tion is just the place for you.

But, what if you are the type of person
who wants to see and do it dl? You want
to be where the action is, where some­
thing is happening day and night. You
want to be able to gather the family in the
car and take off without being trapped
behind the wheel all day. The Paul Hall
Center for Maritime Training and Educa­
tion is just the place for you, too.

How is it that one place can be ideal
for both types of vacationers? Because of
its location and what is available in the
immediate area, the Paul Hall Center is
the best of both worlds.

Convenient Location
Based in the rural community of Piney

Point, the center is located where St.
George's Creek flows into the Potomac

River near the Chesapeake Bay in St.
M^'s County in southern Maryland.
This peaceful setting, where city resi­
dents from nearby Washington and Bal­
timore have weekend-getaway cottages,
provides the opportunity for both water

and land-based expeditions.
The center, home of the Seafarers

Harry Lundeberg School of Seamanship,
is the largest training facility for deep sea
merchant mariners and inland waterways
boatmen in the country. The center con­
tains a number of administrative and
educational buildings as well as a six-
story training and recreation center on
more than 60 acres of waterfront proper­
ty-

Each summer, a number of the rooms
in the training and recreation center are
set aside for Seafarers and their families
to vacation for up to two weeks.

The center has a marina where
vacationers can take a boat out for the day
to sail around the region or look for a
good fishing hole. With 400 miles of
waterline surrounding St. Mary's Coun­
ty, waterbome activities are abundant.

At the center are a picnic area with
grills and tables, outdoor tennis and bas­
ketball courts, an Olympic-size swim­
ming pool (with lifeguards when the
facility is open), a health spa and plenty
of room for walking. Off the base are
several state and county parks within easy
driving distance that provide picnic, ex­
ploration and golfing opportunities.

History on Site
For history buffs, the center provides

an excellent starting place. The marina
serves as the home of the restored (by SlU
pensioners) sailboat Manitou, the last
pleasure vessel owned by President John
F. Kennedy. Across the grounds is the
Paul Hall Library and Maritime Museum.
The library contains more than 17,000
volumes on maritime and labor history,
while the museum features a collection of
ship models, historical nautical instru­

ments and union memorabilia.
In between the marina and libraiy is

the historic boat shed. Within its walls are
a collection of several varieties of
watercraft that have sailed the
Chesapeake Bay region, including a
bugeye and a skipjack.

Mere minutes from the center is St.
Mary's City, where vessels from England
first landed in 1634. Exhibits located on
800 acres of unspoiled tidewater
landscape include a replica of the first
Maryland statehouse; Farthing's Ordi­
nary, a reconstructed inn with outbuild­
ings; and Old Trinity Episcopal Church,
built around 1829 with bricks from the
original statehouse.

In nearby Hollywood is Sotterley
Mansion, a working 18th century planta­
tion on the Patuxent River. Some of the
original buildings still stand and are open
to &e public.

A little further down the road, civil
war students can explore Point Lookout
State Park where the remains of a
prisoner of war camp for Confederate
soldiers once stood. Local legend has it
that the site is inhabited by ghosts.

history, folklore, art and architecture
from dinosaur bones to the original Star-
ship Enterprise from television's Stor Trek.

Baltimore is home to the National
Aquarium, featuring a great variety of
fresh and salt water creatures. The
aquarium is one of the highlights of the
refurbished Inner Harbor which com­
bines tourist activities, the Baltimore
Orioles baseball stadium, shopping and
dining on the downtown waterfront.

Plenty for the Kids
For children of all ages, there are

several theme parks within the area. Wild
World amusement park in Prince
George's County, Md. is one of
America's largest water theme
facilities. Wild World also features
several thrill rides including the Wild
One roller coaster, voted one of the
nation's top 10.

Near Richmond, Va. (approximately
two hours from the center) is the Kings
Dominion theme park. This park is home
to roller coasters, water flumes, bumper
cars and other rides as well as live enter­
tainment.

These are just a few of the activities
that can fill your vacation days. From the
solitude of fishing on the side of a creek
to the good times that come from a local
seafood festival, there is enough avail­
able to make a summer vacation at Piney
Point both relaxing and memorable.

UNION MEMBER
VACATION RATES

A vacation stay at the Lundeberg
School Is limited to two weeks
per family.

Member $40.40/day

Spou^

Child

$ 9.45/day

$ 9.45/day

A/ote; There is no charge for
children under the age of 12.
The prices listed above include
all meals.
Send completed ap­
plication form to
Seafarers Training
& Recreation Center, Piney
Point, MD 20674 or call (301)
994-0010.

r-
I
'I SEAFARERS TRAINING & RECREATION CENTER

Vacation Reservation Information
Name:

Social Security number:

Address:

Book number:

Telephone number:

Number in party / ages of children, if applicable: _____

Date of arrival: 1st choice: 2nd choice:

Stay is limited to tvvo weeks.

Date of departure: .

3rd choice:

Send this completed application to the Seafarers training & Recreation Center, P.O. Box 75, Piney Point, MD 20674.

5/93



V ••

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MAY 1993 SEAFARERS LOG 17

Dispatchers' Report for Deep Sea
MARCH 16 — APRIL 15,1993

*TOTALREGISTERED
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
Port
New York
Philadelphia
Baltimore
Norfolk
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Honolulu
Houston
St. Louis
piney Point
:^gonac,;::v^fv.;;
Totals
Port
New York

31
0
4

11
10
21
20
27
16
27
15
9

34

• /W
0

226

DECK DEPARTMENT
19

18
21
16
16
27
31
23
34
4
16
32
2

:0s
270

8
4

10
4
9
5

•5
•'•:5

8
2
4
6

'•••3

2
77

16
0
4
9
3
19
18
17
;iL'
22
5
5
23
W
W
0

22
5
12
21
11
15
16
6
6
14
4
12
22
2
6
0

6
2
0
14
3
6
3

M'
0
2
1
8
1

•:-2, w
1

152 174 51
ENGINE DEPARTMENT

15 9 0

7
2
1

M:M
0
9
13
1
3
9
0
6
5
0

0
58

68
1
5
20
19
29
44
56
29
41
22
11
47
0

iSL'
m-D
393

30
5

17
21
33
23
42
65
39
47
6
21
59

S 4
11
1

424

17
4
3
5
6
11
12
16
9
11
5
14
17
2

135

Baltimore 6 ^ ^
Norfolk
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Honolulu
Houston
St. Louis
Piney Point
Algonac
Totals
Port
New York
Philadelphia
Baltimore
Norfolk
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Honolulu
Houston
St. Louis
Piney Point
Algonaa:
Totals
Port
New York
Philadelphia
Baltimore
Norfolk
Mobile
New Orleans
Jacksonville
San Francisco
Wilmington
Seattle
Puerto Rico
Honolulu
Houston
St. Louis
Piney Point
Algonac
Totals

STEWARD DEPARTMENT
4 8 0
1 1
1 • 0

3
5

1
12

0 2 0

0 0 1
88 62 29

ENTRY DEPARTMENT

3
3 0 3
0 0 '

12
•'^1

1
3
2
3
4

20
5
8
5
8
6
0
1
0

79

41 17
i 6

tm::
M
12
19
19
28
11
14
9

59
22

1
43
2

308

1
6
2
7
6

19
4
8
2

101
4
0
2
0

185

'y.

8
0
0
2
1
4
4
8
6

10
3
5
2
0
0
0

53

585

•••• ,./•

Totals All
Departments 617 862 344 391 509 229 165 1,077 1,420
* '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 foe end of last month.
A total of 1,294 jobs were shipped on SlU-contracted deep sea vessels. Of the jobs shipped, 391 jobs
or about 30 percent were taken by «A" seniority members. The rest were fiUed by arid "C seniority
people. From March 16 to April 15,1993, a total of 165 trip relief jobs were shipped. Since the trip relief
program began on April 1,1982, a total of 18,567 jobs have been shipped.

June & July 1993
Membership Meetings

Deep Sea, Lakes, Inland Waters
Piney Point

Monday: June 7, July 6*
^changed by Independence Day holiday

New York
Tuesday: June 8, July 6

Philadelphia
Wednesday: June 9, July 7

Baltimore
Thursday-June 10, July 8

Norfolk
Thursday; June 10, July 8

Jacksonville
Thursday: June 10, July 8

Algonac
Friday: June 11, July 9

Houston
Monday: June 14, July 12

New Orleans
Tuesday: June 15, July 13

Mobile
Wednesday, June 16, July 14

V San Francisco
Thursday: June 17, July 15

Wilmington i :
Mxmdi^: Jmie 21, July 19 ^

Seattle
Friday: June 25, July 23

San Juan
Thursday: June 10, July 8

. St. Louis
Friday: June 18, July 16

Honolulu
Friday: June 18, July 16

Duluth
Wednesday, June 16, July 14

Jersey City
Wednesday: June 23, July 21

" ' "NewBedford . .-07
' • /20 ' • i

iiipii

. i

• ^ ' Tuesday: June 22, July 20

Each port's meeting starts at 10:30 ajn.
..i: V-

Personals
, ALAMAR, MASSMAR SURVIVORS

Any survivors of foe vessels A/amar(PQ-16) or
Massmar (PQ-13) who sailed on foe Murmansk Run
during World War U are asked to contact Maxine
Seinfeld, who is doing research on her father who
sailed aboard these vessels. Survivors may write her
at 11800 NE llfo Avenue, Biscayne Park, FL
33161.

ALTON "BIG AL" FINN
Please contact Robert T. "Robaire" Seim, c/o

SBS, M/V Senator, Crowley Caribbean Transport,
P.O. Box 359004, Ft Lauderdale, FL 33335.

JACK (JOHN) KEHOE
Please contact your old friends John and Rita

Brady at 1152 Beale Court Drive, Blairsville, GA
30512; telephone (706) 745-5654.

Correction
The photo­

graph of Ordinary
Seaman John Mc-
Lain from foe port
of Philadelphia
was inadvertantly
omitted from foe
April 1993
Seafarers LOG
story on foe annual'
financial commit­
tee. We regret any
confusion this
error may have
caused.

John McLain

i.--;

'.•f'r. .'i '!«- -' t '11

./ -V'-ri



18 SEAFARERS LOG

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Seafarers International
Union Directory

Michael Sacco
President
John Fay

Secretary-Treasurer
Joseph Sacco

Executive Vice President
Augustin Tellez

Vice President Collective Bargaining
George McCartney

Vice President West Coast
Roy A. "Buck" Mercer

Vice ft-esident Government Services
JackCaffey

Vice President Atlantic Coast
Byron Kelley

Vice President Lakes and Inland Waters
Dean Coraey

Vice President Guff Coast

HEADQUARTERS
5201 Auth Way

Camp Springs, MD 20746
(301) 899-0675

ALGONAC
520 St. Clair River Dr.

Algonac, Ml 48001
313)794-4988

BALTIMORE
1216 E. Baltimore SL

Baltimore, MD 21202
(410)327-4900

DULUTH
705 Medical Arts Building

Duluth, MN 55802
(218)722-4110
HONOLULU

K 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
NEWYORK

675 Fourth Ave.
Brooklyn, NY 11232

(718)499-6600
NORFOLK
115 Third St.

Norfolk, VA 23510
(804)622-1892

PHILADELPHIA
2604 S. 4 St.

Philadelphia, PA 19148
(215) 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

Govenunent Services Division
(415) 861-3400
SANTURCE

1057 Fernandez Juncos Ave.
Stop 16Vi

Santurce, PR 00907
(809)721-4033

SEATTLE
2505 First Ave.

Seattle, WA 98121
(206)441-1960

ST. LOUIS
4581 Gravois Ave.

St Louis, MO 63116
(314)752-6500

• WILMINGTON.
510 N. Broad Ave.

Wilmington, CA 90744 jiington,CA 90'
(310)549-4000

MAY 1993

Dispatchers' Report for Great Lakes
MARCH 16 - APRIL 15,1993

CL—Company/Lakes L—Lakes NP BEACH
•TOTAL REGISTERED TOTAL SHIPPED ••REGISTOMD ON BEACH

All Groups All Groups All Groups
a.»CL*Srcta.NP a.»CL OXL CU»NP CU»»CL C.a»L C.»»NP

Port
Algonac
Port

Algonac
Port
Algonac
Port
Algonac

DECK DEPARTMENT

4 0 31 0
ENGINE DEPARTMENT

2 0 19 0
STEWARD DEPARTMENT

Gl 0 8 0
ENTRY DEPARTMENT

10 0 0 0

0

0

38 8

•O' 11 ' 'i' 2 i

0 34 21

0 0 105 Totals All Departments 0 68 17 0 58
* "Total Registered" means the number of men who actually registered for shipping at the port last month.

38

DispatchersV Report for Inland Waters
MARCH 16 — APRIL 15,1993

•TOTAL REGISTERED TOTAL SHIPPED
All Groups

Class A Class B OassC
Region
Atlantic Coast
Gulf Coast
Lakes & Inland Waters
West Coast
Totals
Region
Atlantic Coast
Gulf Coast
Lakes & Inland Wa
West Coast
Totals

Region
Atlantic Coast' 'VT'
Gulf Coast
Lakes & Inland Waters
West Coast
Totals

, ; A .

3

4

22

1

30

2
1
4
0
7

0
3
0
1
4

0
0
0

0
1

0

0
0
0
0
0

0
29
0

17
46

0
3
0
0
3

0
4
0
1
5

All Groups
Class A Class B Class C
DECK DEPARTMENT

0 0 4
0

m
63

67

1

0
1

3

8
11

••REGISTERED ON BEACH
Ail Groups

Class A Class B Class C

50
11
51 ' 0

3
115

ENGINE DEPARTMENT
0 9 --'1* * ' 2

0
0
0
2

0
1
0
0
1

STEWARD DEPARTMENT
1
0
0
0
1

0
0
0
0
0

0
0
0
0
0

8
1

16
0

25

Totals All Departments 57 54 70 11 187 10 77

• "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.

HUBMnW
^ ONTHELOOKOUT—

SHIPPING SUPERSTITIONS
I

Marine artist, historian and author
Jim Clary, who owns and operates
Cap'n Jim's Gallery in St. Clair, Mich.,

' is requesting information pertaining to
any superstitions that Seafarers know of
in existence today. This information will
be used in Mr. Clary's upcoming book
"Superstitions of the Sea," a digest of
old and new superstitions, customs,
traditions and slang on the high seas and
on the Great Lakes.

Some examples of maritime supersti­
tions are: never say "fog" on the bridge, ^
never ship out on a Friday, hang all the
coffee cups a certain way in the galley.

If you have information of this sort,
would like to share it, and perhaps be
included in this book, contact Jim Clary
at 201 N. Riverside, St. Clair, MI
48079, or call him collect at (313) 329-
7744.

ATTENTION;
PORT ARTHUR, TEXAS

MEMBERSHIP MEETING
A genersj informational membership

meeting will be held on Thursday, July
15, 1993 at 2:00 p.m. It will take place
at the Ramada Inn on Highway 87 in
Port Arthur.

LIBERTY SHIP ^
VOLUNTEERS NEEDED

Tentative plans are being made to sail
the Baltimore-based Liberty Ship, the John
W. Brown, to Normandy, France, to
celebrate the fiftieth anniversary of D-Day
(June 6, 1944). She would accompany two
other World War 11-era ships, the Jeremiah
O'Brien and the Lane Victory. Before this
can be done, however, a lot of work must
be done to clean up and restore her. Volun­
teers are needed to help make this ship a
living memorial to all the men who served
in the U.S. merchant marine in all wars.
Donations are also welcome (and are tax-
deductible).

Donations may be sent to Project Liberty
Ship, P.O. Box 25846, Highlandtown Sta­
tion, Baltimore, MD 21224-0846. Any ad­
ditional information may be obtained by
calling Dan Cap at (516) 667-3466 or Paul
Bock at (516) 799-0061.

^ ATTN: SEAFARERS ^
SAILING ABOARD

BAY SHIPPING VESSELS
Since Bay Shipping Management is not

contractually obligated to make contribu­
tions to the Vacation Plan for weekends,
and since it is difficult to ascertain exact
dates of employment from U.S. Coast
Guard discharges, it is necessary for
Seafarers aboard Bay Shipping vessels to
submit copies of their pay vouchers when
filing for Vacation Beneflts related to
employment with this company.

Applications submitted without copies
of pay vouchers will be held in a pending ;
status until the proper verification is
received.

% DISCONTINUE
WATCHKEEPING OF

DISTRESS FREQUENCY
500 KHZ

Effective August 1, 1993, all United
States Coast Guard communication sta­
tions and cutters will discontinue
watchkeeping on the distress frpque-
quency 500 kHz, and will cease all
morse code services in the medium fre­
quency radiotelegraphy band.

More efficient telecommunication
systems now are available to provide the
mariner with options for initiating or
relaying distress alerts, and passing and
receiving maritime safety information.
These options include INMARSAT,
radio telex (SITOR), MF/HF single
sideband and VHF radiotelephone,
satellite EPlRBs (for distress alerts and
telecommunications), and INMARSAT
Safetynet, NAVTEX and HF NAVTEX
(SITOR) (for maritime safety informa­
tion broadcasts).

NAVTEX broadcasts include the
same Notice to Mariners, weather,
search and rescue and fixed fishing gear
location products that have been
provided by the MF morse broadcasts.
Distress and other calls to any U.S.
Coast Guard communication station
also may be made on any of the follow­
ing HF single sideband radiotelephone
channels: 424 (4134 kHz), 601 (6200
kHz), 816 (8240 kHz) or 1205 (12242
kHz).

Meteorological broadcasts also are
made on these channels.



• y:&<£iS;?';fi3si3i;a?»rtS^ ;

nunaas SEAFJOIBRSLOG 19
Tm* ••

imv

Seven members who graduated
from the SIU's top training

programs for deck and steward
department Seafarers are among
the 35 members who are retiring as
announced by the Seafarers Wel­
fare Plan.

Brothers George Burke, Rufino
Garay, John Mullis, Alejandro
Ruiz, and Charles Todora
graduated from the Lundeberg
School's bosun recertification cour­
ses, while brothers Chester Moss
and Ruperto Peralta successfully
completed the steward recertifica­
tion program.

A total of 23 members whose
retirements are announced this
month sailed in the deep sea
division while 10 members sailed
in the inland division and two
sailed with Great Lakes-contracted
operators.

Texas, California, Puerto Rico,
North Carolina and Michigan
proved to be the most popular
retirement spots for this group, as
six retired in Texas, six in
Michigan, five in California, and
four each in Puerto Rico and North
Carolina.

Ora Rhoades had been an ac­
tive Seafarer longer than any of the
other new pensioners. He joined
the union in 1944 in the port of
NorfoUc, Va.

Brief biographical sketches of
Brother Rhoades and the otho*
new pensioners follow.

DEEP SEA
RAYMOND
ALLEN, 59,
joined the
Seafarers in
1959 in the
port of Lake
Charles, La.
A native of
Mobile, Ala.

he sailed in the engine depart­
ment. Brother Allen retir^ to
Houston.

GEORGE
BURKE, 65,
joined the
SIU in 1946
in the port of
New York.
Bom in
Mass, Mich.,
he completed
the bosun recertification course
at the Lundeberg School in 1974.
Brother Burke resides in Brook­
lyn, N.Y.

ROBERT
COOPER,
62, joined
the union in
1953 in the
port of New
York. A
Texas native,
he sailed in

the deck department. Brother
Cooper calls Pasadena, Texas
home.

JOSEPH DEBLANC, 64,
joined the Marine Cooks and
Stewards (MCS) in 1966 in the
port of San Francisco, before that
union merged with the Atlantic,
Gulf, Lakes and Inland Waters
District (AGLIWD). Bom in
Califomia, he sailed as a
cook/baker. Brother DeBlanc
sorved in the U.S. Army ftom
1951 to 1953. He retired to Seattle.

JOHN
DONALDSON,
66, joined
the Seafarers
in 1952 in
the port of
Galveston,
Texas. A na­
tive of Mil­
waukee, he completed the bosun
recertification course at Piney

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

Each month in the 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.

Point in 1984. He resides in Gal­
veston.

ROBERT
EDWARDS,
63, joined
the SIU in
1955 in the
port of Wil­
mington,
Calif. Bom
in Califomia,

he sailed as a bosun. Brother Ed­
wards retired to Los Angeles.

PEDRO
FIGUEROA,
73, joined
the union in
1956 in the
port of New
York. A na­
tive of Puer­
to Rico, he
sailed in the engine department.
Brother Figueroa calls Fajardo,
P.R. home.

VINCENT
FRISINGA,
67, joined
the Seafarers
in 1965 in
the port of
Wilmngton,
Calif. A
Califomia na­

tive, he sailed in the deck depart­
ment. Brother Frisinga retir^ to
Los Angeles.

RUFINO
GARAY, 65,
joined the
SIU in 1965
in his native
New York.
He com­
pleted the
bosun recer­
tification course in 1976. Brother
Garay served in the U.S. Navy
from 1945 to 1952. He retired to
Guayama, P.R.

JAMES
GLEATON,
65, joined
the union in
1962 in the
port of New
York. Bom
in South
Carolina, he

sailed as a steward/baker.
Brother Gleaton served in the
U.S. Navy from 1947 to 1950.
He calls Charleston, S.C. home.

DAVID
HORTON
JR., 65,
joined the
Seafarers in
1955 in his
natrve
Mobile, Ala.
He sailed in
the steward department Brother
Horton served in the U.S. Army
from 1946 to 1947. He still caUs
Mobile home.

JOHN
HOULIHAN,
66, joined
the SIU in
1955 in the
port of New
Orleans. A
Boston na­
tive, he

sailed in the deck department.
Brother Houlihan served in the

U.S. Navy from 1945 to 1946.
He resides in San Francisco.

EXEQUIEL
LIWAG,65,
joined the
union in
1968 in the
port of Nor­
folk, Va.
Bom in the
Philippines,
he sailed in the engine depart­
ment. Brother Liwag upgraded at
the Lundeberg School frequently.
He served in the U.S. Navy from
1946 to 1967. Brother Liwag
retired to Norfolk.

CHESTER
MOSS, 67,
joined the
Seafarers in
1959 in the
port of Seat­
tle. An
Arkansas na­
tive, he com­

pleted the steward recertification
course at Pjney Point in 1980.
Brother Moss lives in Oakland,
Calif.

JOHN
MULLIS,
67, joined
the SIU in
1952 in the
port of New
York. An
Alabama na­
tive, he com­
pleted the bosun recertification
course at the Lundeberg School
in 1981. Brother Mullis calls
Mobile, Ala. home.

RUPERTO
PERALTA,
66, joined
the union in
1975 in the
port of
Yokohama,
Japan. Bom
in the Philip­

pines, he completed the steward
recertification course at Piney
Point in 1987. Brother Peralta
served in the U.S. Navy from
1945 to 1966. He retired to San
Francisco.

ORA
RHOADES,
65, joined
the Seafarers
in 1944 in
the port of
Norfolk, Va.
A native of
Calais,
Maine, he sailed in the deck
department. Brother Rhoades
resides in Oviedo, Fla.

ALEJANDRO
RUIZ, 64,
joined the
SIU in 1959
in the port of
New York.
Bom in Puer­
to Rico, he
completed

the bosun recertification course
at the Lundeberg School in 1976.
Brother Ruiz calls Apopka, Fla.
home.

ERNEST TRADER, 65, joined
the Seafarers in 1948 in the port
of New York. A North Carolina
native, he sailed in the deck

department. Brother Trader
served in the U.S. Navy from
1955 to 1957. He resides in Jop^
patown, Md.

ROBERT
SCHLEIER,
55, joined
the union in
1973 in the
port of San
Juan.A
Brooklyn,
N.Y. native.

PEDRO
SEPUL-
VEDA, 69,
joined the
Seafarers in
1971 in the
port of New
York. Bom
in Rincon,

P.R., he sailed in the steward
department. Brother Sepulveda
upgraded at Piney Point frequent­
ly. He resides in Salinas, P.R.

CHARLES
SMITH, 64,
joined the
SIU in 1956
in the port of
New York. A
Mississippi
native, he
sailed as a
QMED. Brother Smith served in
the U.S. Army from 1950 to
1951. He calls Arabi, La. home.

CHARLES
TODORA,
65, joined
the union in
1958 in the
port of Hous­
ton. Bom in
Detroit, he
completed

the bosun recertification course
at the Lundeberg School in 1980.
Brother Todora served in the
U.S. Marine Corps from 1945 to
1948. He retired to Dallas.

INLAND
LORENZO
BEVERLY,
65, joined
the SIU in
1972 in the
port of Nor­
folk, Va.
Bom in Geor­
gia, he sailed
in the steward department. Boat­
man Beverly served in both the
U.S. Army and Navy firom 1945
to 1969. He calls Norfolk home.

MAXIMO
GABINO,
65,joined
the union in
1971 in the
port of
Tampa, Fla.
Bom in
Ecuador, he

sailed in the deck department.
Boatman Gabino upgraded at
Piney Point in 1976. He retired
to Tampa.

CURTIS IRELAND, 64, joined
the SIU in 1970 in the port of
Norfolk, Va. Bom in Lowland,

he sailed in the engine depart­
ment. Brother Schleier served in
the U.S. Marine Corps from 1958
to 1962. He retired to Rio
Piedras,P.R.

N.C., he sailed in the deck depart­
ment. Boatman Ireland served in
the U.S. Navy firom 1950 to 1952.
He still calls Lowland home.

MICHAEL
HUNT, 60,
joined the
Seafarers in
1961 in his
native
Philadelphia.
He sailed in
the deck
department. Boatman Hunt still
calls Philadelphia home.

JAKE KELLEY, 66, joined the
union in 1964 in the port of Hous­
ton. A native of Flomaton, Ala., he
sailed in the engine dqiartment.
Boatman KeUey served in the U.S.
Army from 1944 to 1946. He
resides in Theodore, Ala.

WILBERT
MAIN, 50,
joined the
Seafarers in
1961 in the
port of Nor­
folk, Va.
Bom in
Washington,

N.C., he sailed in the deck depart­
ment. Boatman Main still calls
Washington home.

JACKIE
STOUT, 62,
joined the
SIU in 1979
in the port of
Houston. A
Wichita,
Kan. native,
he sailed in
the deck department. Boatman
Stout upgraded at Piney Point in
1980. He served in the U.S.
Navy from 1948 to 1967. Boat­
man Stout retired to Rye, Texas.

DAVID TIL-
LETT, 63,
joined the
union in
1960 in the
port of Nor­
folk, Va.
Bom in Kitty
Hawk, N.C.,

he sailed as a captain. Boatman
Tillett resides in Tarboro, N.C.

FRANCIS
VAUGHN,
65, joined
the Seafarers
in 1970 in
the port of
New York.
Bom in
Cromona,
Ky., he sailed as chief engineer.
Boatman Vaughn served in the
U.S. Navy from 1945 to 1947.
He calls Lufkin, Texas home.

ROBERT WATKINS, 43,
joined the SIU in 1976 in the
port of Norfolk, Va. A native of
Wilmington, N.C., he sailed as a
captain. Boatman Watkins retired
to Leland, N.C.

GREAT LAKES
MISSED
ALI,64,
joined the
union in
1971 in the
port of
Detroit Bom
in Arabia, he
sailed in Ae

steward department. Brother All
upgraded in 1984. He resides in
Dearbom, Mich.

MOHAMED ALI, 42, joined
the Seafarers in 1970 in the port
of Detroit. A native of Arabia, he
sailed as a gateman. Brother Ali
retired to Dearbom, Mich.

\ «

•J W • : /;•

V ' •; 'Si. iiv-

-' • • '/<V

' • • n -• ••
"v..1



•'Wi'.i . • -

•r:
20 SEAFAOERSLOC MAY 1993

Letters to the Editor
Reminiscences from WWII:
The Last Attack on Guadalcanal Shipping

Merchant seamen during WWII often
referred to voyages in the Pacific as the
"vacation run." TTie Liberty ship Jane Ad-
dams, operated by the American President
Line, could testify to this. Never having
suffered any war damage, she was sold for
scrap in 1969. However, in 1943 the U.S.
Army assigned me aboard to run the com­
missary or post exchange for one trip. I
recall the following incident:

On the night of August 13, 1943, the
Liberty troopship Jane Addams lay
anchored off Guadalcanal when the general
alarm sounded. All shipboard activity
ceased and an unearthly silence prevailed.
The Navy Armed Guard stood ready at their
guns. For over a month now, we had been
kept on "shuttle duty, hauling military cargo
between the Solomons and New Hebrides.
Not once had the general alarm sounded to
remind us of the enemy. The great naval
battles of Ironbottom Sound were now his­
tory and Guadalcanal was secured. In the
planning stage, however, was a landing on
Vella Lavella to the north. As part of the
task force, the John Penn (APA-23) lay
anchored close inshore, loading troops and
equipment to carry out its mission. At this
time our captain paced the bridge some­
what nervously, listening for enemy
aircraft.

Captain Cox had received his baptism
of fire the first month of the war. Serving
as first officer on the Ruth Alexander, the
liner, fleeing Manila, came under air attack
at the entrance to Makassar Straits and was
quickly sent to-the bottom. Our captain
hoped the Jane Addams might outlast the
war: Named after a heroic woman who
devoted her life to lending hope to the
bereft and disinherited of Chicago, the ship
so far had led a charmed life.

Around 2000 hours, a deadly explosion
split the air and we watched the John Penn
burst into flames. Soon, small craft, sil­
houetted against the flames, circled the
doomed ship trying to save men struggling
in the water. This inferno was started when

a single enemy plane dropped out of the
clouds overhanging the island and glidec
noiselessly into the superstructure of the
John Penn. By 2150 hours, the flames were
extinguished, but so was the ship. The next
morning, burned bodies were founc
washed up on the nearest beach.

This was the last recorded attack on
shipping in the Guadalcanal anchorage.
Richard G. Morris
San Mateo, Calif.

vL J/ AI*

Memories of Ore Line Days
This letter contains a flood of nostalgia.

It was brought on by the recent letters and
articles in the LOG about the old days.
Golly, a mountain of memories came forth.

Do you remember Bull Line, South At­
lantic, Waterman, Isthmian, Ore Line?
Especially Ore Line and the port of Bal­
timore SIU hall at 12 N. Gay St...;

By today's standards. Ore Line ships
were unique. Remember Bethore, Steelore,
Firmore and their fire-tube boilers, fusible
plugs, twin screws and wooden decks aft?

And then there was the first trip. This
was an experience second to none for m6.
Certainly, it has been the highlight of my
63 years on this old globe.

On July 18, 1947, just after the 11
o'clock job call, A1 Stansbury, shipping
dispatcher at the Baltimore hall, walked up
to me and handed me my shipping card. He
said, "Hey, kid. Here's a wiper's job on the
Muncie Victory. Go dpwn to the customs
house and sign on. Then get down to the
ship. She is at the Port Covington Grain
Pier."

That job, ship and trip turned out to be
the best of all for a 17-year-old kid just out
of high school and as green as the West
Virginia hills from which he came.

Where are the guys from the Muncie
Victory? Where are you—Pat Delaney,
George Roach, Johnny Long, Tex Morton,
Eric Joseph? It has been almost 46 years
since we beat South Atlantic's other V7c-

tory (Duke) in a race to Rotterdam.
And the Liberty ships that would rol

even at the dock. You must remember
them. They were so numerous it was almost
impossible not to ship out on one. I even
got a chance to sail on one a few months
before turning 18 years old. Where are you
guys from that ship. Isthmian's Winthrop
L. Marvin around-the-world in 1947-1948?

Merchant seamen have the best jobs in
the world, and if they sail SIU, they have
the best union and conditions possible. I am
glad my number two son chose a career at
sea and with the union. He left the Navy
after five years to go to Piney Point and has
sailed SIU for the last 16 years. I hope one
of my grandsons carries on for us. I'm
seriously suggesting it to them even now.
Ted Vargas
Princeton, W. Va.

J. J, vl,
A Member Sends a Salute
To the Crew of the Tug VIrgihIa

Presently I'm enrolled in an upgrading
course at the Lundeberg School. ITiis is my
fifth time attending the school. Each time I
return, I observe improvements. I'm par­
ticularly impressed with the professional
responsibility of the staff. Everyone knows
lis or her mission and sticks to it.

I'm very proud to be a part of the SIU
and will continue to improve the industry
ly taking advantage of the educational op-,
portunities.

In the February 1993 edition of the
LOG, I read with pride about a Crescent
owing tug [Virginia] crew in Savannah,

Ga. The crew, through its expertise in
Irefighting, was able to save the lives of
the entire crew as well as save the vessel.

This is a good example of being
jrepared for an unpredictable occurrence. I

commend the crew and wish to encourage
all SIU members to be prepared for such
situations. The life you save may be your
own.
Al Schmitt
New Orleans, La.

' /.J#" '

AI/

Karlak Thanks the Welfare Plan
Every union has its officials for con­

tract talks, settling beefs, safety talks, etc.
But little is said of the Welfare Plan per­
sonnel.

I have been—and still am—dealing
with them concerning a number of medical
problems. I feel they do a terrific job for the
members each day.

My dealings with them started in 1987
due to a back problem in July, then an eye
problem in December.

Before any monies are paid out to doc­
tors and hospitals, the Plan goes over the
records with a fine-tooth comb. It seems a
$500 fee was charged for treatments that
were never called for while [I was] hospi­
talized with the back problem. This fee was
never paid by the Plan or myself. I feel the
Plan saved me the fee by checking the
records and finding the error.. .

Whenever I receive any bill or statement,
I make copies to keep and send the originals
to the Plan, including letters. Doing this
turned out to be very helpful and I suggest
that other members do the same....

Whenever speaking with the Plan by
phone, I find them very polite and helpful
in explaining my situation. Recently I had
a problem with the billing department of an
eye clinic. Calling the Plan and giving them
the phone number of the clinic, the Plan
called and I never had to get involved again.

With all the services I've had, I can't
remember them all. So I put them in a small
book to carry whenever I go for an appoint­
ment. This is very helpful for the Plan in
having the correct information whenever
needed.

Editor, I'll have to sign off due to "type-
ritis" of the fingers which the Plan doesn't
cover. I'm the fastest two-finger-plus-
thumb typist the union has in retirement—
and getting faster.

The Plan deserves a lot of praise for the
great job they do each day.
Walter Karlak
Woodside Queens, N.Y.

Know Your Rights
FINANCIAL REPORTS. The con­

stitution of the SIU Atlantic, 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 accountants every
year, which is to be submitted to the mem^
bership 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 findings and recommen­
dations. Members 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 ac­
cordance 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 alternates. All expenditures and
disbursements of trust funds are made
only upon approval by a majority of the
trustees. All trust fund financial 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 mernbers
believe there have been violations of their
shipping or seniority rights as contained
in file contracts between the union and the
employers, they should notify the
Seafarers Appeals Board by certified

mail, return receipt requested. The proper
address for this is:

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 Appeals Board.

CONTRACTS. Copies of all SIU
contracts are available in all SIU halls.
These contracts specify the wages and con­
ditions 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 any time, 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 publish­
ing any article serving the political pur­
poses of any individual in the union,
officer or member. It also has refrained
from publishing articles deemed harmful
to the union or its collective membership.
This established policy has been reaf­
firmed by membership action at the Sep­
tember 1960 meetings in all
constitutional ports. The responsibility
for Seafarers LOG policy is vested in an
editorial board which consists of the
executive board of the union. The ex­
ecutive board may delegate, from
among its ranks, one individual to carry
out this responsibility.

PAYMENT OF MONIES. No
monies are to be paid to anyone in any
official capacity in tiie SIU unless an officii
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 made
without supplying a receipt, or if a member
is required to make a payment and is given
an official receipt, but feels that he or she
should not have been required to make such
payment, this should immediately be
reported to union headquarters.

CONSTITUTIONAL RIGHTS
AND OBLIGATIONS. Copies of the
SIU constitution are available in all union
halls. AU members should obtain copies of
this constitution so as to familiarize them­
selves with its contents, i^ny time a member
feels any other member or officer is at­
tempting to deprive him or her of any con­
stitutional right or obligation by any
methods, such as dealing with charges, tri­
als, etc., as well as all other details, the
member so affected should immediately
notify headquarters.

EQUAL RIGHTS. All members 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. Conse­
quently, no member may be discriminated
against because of race, creed, color, sex,
national Or geographic 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 head­
quarters.

SEAFARERS POLITICAL AC­
TIVITY DONATION — SPAD. SPAD
is a separate segregated fund. Its proceeds
are used to further its objects and puiposes
including, but not limited to, furthering
the political, social and economic inter­
ests of maritime workers, the preservation
and furthering of the American merchant
marine with improved employment op­
portunities for seamen and boatmen and
the advancement of trade union concepts.
In connection with such objects, SPAD
supports and contributes to political can­
didates for elective office. AH contribu­
tions are voluntary. No contribution may
be solicited or received because of force,
job discrimination, financial reprisal, or
threat of such conduct, or as a condition
of membership in the union or of employ­
ment. If a contribution is made by reason
of the above improper conduct, the mem­
ber should notify the Seafarers Interna­
tional Union or SPAD by certified 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 that any
of the above rights have been violated, or
that he or she has been denied the con­
stitutional right of access to union records
or information, the member should imme­
diately notify SIU President Michael
Sacco at headquarters by certified mail,
return receipt requested. The address is:

Michael Sacco, President
Seafarers Intemaitional Union

5201 Auth Way
Camp Springs, MD 20746.

'Ml

h f



• • . r- v.. '•

MAY 1993 SEAFARERS LOG 21

Th fyeafarers LOG attempts to print as many digests of union ship-
Hoard minutes as possible. On occasion, because of space

limitations, some wiii be omitted.
Ships minutes first are reviewed by the union's contract department.
Those issues requiring attention or resolution are addressed by the
union upon receipt of the ships minutes. The minutes are then for­

warded to the Seafarers LOG.

LONG LAA/ES(Transoceanic
Cable), November 24—Chairman P.
Amper, Secretary M. Bonsignore.
Chairman encouraged crew to vote in
presidential election and take ad­
vantage of educational facilities at
Lundeberg School. Secretary in­
formed members that teachers at
Piney Point are excellent. Treasurer
reported $500 in ship's fund. No
beefs or disputed OT reported. Crew
asked contracts department to look
into additional medical benefits for
members and families. Next port: As­
toria, Ore.
COt//?/Efl (Vulcan Carriers),
January 17—Chairman Seymour
Yaras, Secretary Richard Bnimage,
Educational Director Adrian
Saavedra Chairman reminded crew
not to play radios loudly. Educational
director advised members they need
benzene tests for continued tanker
sailing. Deck delegate reported dis­
puted OT. Engine delegate reported
beef. No beefs or disputed OT
reported by steward delegate. Crew
reported mail not being received and
TV and VCR need repairs.
FRANCES HAMMER (OCCI),
January 3—Chairman Larry Manry,
Secret^ Janet Price, Educational
Director Terry Jacobsen, Deck
Delegate Kevin Hare, Engine
Delegate John Kasbarian, Steward
Delegate Toyo Ckinzales. Chairman
reported refrigerators have not been
delivered. He announced vessel was
in shipyard from September to
November. Secretary advised mem­
bers to get benzene test. Treasurer
reported $441 in ship's fund. No
beefs or disputed OT reported. Crew
reported Christmas card from SIU
received. Members said they ap­
preciate thoughts and were impressed
with union's original card. Crew
asked contracts department to look
into increase in manning size. Crew
thanked company for promptly send­
ing Christmas mail. Next port: Mor-
mugao, India.
LNG LIBRA (ETC), January 10—
Chairman Billie Dariey, Secretary
Alexander Reyer, Educational Direc­
tor O. Sessions, Deck Delegate
George Keblis, Engine Delegate
Mark Glinka, Steward Delegate
Henry Daniels. Chairman asked
night watchstanders to keep noise
level low. He reminded crew to work
safely and stay alert. Educational
director encouraged members to
upgrade at Piney Point. Treasurer
reported $1,000 in ship's fund and
$2,000 in movie and book fund. No
beefs or disputed OT reported. Crew
reported Seafarers LOGs received.
Next port: Arun, Indonesia.
SEA-LAND EXPEDITION iSea-
Land Service), January 17—Chair­
man Joseph Mele, Secretary Edgar
Vazquez, Educational Director D.
Beeman. Chairman announced vessel
to shipyard at end of month. He
report^ everything running smooth­
ly. Secretary thanked utility crew,
especially Luis Rivera, for keeping
ship clean. Educational director urged
members to upgrade at Lundeberg
School. No b^fs or disputed OT
reported. Crew asked contracts
department to look into increased
vacation time. Crew gave vote of
thanks to steward department for job
well done.
SENATOR(Cmv/ley American
Transport), January 31—Chairman
D. Wagner, Secretary J.F. Miller,
Educational Director M. Scinto,
Deck Delegate Michael Duggan, En­
gine Delegate William Owings,
Steward Delegate Robert Lang.
Chairman announced payoff and
reminded crew to take care of plastics
properly. Secretary reminded crew to
lock doors in port. Educational direc­
tor encouraged members to donate to
SPAD and upgrade at Paul Hall Cen­
ter. Deck delegate reported disputed
GT. No beefs or disputed OT

reported by engine or steward
delegates. Crew thanked galley gang
for fine cookouts. Next port: Port
Everglades, Fla.
AMERICAN CORMORANT
(Pacific Gulf Marine), February 15—
Chairman C. Simmons, Secretary
D.K. Goggins, Deck Delegate Char­
les Klim, Engine Delegate L.
Parker, Steward Delegate Mariano
Mofeira. Educational director en­
couraged each crewmember to upgrade
skills and become beist possible
seafarer. Treasurer reported $270 in
ship's fund. No beefs or disputed OT
reported. Crew thanked steward depart­
ment for job well done and fine
cookouL Next port: Mombasa, Kenya.
CAPE HENRY (lOM), February
24—Chairman Thomas Votsis,
Secretary A1 Holland, Engine
Delegate Troy Fleming, Steward
Delegate R.C. Catahan. Chairman
reported no beefs or disputed OT.
Crew thanked Seattle Patrolman Her-'
mando Salazar for updating mem­
bers. Crew thanked for contributing
to Maritime Defense League. Crew
gave vote of thanks to steward depart­
ment for job well done and deck
department for garbage sorting. Next
port: Honolulu.
FRANCES HAMMER (OCCI),
February 15—Chairman Larry
Manry, Secretary J. Price, Educa­
tional Director Terry Jacobsen.
Chairman asked contracts department
for clarification of holidays. Educa­
tional director advised members to
look at new course schedule in
Seafarers LOG for upgrading at
Piney Point. He urged crewmembers
to upgrade as soon as possible.
Treasurer reported $526 in ship's
fund and announced purchase of
bicycles. No beefs or disputed OT
reported. Chairman reminded crew to
leave keys in room when signing off
ship and put lids on garbage barrels
on second deck after use. Crew
thanked galley gang. Next port: Bom­
bay, India.
/A/GEf?(Sealift Bulkers), February
21—Chairman Stanley Jan Dora,
Secretary Vincent Sanchez, Deck
Delegate W. Chestnntt, Engine
Delegate J.A. Burkette, Steward
Delegate E. Alvarez. Chairman
reported company thanked deck depart­
ment for good work. No beefs or dis­
puted OT reported. Seafarers LOGs
distributed. Next port: New Orleans.
INGER (Sealift Bulkers), Febmary
28—Chairman Stanley Jan Dora,
Secretary Vincent Sanchez, Deck
Delegate W. Chestnntt, Engine
Delegate J. A. Burkette, Steward
Delegate E. Alvarez. Chairman an­
nounced inspection when ship arrives
in U.S. He thanked deck department
for cleaning and stowing grain bags.
No beefs or disputed OT. Next port:
New Orleans.
ITS BALTIMORE(Sheiidan
Transportation), February 28—Chair­
man J. Rogers, Secretary A. Hagan,
Educational Director Paul
Honeycutt, Deck Delegate Tony
Helnoldt, Engine Delegate A. Al-
faqeh. Steward Delegate John Padll-
la. Chairman announced new ice
machine received. No beefs or dis­
puted OT reported. Next port Houston.

LIBERTY IVAVE (Liberty
Maritime), February 23—Chairman
Sonny Pinkham, Mucational Direc­
tor David Dunklin, Deck Delegate
Joseph Korchak, Engine Delegate
B. Santana, Steward Delegate Vic­
tor Lacay. Educational director en­
couraged members to upgrade skills
at Lundeberg School. No beefs or dis­
puted OT reported. Crew requested
copy of contract for ship. Crew gave
vote of thanks to steward department
for job well done. Next port: New Or­
leans.

OMIDYNACHEM (OMI Corp.),
February 19—Chairman Larry

Kunc, Secretary Steven Wagner,
Educational Director Randy Snay,
Deck Delegate Billy Hill, Engine
Delegate Uchard Rodgers, Steward
Delegate P.R. Mena. Chairman an­
nounced payoff upon arrival. Chair­
man also reported new dryer to be
received and thanked deck depart­
ment for job well done. Secretary
asked contracts department how new
Family Leave Act will affect
maritime industry. Educational direc­
tor reminded members to upgrade
skills at Paul Hall Center. Treasurer
reported $124 in movie fund. Deck
delegate reported beef. No beefs or
disputed OT reported by engine or
steward delegates. Crew asked con­
tracts department to look into paid
transportation for trip relief. Crew
thanked galley gang for job well
done. Next port: Los Angeles.
OVERSEAS ALASKA (Maritime
Overseas), February 13—Chairman
John Zepeda, Secretary D. De-
Cesare, Educational Director C.K.
Dunnavant, Deck Delegate B. Rid-
dick. Engine Delegate John Cooper,
Steward Delegate Malcolm Holmes.
Chairman announced payoff and
reported letter received from head­
quarters. Educational director en­
couraged members to take advantage
of opportunity to upgrade at Piney
Point. Treasurer reported $50 in
ship's fund. Steward delegate
reported disputed OT. No beefs or
disputed OT reported by deck or en­
gine delegates. Crew asked contracts
department to look into change in sea
time and ship leave time. Crew re­
quested another dryer and chief
pumpman gave vote of thanks to
steward department for excellent
meals. Next port: New Orleans.
OVERSEAS NEW YORK
(Maritime Overseas), February 14—
Chairman T. Alanano, Secretary
Tube Dansley Jr., Deck Delegate
William Jackson, Engine Delegate
Robert Santos, Steward Delegate
Dennis Skretta. Chairman requested
crew separate plastics from garbage.
Secretary encouraged members who
have never attended Paul Hall Center
to upgrade skills to do so. No beefs or
disputed OT reported. Crew thanked
galley gang for job well done. Crew
reminded to bring trash to galley win­
dow and clean up after themselves in
lounge and mess hall. Next port:
Honolulu.
PATRIOT (Vulcan Carriers),
February 11—Chairman Ralph
Gihbs, Secretary J. Williams, Deck
Delegate Jeffrey Mateer, Steward
Delegate Lovell McElroy. Secretaiy
reported crew involved in rescue mis­
sion of Panamanian-flagged East
Wood. Captain and crew were
honored by Coast Guard Rear Ad­
miral W.C. Donnell. Educational
director urged members to upgrade
skills at Lundeberg School. Treasurer
reported $400 in ship's fund. Crew
agreed to use $300 to receive Armed
Forces radio station via satellite at
sea. Deck delegate reported
bathrooms and water fountain need
repair. No beefs or disputed OT.
Crew reported outdoor dinner en­
joyed by all and looking forward to
future dinners.
PFC EUGENE A. OBREGON
(Waterman Steamship), February
14—Chairman B.G. Hutcherson,
Secretaiy T. Piazza, Educational
Director J. Laratta, Deck Delegate
Fred Hunter, Engine Delegate
Robert Rester, Steward Delegate
George Carter. Beef reported by
deck delegate. No beefs or disputed
OT report^ by engine or steward
delegate. Crew thainked.steward
department for job well done.
RALEIGH BAY (Sea-Land Service),
February 28—Chairman A. Mohsin,
Secretary R. Malozi, Educational
Director V. Carpi, Deck Delegate C.
Whitehead, Engine Delegate J.
Coombs, Steward Delegate G.
Vorlse Jr. Chairman announced
payoff in Elizabeth, N.J. and dis­
cussed current Piney Point courses
for members. Secretary reported new
vacuum and cushions for lounge or­
dered. Educational director stressed
importance of upgrading skills at
Paul Hall Center. No brofs or dis­
puted OT. Chairman distributed
Seafarers LOGs and Piney Point
course schedule. Crew requested new
recliners and juice machine for
lounge. Next port: Boston, Mass.
SAM HOUSTON (Waterman Steam­
ship), February 2S:r-Chairman Car­
los Canaies, Secretaiy Emle Hoitt,

Eteck Delegate Bennle Spencer, En­
gine Delegate William Smith,
Steward Delegate Nelson Corey
Jones. Chairman announced next
port will be Alexandria, Egypt.

tion foni Secretary reported vacation forms
received from headquarters and en­
couraged crew to donate to SPAD.
Educational director urged members
to upgrade at Lundeberg School.
Treasurer reported $290 in ship's
movie fund. No beefs or disputed OT
reported. Discussion held on question­
naire from SIU headquarters concern­
ing dates of receipt of Seafarers
LOG. CreA<' asked contracts depart­
ment to look into changing require­
ments for retirement. Crew reported
requested box springs not received.
Crew gave vote of thanks to steward
department for job well done.
SAMUEL L. COBB (Ocean
Shipholding), February 14—Chair­
man H.G. Bentz, Secretary R. Craw­
ford, Educational Director R.
Kindred, Deck Delegate Joerg

Smith, Deck Delegate Juan Ayala,
Engine Delegate SIma Padllla,
Steward Delegate Genaro Rivera.
No beefs or disputed OT reported.
Crew asked contracts department to
look into vacation requirements.
Crew gave vote of thanks to gallfey
gang.

SEA-LAND CONSUMER (Sea-
Land Service), February 7—Chair­
man D. Tetchman, Secretary G.
Boop, Educational Director B. Coh-
nel. Chairman thanked steward
department for job well done.
Treasurer reported $600 in ship's
fund. Crew reported 15 new movies ,
and complete movie list. On Monday,
February 8, per request of his family,
with crew in attendance, flag of ves­
sel was lowered to half-mast, as
ashes of Brother Anthony Frank
Nottage Sr. were spread upon the sea
at longitude 144.70 west and latitude
42.59.3 north. Ship's captain led
farewell prayers.

Sailing the Asian Route

Crewmembers aboard the LNG Aries were able to get a view of
the dock area in the port of Arun, Indonesia recently. They are,
from left to right. Steward Assistant Jose Guzman, Chief Steward
Doyle Cornelius, Steward Assistant Derek Varnado, Steward As­
sistant Arlene Ringler and Chief Cook Udjang Nurdjaja.

Wltte, Engine Delegate Rodney Pon-
tlflet. Steward Delegate Tom Bar­
rett. Chairman discussed importance
of donating to SPAD and great oppor­
tunities available for members at
Piney Point. No beefs or disputed OT
reported. Seafarers LOGs distributed.
Crew thanked President Michael
Sacco for doing great job for all SlU
members.
SAMUEL L. COBB (Ocean
Shipholding), February 28—Chair­
man H.G. Bentz, Secretary R. Craw­
ford, Educational Director Russell
Kindred, Deck Delegate Joerg
Wltte, Engine DelegateRodney Pon-
tlflet Sr., Steward Delegate Tom
Barrett. Chairman praised crew for
very clean and well fed ship with true
SIU style. He discussed excellent
union leadership from President
Michael Sacco and down through
ranks and thanked all SIU officials
for jobs well done. Chairman also dis­
cussed importance of donating to
SPAD and informed crew that meet­
ings will be held every Sunday. He
passed around Piney Point brochure
and encouraged members to upgrade
at Paul Hall Center. He stated how
proud he was to be an SIU member.
No beefs or disputed OT reported.
Next port: Singapore.
SEA-LAND ANCHORAGE (Sea-
Land Service), Februaiy 18—Chair­
man Gary Walker, Secretary L.
LIghtfoot, Deck Delegate Rick
Campbell, Engine Delegate J.R.
Day, Steward Delegate William
Bryley. Chairman announced payoff.
Secretaiy reminded crew to be alert
when departing or returning to vessel
when cargo is being worked. No
beefs or disputed OT reported.
Seafarers LOGs distributed. Educa­
tional director discussed scholarship
program and encouraged members to
take advantage of educational oppor­
tunities at Lundeberg School. Entire
crew thanked steward department for
fine food and creative salad bar and
chief electrician for rewiring new
broiler in galley. Next port: Tacoma,
Wash.
SEA-LAND CHALLENGER (Sea-
Land Service), February 8—Chair­
man Jerome Williams, Secretaiy N.
Duhe, Educational Director R.

SEA-LAND DEVELOPER (Sea-
Land Service), Februaiy 21—Chair­
man P. Gallagher, Secretaiy F.
SIson, Educational Director J. Ross,
Deck Delegate T. Churchman, En­
gine Delegate J. Pamlnlano, Steward
Delegate James Boss. Chairman
reported smooth trip with happy
crew. Educational director urged
members to take advantage of Piney
Point and donate to SPAD. Treasurer
reported $60 in ship's fund. No beefs
or disputed OT reported. Crew
reported that, thanks to training at
Piney Point, AB Steve Baker saved
life of AB Rod Clark by using skills
to dislodge large piece of meat stuck
in Clark's throat. Crew wished a
happy 25th anniversary to QMED J.
Paminiano and his wife. Steward
department given vote of thanks.
Next port: Tacoma, Wash.
SEA-LAND ENDURANCE (Sea-
Land Service), February 27--Chair-
man M. Johnson, Secretary J.
Freeman, Educational Director G.
Evosevlch. Chairman reported
smooth sailing and reminded mem­
bers to use upgrading opportunity
available at Lundeberg School.
Treasurer reminded crew to save
aluminum cans for recycling. No
beefs or disputed-OT report. Crew
asked contracts department to look
into increase in dental and optical
coverage. Crew requested seat for
quartermaster on bridge and asked
tmsun be put on day woik.
SEA-LAND EXPEDITION (Sea-
Land Service), February 24—Chair­
man Paulino Hores, Secretary
Edgar Vazquez, Educational Direc­
tor D. Beeman. Chairman reported
smooth sailing. Ship scheduled for
shipyard in Norfolk, Va. Educational
director advised members to upgrade
at Paul Hall Center. No beefs or dis­
puted OT reported.
SEA-LAND EXPLORER (Sea-
Land Service), February 14—Chair­
man O. Wiley Jr., Secretary D. Clay,
Educational Director G. Pollard-
Lowsley, Engine Delegate J.R.
Miller. Chairman reported smooth
sailiitg and thanked steward depart­
ment for good job. Engine delegate
reported disputed OT. No beefs or

Continued on page 22

•. •. -Ml- jV
. V'" - '-I-



22 SEAFARERS LOG
V, V MAY 1992

' v'VLlfe,"

Ships Digest
Continued from page 21
disputed OT reported by steward or
deck delegates. Crew asked contracts
department to look into maintaining
wage status, eye and dental care and
better health care package. Next port:
Long Beach, Calif.
SEA-LAND EXPRESS {Sea-Land
Service), February 11—Chairman J.
Lundborg, Secretary R. Maddox,
Educational Director A. Beli, Deck
Delegate R. Caruthers, Engine
Delegate J. Couvillion, Steward
Delegate D. Flunker. Chairman
urged members to support union.
Secretary reminded members to
upgrade at Lundeberg School. Deck
and steward delegates reported beef.
No beefs or disputed OT reported by
engine delegate. Next port: Tacoma,
Wash.
SEA-LAND HA WAII {Sea-Land
Service), February 28—Chairman J.
Carter, Secretary J. Jones, Educa­
tional Director J. Del Reo. No beefs
or disputed OT reported. Crew
thanked Steward/Baker Jones and gal­
ley gang and wished Jones a happy
vacation. Chairman reminded crew of
purpose of SPAD and urged dona­
tions. Next port: Oakland, Calif.
SEA-LAND INDEPENDENCE
(Sea-Land Service), February 3—
Chairman Francis Adams, Secretary
Nancy Heyden, Educational Director
Chris Devonish, Deck Delegate Vic­
tor De Jesus, Engine Delegate Salen
Ali, Steward Delegate Cecil Gubish.
Chairman reported smooth sailing
and encouraged members to write
representatives and senators urging
their support of stronger merchant
marine fleet. He reported relief over
having Democrat as president and
thanked all union members who
helped campaign. Secretary reported
everything running smoothly. Educa­
tional director reminded members to
upgrade at Piney Point and get GED
if needed. Treasurer thanked Tom
"Mad Mikey" Bullen for Charles
Gibbens tapes on investments. He
reported new treasurer to be elected
and $60 in ship's fund. Engine
delegate reported beefs and disputed
OT. No beefs or disputed OT
reported by deck or steward
delegates. Crew thanked Mr. Tom,
manager of Seaman's Club in
Yokohama, for bringing Seafarers
LOGs. Chairman reminded crew to
rewind tapes and put back in their
jackets. Captain ordered new VCR.
Next port: Long Beach, Calif.

SEA-LAND PACIFIC {Sea-Land
Service), February 7—Chairman
Lothar Reck, Secretary G.M. Bron-
son. Educational Director Michael
Powell. Chairman encouraged mem­
bers to keep rooms clean at all times
and support SPAD. Secretary
report^ 25 movies were brought by
DEU Scott Melle in Kaohsiung.
Educational director urged members
to upgrade at Lundeberg School.
Treasurer reported $60 in ship's fund
and $50 in movie fund for next trip.
Disputed OT noted by deck, engine
and steward delegates. Crew reported
no mail service in Kaohsiung or Oak­
land, Calif. Crew thanked steward
department for pleasant voyage and
shipyard stay. Chairman thanked
crew for job well done while ship
was in Kaohsiung. Next port:
Tacoma, Wash.

SEA-LAND PRODUCER {Sea-
Land Service), February 21—Chair­
man J. Edwards, Secretary L.
Hoffman, Deck Delegate L.
Thompson, Engine Delegate L.
Diaz, Steward Delegate M. Ahdui-
teh. Chairman announced TV anten­
na switched from engineer lounge to
crew lounge for reception in in­
dividual crew rooms. He noted Oak­
land stay to be approximately 12
hours, ^ucational director urged
everyone to upgrade at Paul Hall Cen­
ter Treasurer reported $55 in ship's
fiind. No beefs or disputed OT
reported. Crew asked contracts
department to look into wage in­
crease. Crewmembers were requested
to be more quiet when returning to
ship. Next port: Honolulu.
SEA-LAND SP/fl/r (Sea-Land Ser­
vice), February 14—Chairman
Rafael Clemente, Secretary S.
Apodaca, Educational Director C,
Henley, Deck Delegate Stephen
Barry, Engine Delegate Phil Parent,
Steward Delegate Fagalilo Maliga.
Educational delegate suggested
cabinet in steward's office be used
for movies. Engine delegate reported
disputed OT. No beefs or disputed
OT by engine or steward delegates.
Crew reported barbells and universal
gym to ^ bought with ship's fund.
Crew thanked galley gang for job
well done. Next port: Honolulu.
SEALIFT INDIAN OCEAN (IMC),
February 28—Chairman C. Leycock,
Secretary T. Winrker, Educational
Director R. Gaglioti, Deck Delegate
Luis Malave, Engine Delegate
Michael Ricci. Educational director
reminded members to upgrade at Lun­
deberg School. Treasurer reported
$196 in ship's fund. Beefs and dis­
puted OT reported by deck depart­
ment. No beefs or disputed OT
reported by engine or steward
delegate. Crew asked for more com­
munication with union. Crew re­
quested chairs for mess hall and
lounge. VCR and TV in need of
repair. Seafarers LOGs distributed.
SEALIFT PACIFIC (IMC),
February 24—Chairman announced
ship headed toward Turkey.
Treasurer reported $19 in ship's
fimd. No beefs or disputed OT
report^. Next port: Houston.
UST PACIFIC (lOM Coip),
February 14—Chairman W. Csapo,
Secretaty N. Evans, Educational
Director F. Durand, Deck Delegate
H. Macip, Engine Delegate G. Maz-
zara. Steward Delegate A. Jackson.
Chairman reported smooth sailing
and deck and engine departments will
receive one hour per week for doing
room sanitation. Vocational director
reminded crew to check out one
movie at a time, rewind and return it
to correct place. Treasurer reported
$292 of ship's fiind to be donated
toward TV satellite system. No beefs
or disputed OT reported. Crew asked
contracts department to look into
retirement after 20 years of sea time
and clarify sea time needed for mem­
bers. Crew also asked contracts
department to look into improve­
ments in dental plan. Crew was asked
to help keep mess hall clean. Steward
department received vote of thanks
from crew.
1STLT. BALDOMERO LOPEZ
(Amsea), March 9—Chairman
Robert Johnson, Secretary Bruce
Barheau, Educational Director Wil­
liam Amost, Deck Delegate Scott
Wilson, Engine Delegate Robert

Heading to Diego Garcia

Crewmembers aboard the Jeb Sft/arf help secure pushboats while
stopping at the dock in Singapore enroute to Diego Garcia. From
the left are AB Kevin Combs, AS Hank Scott and Bosun Jim Burtnett.

Rudd, Steward Delegate Isaac Mer-
cado. Chairman reported General
Dynamics no longer owns Amsea. In­
ternational Shipholding Co. is now
the parent company and there have
been no personnel changes. Educa­
tional director passed out Lundeberg
School course schedule and en­
couraged all members to upgrade at
Piney Point. Treasurer reported $208
in ship's fund. No beefs or disputed
OT reported. Crew asked contracts
department to look into why ships do
not observe Martin Luther King
holiday. Chairman announced payoff.
Crew discussed possible purchase of
free-weights. Chairman thanked
steward department for efforts during
holiday season. Bosun congratulated
crew on professionalism during un­
derway replenishment drill. Next
port: Guam.
GLOBAL SENTINEL (Trans­
oceanic Cable), March 20—Chair­
man J. Olson, Secretary K. Rosiek,
Educational Director Cliff McCoy,
Deck Delegate Ray Dailey, Steward
Delegate Diana Nason. Chairman an­
nounced while vessel docked in Bal­
timore, crewmembers must board
other cable ships to read posted mes­
sages from company. Treasiuer
reported $91 in crew's fund. Disputed
OT reported by deck, engine and
steward delegates. No beefs reported.
Crew report^ they want more safety
meetings. Next poiit Balbmore.
/TB AfEW YO/?K(Sheridan
Transportation), March 7— Chair­
man Patrick Ray, Secretary R.
Hicks, Educational Director James
Carnell. Chairman thanked crew for
job well done and announced payoff.
He reported smooth sailing and
thanked steward delpartment for keep­
ing mess hall and galley clean at
night. Educational director urged
members to upgrade at Paul Hall Cen­
ter. No beefs or disputed OT reported.
1STLT. JACKLUMMUS
(Amsea), March 7—Chairman S.
Melendez, Secretary L. Oram,
Educational Director S. Anderson,
Deck Delegate S. Stoelzel, Engine
Delegate P. Happel, Steward
Delegate E. Loret. Chairman read
Telex from contracts department con­
cerning hazardous duty pay. J. Wat­
son elected new chairman after crew
change. Chairman discussed union
benefrts and stressed leaving informa­
tion at home for family. Educational
director stated importance of continu­
ing education and always striving to
better oneself. New educational direc­
tor to be elected at next meeting.
Treasurer reported $287 in ship's
ftind. No beefs or disputed OT
reported. Chairman commended crew
for good trip and told members they
were backbone of ship. He said "hats
off to galley gang for serving 14,741
meals during voyage. Next port:
Seychelles, B.D. A.
LA WRENCE H. GIANELLA
(Ocean Shipholding), March 14-
Chairman T. Lasater, Secret^ D.
Cunningham, Educational Director
J. Kelly, Deck Delegate Franz
Brook^ Engine Delegate E. Lacun-
za. Steward Delegate M. Ketchem.
Chairman reported smoodi sailing. He
reminded crew that because ship is in
Diego Garcia, at least 3 weeks lead
time is requirV for reliefis. He en­
couraged crew to use delegates and
keep problems from going topside.
WiA Ointon in office, chairman said
maritime industry will improve.
Tie^urer reported $346 in ship's ftmd.
Educational director encouraged mem­
bers to take advantage of programs
available at Limdeberg School. No
beefs or disputed OT reported. Chair­
man encou^ed crew to take ad­
vantage of island activities such as
sailing, boating, swimming and bowl­
ing. Crew gave vote of tlmiks to galley
gang for job well done. Crew reported
$50 donned to Seaman's Club for
party, and company will match money
for purchase of fishing gear, drop lines
only. Crew requested new pillows and
net for basketball court to keep balls
from going over side. Next port: Diego
Garcia.

LONG LINES (Transoceanic Cable),
March 17—Chairman P. Amper,
Secretary M. Bonsignore, Educational
Director M. Las Duce, D^k Delegate
FA. Gonsalves, Steward Delegate P.
Parisi. Treasurer reported $500 in
ship's fiind. No beefs or disputed OT.
Crew requested daily bus shuttle to
and from Seattle. Crew requested steak
knives, soup spoons, variety of break­
fast juices, Kool-aid instep of fruit

syrups, and more ice cream and fresh
fruit. Next port: Seattle.
OMI SACRAMENTO (Vulcan Car­
riers), March 7—Chairman Ray
Gorju, Secret^ Raul Cayalcanti,
Educational Director Alex Resendez,
Deck Delegate Francisco Oria,
Steward Delegate Earl Mathews.
Chairman reminded members to
upgrade skills at Paul Hall Center to
further advance careers and earning
potential. He reminded crewmembers
signing off to clean rooms and leave
keys for relief. Treasurer reported
$650 in movie fund. No beefs or dis­
puted OT reported. Crew asked con­
tracts department to look into pay
increases. Next port: New Orleans.
OVERSEAS ALASKA (Maritime
Overseas ), March 10--Chairman
John Zep^, Secretary Dorma De-
Cesare, Educational Director Gary
Pratts, Deck Delegate Irvin
Crutchlow, Engine Delegate Trent
Sterling, Stew^ Delegate Malcolm
Holmes. Chairman aruiounced payoff
upon arrival March 13. Educational
director urged members to upgrade at
Piney Point and reminded crew to
report all hazardous conditions imme­
diately. Treasurer reported $50 in
ship's fund. Engine and steward
delegates report disputed OT. No
beefs or disputed OT reported by deck
delegate. Crew reported second dryer
for laundry to be received. Crew re­
quested new TV antenna for lounge.
Crew asked where new movie supply
is. Next port San Francisco.
OVERSEAS OH/O (Maritime Over­
seas), March 2—Chairman George
Schuj, Secretary Earl Gray, Educa­
tional Director D. Bautista, Deck
Delegate Pete Kouchy, Engine
Delegate William Behan, Steward
Delegate Shari Smitson. Chairman
reported he would pick up informa­
tional packets in port and go by union
hall. Educational director advised
members to attend Piney Point to up­
grade skills. No beefs or disputed
OT. Steward department thanked by
crew for job well done. Next port:
Honolulu.
OVERSEAS WASHINGTON
(Marine Overseas), March 17—Chair­
man T. Koehel, Deck Delegate Jeff
Kass, Engine Delegate Scott Wilkin­
son, Steward Delegate Mike
Buhaker. Chairman stressed impor­
tance of political donations support­
ing maritime legislation with new
adimnistration. No beefs or disputed
OT reported. Crew requested new
VCR for crew loimge. Crew thanked
galley gang for good job. Next port:
Valdez, Alaska.
PAUL BUCK {Ocean Shipholding),
March 7—Chairman J. Lisenhy,
Secretary D. Wuerth, Educational
Director J. Rohins, Eteck Delegate
Jack Cochran. Chairman urged
members to obtain upgrading forms
and apply for upgrading courses at
Lundeberg School. Secretary
reported mail service slow and faster
service from company requested. No
beefs or disputed OT reported.
Delegates reported good working con­
ditions. Charrman reminded crew to
notify department heads of any
problems in work areas or staterooms
so repairs can be made. Crew
reported barbeques held often and
quality of life among crew excellent.
Next port: Dubai, U.A.E.
ROBERT E. LEE (Waterman
Steamship), March 8—Chariman
William Penney, Secretary S. In­
gram. Chairman reported ship not
receiving Seafarers LOGs. Education­
al director encouraged members to
upgrade at Paul Hall Center. Engine
delegate reported disputed OT.
Steward and deck delegate reported
beefs. Crew asked contracts depart­
ment to look into limiting crewmem­
bers to 6 months per vessel. Crew
requested better quality stores on
board vessel. Next port: New Orleans.
SAMUEL L COBB (Ocean
Shipholding), March 7—Chairman
H.G. Bentz, Secret^ R-E. Craw­
ford, Educational Director R.
Kindred, Deck Delegate Joerg
Whitte, Engine Delegate Rodney
Pontiflet, Steward Delegate Tom
Barrett Chairman discussed SIU
pride and why SIU is best. Chairman
reminded crew to think what they can
do for union, not just what union can
do for them. No beefs or disputed
OT. Crew gave vote of thanks to
steward department members who
are getting off in Singapore. Chair­
man reminded members to upgrade at
Paul Hall Center.

SEA-LAND DEFENDER {Sea-
Land Service), March 21—Chairman
K.C. McGregor, Secretary James
Chaney, Educational Director Rolan­
do Gumanas, Deck Delegate R.E.
Wagner. Chairman reported crew
questions on new contract in June.
Educational director reminded mem-

Sharing Cuisines

Chief Cook Mansour Abdalla
often includes some Egyptian
specialties in his menus
aboard the Sealift Pacific.

bers to upgrade at Lundeberg School.
Deck delegate reported disputed OT.
No beefs or disputed OT reported by
engine or steward delegate.
SEA-LAND INTEGRITY {Sea-
Land Service), March 7—Chairman
N. Prats, Secretary Pedro Laboy,
Educational Director Dennis Baker,
Deck Delegate Albert Haarmann,
Engine Delegate Philip Zaiewski,
Steward Delegate Charles Ratcliff.
Educational director reminded mem­
bers to check Seafarers LOG for Lim­
deberg School course schedule. No
beefs or disputed OT reported. Crew
thanked galley gang for great job.
Next port: Elizabeth, N.J.
SEA-LAND NAVIGATOR (Sea-
Land Service), March 7-^hairman
Howard Gibbs, Secretary Louis
Nicoud, Educational Director Joseph
Callagban, Deck Delegate Sean O'-
Doherty, Engine Delegate Robert
Zurffluh, Steward Delegate
Raymond Garcia. Chairman an­
nounced payoff upon arrival March
12. Educational director encouraged
members to upgrade skills at Lun­
deberg School. No beefs or disputed
OT reported. Crew requested new
locks on room doors and additional
ship security to prevent vandalism.
Crew thanked galley gang for job
well done. Crew gave vote of thanks
to OMU Ed Decoucey for his quick
thinking when galley area air con­
ditioner caught fire. Crew said it
could have ̂ n much bigger prob­
lem if not for Decoucey's actions.
Next port: Oakland, Calif.

SEA-LAND PATRIOT{Sea-Land
Service), March 7—Chairman S.
Evans, Secretary R. Casin, Educa­
tional Director R. Hamil, Deck
Delegate J. Brooks. Chairman
thanked crew for keeping ship clean
and reminded everyone not to throw
plastic over side or put spray cans in
garbage disposal. Educational direc­
tor urged members to use Paul Hall
Center to upgrade skills. He
reminded crew to watch safety films
and know fire station. No beefs or dis­
puted OT reported. Seafarers LOGs
received and distributed. Crew
thanked steward department for
variety in very tasty meals. Next port:
Okinawa, Japan.

SEA-LAND RELIANCE {Sea-Land
Service), March 1—Chairman R.E.
McGonagle, Secretary C.M. Model-
las, Educational Director Lorance
Penio, Deck Delegate Thomas
Scbireder, Steward Delegate J. Mc-
Cree. Chairman reminded crew to
keep watertight doors closed in bad
weather. He announced tile ordered for
rooms, payoff upon arrival and
thanked crew for smooth trip.
Secretary thanked entire crew for keep­
ing tidy ship, especially crew lounge,
niess hall and salad bar. No beefs or
disputed OT reported. Crew thanked
galley gang for job well done. Next
port: Tacoma, Wash.



'•, ' .., it- .••; • 'i'v :• • V. -'

iwarfsas SBAFAFBRS LOG 23

Filial Departures ,' ,

DEEP SEA
DAVID BECK

David Beck,
22, passed
away March
18. Bom in
Beaufort,
S.C., he
graduated
from the Lun-
deberg

School in 1990. Brother Beck
sailed in the steward department.
He most recently sailed aboard the
SS Independence (American
Hawaii Cruises) as a waiter.

HENRY BRADLEY
Pensioner Henry Bradley, 89, died
Febraary 1. A native of Oran­
geburg, S.C., he joined the Marine
Cooks and Stewards (MCS) in
1946, before that union merged
with the Atlantic, Gulf, Lakes and
Inland Waters District (AGLIWD).
Brother Bradley began receiving
his pension in November 1970.

BENNY CALLIORINA
Pensioner
Benny Cal-
liorina, 87,
passed away
March 13.
Bom in the
Philippines,
he joined the
Seafarers in

1944 in the port of New York. He
sailed as a chief cook. Brother Cal-
liorina retired in August 1969.

JEROME CHAPKEWITZ
Pensioner
Jerome Chap-
kewitz, 64,
died Febmary
21. A Brook­
lyn, N.Y. na­
tive, he
joined the
union in 1955

in the port of New York. He sailed
in the steward department. Brother
Chapkewitz began receiving his
pension in March 1987.

FREDDIE DAVOCAL
Pensioner
Freddie Davo-
cal, 80,
passed away
Febraary 13.
Bom in
Philadelphia,
he joined the
SIU in 1961

in the port of Seattle. Brother Davo-
cal sailed in the steward depart­
ment. He retired in June 1977.

FRANK DISTEFANO
Pensioner Frank Distefano, 56,
died March 7. A Califomia native,
he joined the Marine Cooks and
Stewards in 1962 in the jrort of San
Francisco, before that union
merged with the AGLIWD.
Brother Distefano began receiving
his pension in December 1968.

JOHN DONALDSON
Pensioner John Donaldson, 66,
passed away April 3. Bom in Mil­
waukee, he joined the Seafarers in
1961 in the port of Houston. He
sailed as a bosun. Brother
Donaldson retired in Febraary.

MEYER EDELSON
Pensioner Meyer Edelson, 75, died
January 28. A Califomia native, he
joined the MCS in 1968 in the port
of San Francisco, before that union
merged with the AGLIWD.

'.s-

Brother Edelson began receiving
his pension in January 1979.

ANTHONY EVANOSICH
Pensioner An­
thony
Evanosich,
64, passed
away
Febraary 28.
Hejoin^ the
union in 1957
in his native

Philadelphia. He sailed as a deck
engine utility. Brother Evanosich
retired in April 1992.

BERNARD FALK
Pensioner Ber­
nard Falk, 75,
died March
27. A native
of Poland, he
joined the
SIU in 1955
in the port of
New York.

He sailed in the steward depart­
ment. Brother Falk began receiving
his pension in August 1974.

RENE HIDALGO
Pensioner
Rene Hidal­
go, 80, died
March 24.
Bom in
Youngs,ville,
La., he joined
the union in
1962 in the

port of New Orleans. He sailed as a
cook/baker. Brother Hidalgo
retired in August 1979.

ROY JUSTICE
Pensioner Roy Justice, 65, passed
away Febraary 7, A Texas native,
he joined the SIU in 1952 in the
port of Houston. He sailed as a
QMED. Brother Justice upgraded
at Piney Point in 1980. He began
receiving his pension in July 1990.

WU CHI KING
Pensioner Wu
Chi King, 71,
died March
27. A native
of Beijing,
China, he
joined the
MCS in 1972
in the port of

San Francisco, before that union
merged with the AGLIWD.
Brother King retired in December
1980.

EDWARD LESSOR
Pensioner Ed­
ward Lessor,
82, passed
away
Febraary 22.
Bom in Shel-
bume, VL, he
joined the
Seafarers in

1945 in the port of Boston. Brother
Lessor sailed in the deck depart­
ment. He upgraded frequently at
the Lundeberg School. Brother Les­
sor began receiving his pension in
November 1975.

ANTONIO MANESIS
Pensioner An­
tonio
Manesis, 82,
passed away
March 26.
Bom in
Andros,
Greece, he
joined the

SIU in 1957 in the port of San Fran­
cisco. He sailed in Ae engine

department Brother Manesis began
receiving his pension in August 1969.

AMBROSE MAGDIRILA
Pensioner Ambrose Magdirila, 85,
died Febraary 26. A native of the
Philippines, he joined the union in
1942 in the port of Philadelphia.
He sailed in the steward depart­
ment. Brother Magdirila retired in
November 1972.

HAROLD MCALEER
Pensioner
Harold Mc-
Aleer, 79,
died March
24. A Haver­
hill, Mass. na­
tive, he joined
the Seafarers
in 1950 in the

port of New York. He sailed as a
chief cook. Brother McAleer
served in the U.S. Army from 1941
to 1945. He retired in January 1981.

JAMES MESSEC
Pensioner
James Mes-
sec, 71,
passed away
March 9. He
joined the
union in 1955
in his native
Baltimore.

Brother Messec sailed in the en­
gine department. He upgraded at
Piney Point in 1970. Brother Mes­
sec served in the U.S. Army from
1939 to 1945. He began receiving
his pension in December 1983.

CARL NELSON
Pensioner
Carl Nelson,
68, died
Febraary 17.
A native of
Michigan, he
joined the
SIU in 1968
in the port of

Seattle. He sailed in the engine
department. Brother Nelson served
in the U.S. Army from 1943 to
1945. He retired in May 1973.

STAN O'BRIEN
Pensioner
Stan O'Brienj
80, passed
away March
14. Bom in
Canada, he
joined the
Seafarers in
1961 in the

port of New York. He sailed in the
engine department. Brother O'­
Brien began receiving his pension
in August 1977.

ROBERT OZOLINS
Pensioner
Robert
Ozolins, 84,
died March
20. Bom in
Riga, Latvia,
he joined the
union in 1967
in the port of

New York. He sailed in the engine
department. Brother Ozolins
retired in July 1976.

FABIOUS RICORD
Fabious
Ricord, 53,
died April 1.
He joined the
SIU in 1968
in his native
New Orleans.
Brother
Ricord sailed

as a QMED He upgraded at the
Lundeberg School frequently.

FRANK PITTS
Pensioner Frank Pitts, 88, passed
away July 31,1992. A Maryland
native, he joined the MCS in 1945,
before that union merged with the
AGLIWD. Brother Pitts began
receiving his pension in September
1966.

JUAN RODRIGUEZ
Pensioner Juan Rodriguez, 78,
passed away March 20. Bom in
Puerto Rico, he joined the Seafarers
as a charter member in 1938 in the
port of Baltimore. He sailed as a
chief cook. Brother Rodriguez
upgraded frequently at Piney Point.
He retired in October 1985.

AARON SASSER
Pensioner
Aaron Sasser,
78, died
Febraary 23.
A Georgia na­
tive, hejoined
the union in
1955 in the
port of Bal­

timore. He sailed in the engine
department. Brother Sasser served
in the U.S. Army from 1938 to
1940. He began receiving his pen­
sion in October 1974.

WILLIAM SMITH
Pensioner
William
Smith, 68,
passed away
Febraary 20.
Bom in
Maryland, he
joined the
SIU in 1963

in the port of Baltimore. He sailed
in the deck department. Brother
Smith served in the U.S. Army
from 1948 to 1951. He retired in
August 1977.

EXEQUIELTIONG
Pensioner Ex-
equiel Tiong,
70, died July
2,1992. Bom
in Philadel­
phia, he
joined the
Seafarers in
1947 in the

port of New York. He sailed in the
engine department. Brother Tiong
began receiving his pension in July
1971.

ANDREW VLAHOS «

Pensioner Andrew Vlahos, 66,
passed away March 7. Bom in
Greece, he joined the MCS in
1943, before that union merged
with the AGLIWD. Brother Vlahos
retired in 1972.

PAUL WARHOLA
Pensioner Paul Warhola, 66, died
April 2. Bom in Johnstown, Pa., he
joined the union in 1947 in the port
of Baltimore. He sailed as a chief
cook. Brother Warhola upgraded at
Piney Point in 1981. He served in
the U.S. Army from 1951 to 1953.
Brother Warhola began receiving
his pension in July 1987.

SAMUEL WEST
Pensioner Samuel West, 83, passed
away December 28,1992. An
Arizona native, he joined the
Marine Cooks and Stewards in
1943 in the port of Wilmington,
Calif., before that union merged
with the AGLIWD. Brother West
retired in July 1974.

ROBERT WILLIAMS
Pensioner Robert Williams, 70,
died March 6. Bom in Port Allen^
La., he joined the MCS in 1952 in
the port of San Francisco, before
that union merged with the
AGLIWD. Brother Williams began
receiving his pension in June 1978.

INLAND
JOHN EPPERSON

Pensioner
John Epper­
son, 74,
passed away
Febraary 18.
A Pennsyl­
vania native,
he joined the
Seafarers in

1943 in the port of Texas City.
Boatman Epperson sailed in the
steward department. He retired in
January 1983.

RUSSELL HAMPTON
Pensioner
Russell
Hampton, 81,
died April 2;
Bom in
Poplar
Branch, N.C.,
he joined the
SIU in 1960

in the port of Norfolk, Va. He
sailed as a chief engineer. Boatman
Hampton began receiving his pen­
sion in January 1974.

EUGENE HEGARTY
Pensioner Eugene Hegarty passed
away recently. He joined the union
in 1974 in his native Philadelphia.
Boatman Hegarty sailed in the en­
gine department. He served in the
U.S. Navy from 1943 to 1946.
Boatman Hegarty retired in 1984.

JAMES S. JAMES
Pensioner
James S.
James, 70,
die5dMarch7.
A Texas na­
tive, he joined
the Seafarers
in 1972 in the
port of New

Orleans. He sailed in the deck
department. Boatman James
upgraded at Piney Point frequently.
He served in the U.S. Marine
Corps from 1942 to 1952. Boatman
James began receiving his pension
in June 1989.

USE
Pensioner
Joseph
Krause, 69,
passed away
March 19. He
joined the
SIU in 1957
in his native
Baltimore. He

sailed as a pilot. Boatman Krause
retired in November 1987.

PATRICK LUBY
Pensioner
Patrick Luby,
85, died
March 23.
Bom in Trip-
perary,
Ireland, he
joined the
union in 1957

in the port of Houston. He sailed
with Great Lakes Towing. Boat­
man Luby began receiving his pen­
sion in 1974.

Continued on page 25

• '
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v>'^-;feVV -

SEAFARBISL06 Huna^

Crewmember's Catch Provides Entree
As LNG Leo Galley Cooks Special Meal

The crew of the LNG Leo was
looking forward to a special din­
ner the evening the vessel
anchored in Tobata, Japan recent­
ly-

On the way up from Indonesia,
the SlU-crewed tanker anchored
in Singapore. While there, one of
the crewmembers went fishing
and snagged a wahoo large
enough to feed the entire crew.

The fish, approximately tu'o
feet in length, was taken to the
galley where it was frozen. The
crewmembers decided it should
be saved and turned into a feas:
for all the crew.

"We couldn't believe it when
they carried it in here," stated
Chief Cook Amy Rippel. 'Tt was
huge—and that's no fish story."

When the vessel arrived in
Tobata, the galley gang, under the
direction of Chief Steward Mike
Ruggiero, went to work prepar­
ing the wahoo. After a trip to town
to get just what was needed, the
fish was grilled to perfection. The
crew reported a' good meal was
had by dl.

The LNG Leo, which is
operated by ETC Corporation,
sails between Indonesia where it
loads liquified natural gas and
Japan where it offloads at various
ports.

Preparing the LNG Leo's galley for the special fish dinner for the entire
crew are SAs KImberly Castro and D. Leighter.

Something's fishy In the galley of the LNG Leo as Chief Steward Mike
Ruggiero and Chief Cook Amy Rippel are set to clean and grill a
wahoo caught by a crewmember.

Historian Sets Straight Name Mixup
On SiU-Crewed Prepositioning Vessei

Formerly the Pvt. Harry Fisher, this Maersk Line ship now Is correctly named the Pvt. Franklin J. Phillips.

Thanks to the respurcefulness
of a hometown historian, an SIU-
crewed military prepositioning
ship operated by Maersk Lines
has received its new and proper
name.

For years. Seafarers sailed
aboard the Pvt. Harry Fisher, one
of 13 roll on/roll off vessels
named after U.S. Marines who
were Medal of Honor winners.
TTie ships cany gear, ammunition
and other materiel to support
Marines when they are called into
action. Prepositioning vessels
like the Fisher played vital roles
during the recent Persian Gulf
war and the Somalian aid relief
mission.

A plaque on the vessel told of
the history of Private Harry
Fisher, who gave his life in 1900
in defense of his fellow
Americans in China during the
Boxer Rebellion. In fact. Fisher
was the last American to die
during the fighting.

Despite his heroics and the
honor bestowed upon him, a his­
torian from McKeesport, Pa. dis­

covered Fisher was not really
Fisher and went about to set the
record straight.

Fisher's real name was
Franklin J. Phillips. Phillips was
from McKeesport and was an
Army veteran of the Philippine
insurrection and the Spanish
American War. In fact, he served
with Teddy Roosevelt's Rough
Riders in Cuba where he con­
tracted malaria in 1898. Shortly
thereafter, he left the Army
without leave and returned
home.

In March 1899, Phillips turned
himself in to authorities and
received a dishonorable dis­
charge. But the call of the military
was too much for Phillips, so he
Joined the Marine Corps as Harry
Fisher.

In the early 1980s, Mc­
Keesport amateur historian Wes
Slusher discovered that Fisher
and Phillips were one and the
same and began efforts to set the
record straight. In order for the
Marines to officially present the
Medal of Honor in Phillips'

name, the Army had to issue Phil­
lips an honorable discharge. Al­
though Phillips had distinguished
himself as a member of the
Marines and died in the line of
duty, it was not enough for the
Army Board of Corrections to
change his discharge status.

The New York Times reported
on the situation in 1986, giving
the strange tale of Phillips/Fisher
front page coverage. Soon, the
Army announced it would give
Phillips an honorable discharge.

Although Marine Corps
records now reflected Phillips as
the proper name of the ser­
viceman who died in the Boxer
Rebellion, it still took some time
before his tombstone was
changed.

Finally, more than 90 years
after the Medal of Honor was
awarded posthumously and near­
ly 10 years after Slusher began his
work, the name Pvt. Harry Fisher
was removed fronf® the
prepositioning ship and Pvt.
Franklin J. Phillips was painted
in its place.

Relaxing In the crew's lounge Catching up oh the mall from
after lunch Is QMED John Wong, home Is AS Richard Hockfeld.

AB Mike Presser watches the Ready to participate In a ship-
latest safety video In the crew's board union meeting aboard the
lounge. LNG Leo Is OS Jeffrey Hockfeld.

AB P. Hoffman listens to the dis- Wiper Muharam Husin asks a
cussion during the LNG Leo's question about the union's wel-
union meeting. fare plan.

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'. •:i-.

MAY 1993 SEAFARERS LOG 25

Falcon Braves Foul Weather
SIU crewmembers aboard the

American Falcon faced chal­
lenging conditions while
transporting military equipment
between Morehead City, N.C.
and Norway from February 6 to
April 6.

"We had to endure adverse
weather conditions in ports and
during transit," AB Mike Davis
wrote in a letter to the Seafarers
LOG. "Overcoming freezing
temperatures, driving snows,
icing conditions and strong
winds, we worked with the U.S.
Marine Corps to ensure the cargo
was loaded safely and profes­
sionally." Davis added.

Norway ports of call were
Bogen Bay, Narvik, Hommelvik,
Troindheim and Bodo.

Marine Chief Warrant Officer
Robert Roberson told the crew.

• "Working with the SIU members
on the American Falcon has
demonstrated how the U.S. mer­
chant marine provides additional
capabilities for a force in readi­
ness."

Davis concluded his letter to
the LOG with, "The SIU crew-
members aboard the American
Falcon proved the need for
strong and skilled U.S. merchant
marines. Once again, the SIU
played a large and important role
by providing the necessary
trained men and women for U.S.
flagged vessels, serving both
military and commercial in­
dustry."

Photos on this page were
provided by AB Chris Moore.
The American Falcon is AB Chris Moore cleans the
operated by Crowley American Falcon's deck during a break in
Transport. the wintry weather.

From left to right, Chief Cook Mack Jones, Chief Steward Paul Zllkow
and SA Chino Gullberto prepare food for a cookout on a rare sunny
day aboard the Amer/can Fa/con.

Shipping Is Non-Stop in New York
In one of the busiest ports of

the world, shipping around New
York is non-stop. SlU-crewed
vessels continuously are moving
in and out of the ports of New
York and New Jersey.

Recently, payoffs were held
aboard the Sea-Land Achiever
and Nuevo San Juan. The
Achiever was back in the States
following a run to the Mediter­
ranean, while the San
Juan was at its northernmost port
on its coastwise and Puerto Rican

Marine Chief Warrant Officer Rob Roberson shakes hands with AB
Mike Davis while Bosun Mike McCardle looks on.

run.
SIU officials from the port of

New York conducted union
meetings aboard both vessels.
Crewmembers asked questions
concerning the union welfare
program, vacation plans and
ships' contracts to Kermett
Mangram, assistant vice presi­
dent for contracts, and Jack
Sheehan, a New York-based
patrolman. Reports received by
\\\c Seafarers LOG indicated all
was well on both containerships.

Crewmembers gather In the crew lounge of the Nuevo San Juan lor
a union meeting. From left to right are Chief Steward Robet Fagan,
OMU Jack Crosby, Asst. VP for Contracts Kermett Mangram, Engine
Utility Andre Smith, Messman Pedro Alicia, Messman Bob Bess and
OMU Robert Appel.

Utilltyman Willie Smith shows his Getting In from the cold for a shipboard meeting on the Achiever are,
approval for what he hears during '©ft to right (seated) Bosun James Davis, (standing) QMED Electrician
the meeting on the Achiever. John Yarber, SA Alfred DeSlmone and AB Felix Santiago.

Ready for lunch on the Sea-Land Achiever are Chief Working aboard the Achiever on a safety net are
Cook Robert Arana and Chief Steward William Perry. ABs Felix Santiago (left) and Jose Caballero.

Final Departures
Continued from page 23

VANCE MEEKS
Pensioner
Vance Meeks,
62, passed
away March
4. A native of
Martin Coun­
ty, N.C., he
joined the
Seafarers in

1970 in the port of Norfolk, Va. He
sailed in the steward department.
Boatman Meeks served in the U.S.
Army from 1947 to 1950. He
retired in August 1986.

ANGELO PRINCBPATO
Pensioner An-
gelo Prin-
cipato, 65,
died March
25. He joined
the SIU in
1970 in his na­
tive Philadel­
phia.

Boatman Principato sailed in the
engine department. He served in
the U.S. Army from 1945 to 1949.
Boatman Principato began receiv­
ing his pension in November 1988.

THOMAS SPRINGFIELD
Pensioner
Thomas
Springfield,
81, passed
away
February 16.
A Texas na­
tive, he joined
the union in

1961 in the port of Port Arthur,
Texas. He sailed in the steward
department. Boatman Springfield
served in the U.S. Army in 1941.
He retired in Febmary 1971.

ROBERTTAYLOR
Pensioner
Robert
Taylor, 58,
died February
22. Bom in
Virginia, he
joined the
Seafajers in
1959 in the

port of Philadelphia. Boatman
Taylor began receiving his pension
in February 1991.

JOHN WERNER
Pensioner
John Wemer,
91, passed
away March
26. He joined
the SIU in
1961 in his na­
tive Philadel­
phia.

Boatman Wemer sailed in the deck
department. He served in the U.S.
Army in 1918. Boatman Wemer
retir^ in August 1969.

GREAT LAKES
CALVIN WAGONER
Calvin Wagoiier, 71, died January
20. Bom in Onekama, Mich., he
joined the union in 1964 in the port
of Frankfort, Mich. He sailed in the
steward department. Brother
Wagoner served in the U.S. Army
during World War II.

RAILROAD MARINE
NORMAN KASDEN
Pensioner Norman Kasden, 69,
passed away March 21. He joined
the Seafarers in 1959 in his native
New York. Brother Kasden sailed
in the deck department. He served
in the U.S. Army from 1941 to
1945. Brother Kasden retired in
June 1984.

PETER RADOSLOVICH
Pensioner
Peter Rados-
lovich, 96,
died Febmary
4. Bom in
Austria, he
joined the
SIU in 1960
in the port of

New York. Brother Radoslovich
began receiving his pension in
May 1962.

r;' 'v' •

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.. ' ' •• - .. •> • a •*r«- •

2ff SEllfiMERSUW IIIUri993

Lundeberg School Graduating Classes

Trainee Lifeboat Class 509—Graduating from trainee lifeboat class 509 are
(from left, kneeling) Curtis Campaigne, Kristen Swain, Neville Hughes, Richard Gen-
daszek, Michael Dubie, John Schafer, (second row) Christopher Davjd, Jim Brown
(instructor), Jason Bannister, Isaac Kapua, Eric Mahoney, Dustin Niemoeller, John
Kaack III, Ray Magneson, Shawn Elder and Russell Harriott. -

Upgraders Lifeboat—Certificates of training were received by the March 24
class of upgraders. They are (from left, kneeling) Ben Cusic (instructor), Stephen
Bishop, Francis Gilligan, Robertt Costantino, Edgar Diaz, (second row) Elhussiny
EInaggar, Bryan Smith, Barbara Boyer, Daniel Idos, Sylvia Niemi, David Albert, (third
row) Timothy Macrury, Waymon Sellers, Keith Innes, David Stanford and Rudolph
Hyndman.

Advanced Firefighting—Receiving their advanced firefighting endorsements on
Jtoch 31 are (from left, front row) Cummin^ Onstructot), Wade Hudgns Marvin Diesd Engine—Members of the graduating diesei engine course on March 26 are

•'f '*'T" (from lofr. I<n^«"9) Thomas Moran, LaSrence C^, Albert Schmitt, (second row) Troy
(thrrd row) Phrl Spoerle, Dal Bunus, Frank Ingelirs Sr. and Thomas Douglas. Robin.MarkGlinki'stevenHoskins. Woodrow Smith Jr., Hal Puckett, D^ielTaggart'(third

row) John Copeland Jr., Eric Morrison, James Scanlon and J.C. Wiegman (instructor).

Advanced Firefighting—Completing the advanced firefighting course on March Sealift Operations —Graduating from this safety specialty course on April 12 are
22 are (from left, front roW) John Smith (instructor), George Maffioli, Peter C. Westropp, (from left, front tow) David Denizac, Danyl Smith, Rick James, Michael Ethridge, Michael
Paul Buckhard, William Mogg, Byran Cummings (instructor), (second row) John Bellinger, Soulier, Thomas Sneed Jr., (second tow) George Keblis, Coty Gatdiner, William Dize Jr.,
Herm^^ Stewart, George Urban III, Marvin Forbes, Charies Lore and Michael Smith, Clay Swidas, (third row) Jeff Swanson (instructor), Kenneth Cuffee and Bill

^ Hellwege (instructor). Clinton Anderson.

/ •



! '•'•I • .

/'•••' ••.' /v.-•• • ( '

MAY 1993
SEAFARERS LOG tt

LUHDEBERG SCmm
1993 UPGRADIHG COURSE SCHEDULE

The following is the current course schedule for classes beginning between June
and October 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. u- u

The course schedule may change to reflect the needs of the membership, the
maritime industry and—in times of conflict—^the nation's security.

Course
Check'ln
Date

Completion
Date

Able Seaman v?'

All students - '

July 19
September 13

August 27
October 22

Shiphandling June 21
August 23
September 27

July2
September 3
October 8

Radar Observer - Unlimited j

Celestial Navigation

lliirdMate

July 12
August 16
September 20

July 19

Aii^ust30

July 16
August 20
September 24

August 13

December 10

Safety Specialty Courses

Course
Check-In
Date

Completion
Date

Oil Spill Prevention and
Containment

August 2 August 6

Uifeboatman June 21
July 19
August 16
September 13
October 11

July 2
July 30
August 27
September 24
October 22

Basic/Advanced Fire Fighting July 13
September 7

July 23
September 17

Sealift Operations & Maintenance July 5
August 30
October 25

July 30
September 24
November 19

Name.

UPGRADING APPUCATHUI
Date of Birth _

Address.
(Last) (Fust) (Middle) Month/Day/Year

(City) , , |—I

DeepSeaMemberD , LakesMemberD InlandWateraMemberO PacficD
(Slate)

(Stiect)

(Zip Code)
Telephone JL _L

(Area Code)

If,he following Informalion is no, filled ou, completely, your appUcalion will no,
be processed.

Social Security #__ * —

Seniority
Department

U.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.

• Ves DNO

Last grade of school completed
Have you attended any SHLSS upgrading courses?

If yes, course(s) taken

• Yes • No

If yes, coursers; laKcn ^ p.
Have you H&en any SHLSS Sealift Operalionscouiaes? UYes

If yes, how many weeks have you completed?. II yes, now many ^ .
Do yon hold the O.S. Coast Guard Lifeboatman Endorsement? ^
• Yes GNO Rrenghtmg-.GYes GNO CPR:DYes GNO

Date available for training ——

Primary language spoken — • . • •

Course

Itecertlflcailon Programs
Check-In
Date

Completion
Date • •

BoSun Recertification

Steward Recertification

October 4

June 28

November 8

August 2

Cbhrse
Check-In
Date

Completion '
Date •

A^istant Cook, Cook and Baker

Chief Cook, Chief inward

All open-ended (contact mimisslons
office for starting dates)

All open-ended (contact admissions
office for starting dates)

Check-In Completion
Gfiiirse . Date Date

QJilED-Any Rating July 19 Octobers

Fireman/Watertender and Otter June 7 July 16 V

All students must take the Oa Spill Prevention and Containment class.
Pumproom MainL & Operations June 21

August 16
July 30
September 24

Basic Electronics AugustJO September 24

Marine Electrical Maintenance I July 6 August 27

Marine Electrical Maintenance H September 13 October 22

Refngeration Maint & Operations July 6
September 13

Augustl3
October 22

Miirine Electronics Technician I September 27 November 5

Marine Electronics Technician H June 21
Hydraulics

July 30
June 7 July 2

August 2 August 27

Hydraulics August 16 September 9

Diesel Engine Technology August 9 September 3

1992'93 Adult Education Schedule
The following courses are available through the Seafmers H^ Lundeberg
School. Please contact the admissions office for enrollment information.

Check-In Completion
Date Date Course

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 3ulyl9 September 10

" mththi's application COPIES of your discharges must be
time to qualify yourself for the course(s) requested. You also must submit a CO^of
each of the following: the first page of your union bwk indicating
and seniority your clinic card and the front and back of your U^berg School
identificationcardlistingthecourse(s)youlmveta^nandcompletedneAdmissions
Office WILL NOT schedule you until all of the above are received

RATING DATE DATE OF
HELD SHIPPED VESSEL

DATE OF
DISCHARGE

SIGNATURE. DATE.

I am interested in the following
coufse(s) checked below or indicated
here if not listed

DECK
• AB/Sealift
• 1st Class Pilot
• Third Mate
• Radar Observer Unlimited
• Master Inspected Towing

Vessel
• towboat Operator Inland
• Celestial Navigation
• Simulator Course

O 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
• Refrigerated 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
D Basic/Advanced
' Fire Fighting

\

ENGINE
• FOWT
• QMED—Any Rating
• Variable Speed DC Drive

Systems (Marine Electronics)

STEWARD
• Assistant Cook Utility
• Cook and Baker
• Chief Cook
• Chief Steward
d 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

RETURN COMPLtTED APPUCATION TO: Lm«leb«g UpgmdIng Center, P.O. Bos 75. Pine, Point. MO 2M74.
5»3

: t

"V---



.A.::':.' ••^

SEAEtMlEMtS
Volume 55, Number 5 May 1993

SEAFARERS
Have you planned your

summer vacation?

The Lundeberg School can
provide you and your family
with all the ingredients for an
exciting vacation. For details

and rates, see page 16.

Linton Overcomes Odds, Succeeds as Seafarer
John Linton first walked into

an SIU hall in 1967 as a skinny,
18-year-old high school dropout
with shaky confidence and
limited ambition.

Intimidated by the bluntness
of the men who worked at the hall
in Brooklyn, N.Y., Linton—who
as a teenager ran away from
home—nevertheless stuck
around until he got a job as a
saloon messman aboard a coal
ship, the Globe Carrier.

Predictably, after a childhood
spent roaming the city streets of
Queens, he struggled to acclimate
himself to life at sea. Along the
way on his first couple of vessels,
he met a few co-workers who
mistakenly warned him that there
was no future for the U.S.-flag
merchant marine.

But John Linton ignored the
doomsayers, overcame his inex­
perience and fears and succeeded
as a merchant mariner. Two
months ago, he earned his chief
engineer's license at the
American Maritime Officers Dis­
trict 2 MEBA (AMO) school in
Dania, Fla. May 30 will mark the
start of his 26th year going to sea.

"Without the SIU, I never
would have gotten my license,"

Linton, 44, recently told the
Seafarers LOG. "The SIU is like
a family. A lot of my upbringing
came from the union."

Importance of Education
Linton, who sails with AMO

learned to appreciate the way SIU
officials constantly espoused the
value of education.

He first heard about the SIL
from a friend who worked for a
printer which did business with
the union. With visions of Erro
Flynn, Linton decided to check it
out. "I remember going to the
Brooklyn hall to see Freddie
Stewart," he recalled. "I weighed
118 pounds.

"But the main thing I remem­
ber about those days is, the old-
timers—Leon Hall, George
McCartney, Fete Loleas, Jack
Bluitt, Frank Mongelli, Joe Di-
Giorgio—always looked out for
us and they always stressed
education. Not just the officials,
but the older guys who sailed also
pushed education."

Still, it took a little extra per­
suasion from Loleas to convince
Linton to upgrade for the first
time. "He was the one who con­
vinced me that I would be better
off when I upgraded to fireman

Unton stopped by SIU headquarters to share his accomplishment with
Augie Tellez, vice president contracts.

Linton said with a

Help Fina This Missing Chiid
The National Center for

Missing and Exploited Children
has asked the Seafarers Interna­
tional Union to assist them in
locating Cynthia M. Britto.

Missing since May 29,1992,
the child was last seen being
dropped off at a store in
Chandler, Okla. with her
mother and her aunt, who also
are missing. Foul play is
suspected.

At the time of her disap­
pearance, the child was wearing
a pink sweater, a blue and black
striped shirt, and tennis shoes.
The brown-haired, brown-eyed
6-year-old girl weighed 60
pounds and was 3 feet tall.

Anyone having information
on the disappearance of Cynthia
M. Britto should contact the Na-

Cynthla M. Britto

tional center for Missing and
Exploited Children at (800)
843-5678 or the Missing Per­
sons Unit of the Oklahoma
Bureau of Investigation at (405)
848-6724.

and oiler,
laugh.

He sailed with that rating until
1980, at which time Hall, Di-
Giorgio and Mongelli steered him
toward the QMED course. Linton
earned the endorsement and sub­
sequently sailed with Sea-Land,
Ogden Marine, Delta Lines,
Waterman Steamship and Puerto
Rico Marine. He also worked on
the Sea-Land shore gang.

Linton, an avid rider of Harley
Davidson motorcycles, was ac­
tive throughout his SIU career,
which lasted until the late 1980s.
He participated in beefs, political
events and other union activities.
He also served on finance com­
mittees and credentials commit­
tees.

In 1988 he earned his first
engineer's license at the AMO
school in Dania. "I remember tell­
ing Joe DiGiorgio about it. He
was so proud," Linton notes.

Building a Foundation
So how did a seemingly hope-

ess, teenage runaway find the
motivation to excel at his job?
It's nothing that happens over­

night," Linton explains. "It's like
building a house: You have to
start with a strong foundation, a
desire to succeed. Even though
you may not have the skills, if you
start with the right attitude, that's
)alf the battle.

"The other part is, you have to
jelieve in what you're doing. I

remember walking picket lines
with Paul Hall [the late SIU presi­
dent], and you had to believe in
the cause or you wouldn't want to
stay out there."

Linton, who sailed during both
the Vietnam and Persian Gulf
wars, had another reason for
sticking with the sea. "The food
was great, the money was good,
but you have to have a little bit of
ypsy in your heart. My mother

summed it up when I took her to
see my daughter's high school
graduation." When Linton and
lis mother arrived at the airport,
they discovered their flight had
been canceled. Linton quickly
made other arrangements, and
within the hour they were air­
borne on another flight. "She
looked at me and said, 'I finally
understand why you keep going
back. There are people who
travel, and there are travelers.
You are a traveler."

Additionally, when he first
heard about the SIU, he liked the
idea of belonging to a union. As a
teenager, he had been fired from
a job at a gas station for missing a
day's work during a blizzard. "I
had no recourse because there
was no union," Linton states.
"When I saw the opportunity with
the SIU, I knew I had to do the
right thing. I had to make it."

'Have to Apply Yourself
"The thing I want to tell people

is, if I can do it, anyone can,"
Linton says of his successful,
career. "All you have to do is
appl^yourself. With the SIU, the

Now a chief engineer, Linton says he got there with the help of the SIU.

opportunities are there."
The new chief engineer, who

lives in Pennsylvania, says he is
not sure when he will retire,
though it will not be any time
soon. "One of the rewards of this
career is passing on information
to other crewmembers, little
tricks of the trade that have been
passed on through the genera­
tions. I still enjoy that very
much."

Linton, who has taken part in
two rescues at sea, adds that he stiU
is optimistic about the future of the
U;S.-flag merchant fleet. "We've
had to re-trench over the years, but
we haven't retreated. The SIU and
AMO are progressive unions that
help their members and help the
industry. Our progressive nature
and insight have brought us to the
forefront, and I think we' 11 continue
to grow."

Seafarers Set to Sail Home
New Alton Belie Hiverboat

Seafarers aboard the new
Alton Belle Riverboat Casino will
sail for Illinois oii May 5 to bring
the vessel home in time for its
scheduled opening on Memorial
Day weekend.

The last touches are being
placed on the l,2()0-passenger
vessel before it leaves a Jackson­
ville, Fla. shipyard for its journey
around Florida's coast into the
Gulf of Mexico then up the Mis­
sissippi River.

About the only things on the
220-foot vessel that will look
similar to the original riverboat
are the company logo and the SIU
crewmembers on board.

The new vessel is 55 feet
longer than the present Alton
Belle, which will go out of service
upon the other boat's ̂ val.

To coincide with the new Alton
Belle's arrival, construction of an
enlarged Alton Landing should be
finished at the same time. The
Landing-^which already contains
a restaurant, buffeL bar and gift
shop—will add a sports and entCT-
taiiunent lounge, a VIP lounge, an
expanded gift shop and kiosk food
service. More than 37,000 square
feet have been added to the floating
structure.

Before the new vessel can go
into service, it must pass sea trials
and a Coast Guard inspection as
well as receive approv^ from the
Ulinois Gaming Board. The Alton
Belle Riverboat Casino began
operations in September 1991.
The SIU represents crewmem­
bers on the vessel, on the Landing
and in the reservation office.

Last-minute preparations are performed on the new Alton Belle River-
t)oat Casino before it begins operations in Alton, III. later this month. t, ''f iiii

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